Acas d2i-i8 Merged

GOVERNMENT OF INDIA
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

TECHNICAL CENTRE, OPP SAFDURJUNG AIRPORT, NEW DELHI
CIVIL AVIATION REQUIREMENTS

SECTION 2 – AIRWORTHINESS
SERIES 'I', PART VIII
24TH AUGUST, 1997 EFFECTIVE: FORTHWITH
F. No. 11-690/I-8/2000-AI(2)
Subject: Installation of Airborne Collision Avoidance System.
1. INTRODUCTION
1.1.1 With the liberalisation of air transport operations in the country, the domestic
operations have increased considerably. Besides, there is congestion in the Indian
airspace on account of large number of international flights over flying or transiting
through India. While the air traffic services and associated facilities are
continuously being upgraded and modernised by the Airports Authority of India for
ensuring safety of aircraft operations in the Indian airspace, it is also considered
necessary to upgrade the airborne equipment of aeroplanes to reduce the risk of
midair collisions between aircraft. Installation of Airborne Collision Avoidance
System (ACAS), which is an airborne equipment that functions independently of
the ground based air traffic control system, can help in preventing mid-air
collisions. However, the level of protection provided by ACAS equipment depends
on the type of transponder the intruder aeroplane is carrying.
1.2 This CAR is issued under the provision of Rule 29C and Rule 133A of the Aircraft
Rules 1937.
2. APPLICABILITY
2.1 The requirements of this CAR are applicable to aeroplanes referred in paras 5 and
6 and engaged in commercial and general aviation operations to, through, within
and overflying the Indian airspace.
2.2
3. DEFINITIONS
For the purpose of this CAR, the following terms shall have the meanings as
given against each:-
3.1 Airborne Collision Avoidance System (ACAS) : An aeroplane system based on

Secondary Surveillance Radar (SSR) transponder signals which operates
independently of ground-based equipment to provide advice to the pilot on
potential conflicting aeroplane that are equipped with SSR transponders.
Rev. 4 dated 4th September 2017 1

CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES ‘I’ PART VIII 24TH AUGUST 1997
3.2 ACAS I: An ACAS which provides information as an aid to 'see and avoid' action
but does not include the capability for generating resolution advisories (RAs).
3.3 ACAS II: An ACAS which provides vertical resolution advisories (RAs) in addition
to the traffic advisories. TCAS – II with change 7.1 is equivalent to ACAS II.
3.4 Commercial air transport operation. An aircraft operation involving the transport
of passengers, cargo or mail for remuneration or hire.
3.5 General aviation operation. An aircraft operation other than a commercial air
transport operation or an aerial work operation.
3.6 Intruder: An SSR transponder-equipped aeroplane within the surveillance range

of ACAS for which, ACAS has an established track.
3.7 Resolution Advisory (RA): An indication given to the flight crew recommending:
a) a maneuver intended to provide separation from all threats; or

b) a maneuver restriction intended to maintain existing separation
3.8 Secondary Surveillance Radar (SSR): A surveillance radar system which uses
transmitters/receivers (interrogators) and transponders.
3.9 Traffic Advisory (TA): An indication given to the flight crew that a certain intruder
is a potential threat.
4. FUNCTIONAL REQUIREMENTS of ACAS I and ACAS II
4.1 ACAS I shall perform the following functions:
a) surveillance of nearby SSR transponder equipped aeroplanes; and

b) provide indications to the flight crew identifying the approximate position of
nearby aeroplanes as an aid to the visual acquisition.
4.2 ACAS II shall perform the following functions:
a) surveillance;
b) generation of TAs;
c) threat detection;
d) generation of RAs;
e) co-ordination; and
f) communication with ground stations.
4.3 Airborne Collision Avoidance System should be of an approved type meeting the
specifications contained in Annex 10 (Volume IV) to the Convention on
International Civil Aviation or FAA TSO C-119 or any other equivalent
specification acceptable to DGCA. The functional requirements for ACAS is
detailed in CAR Section 9 Series D Part V.

5. Aeroplanes engaged in Commercial air transport operation:
5.1 All turbine-engined aeroplanes having a maximum certificated take-off mass in

excess of 15000 kg or authorized to carry more than 30 passengers or maximum
payload capacity of more than 3 tonnes shall be equipped with an airborne
collision avoidance system (ACAS II).
5.2 All turbine-engined aeroplanes having a maximum certificated take off mass in
excess of 5700 kg but not exceeding 15000 kg or authorized to carry more than
19 passengers, which are imported on or after 1st April 2006, shall be equipped
with an airborne collision avoidance system (ACAS II).
5.3 All turbine-engined aeroplanes having a maximum certificated take off mass in
excess of 5700 kg but not exceeding 15000 kg or authorized to carry more than
19 passengers, which are imported before 1st April 2006, shall be equipped with
an airborne collision avoidance system (ACAS I).
5.4 All turbine-engined aeroplanes having a maximum certificated take off mass
5700 kg or less and authorized to carry 10 to 19 passengers shall be equipped
with an airborne collision avoidance system (ACAS I).
5.5 All twin jet-engined aeroplanes having a maximum certificated take off mass
5700 kg or less and authorized to carry less than 10 passengers shall be
equipped with an airborne collision avoidance system (ACAS I).
5.6 All aeroplanes covered under paras 5.3, 5.4 and 5.5 should be equipped with an
airborne collision avoidance system (ACAS II).
5.7 An airborne collision avoidance system shall operate in accordance with the
relevant provisions of CAR Section 9 Series D Part V.
6. Aeroplanes engaged in General aviation operation:
6.1 All turbine-engined aeroplanes of a maximum certificated take-off mass in excess

of 15000 kg, or authorized to carry more than 30 passengers, for which the
individual airworthiness certificate is first issued after 24 November 2005, shall
be equipped with an airborne collision avoidance system (ACAS II).
6.2 All turbine-engined aeroplanes of a maximum certificated take off mass in excess
of 5700 kg but not exceeding 15000 kg, or authorized to carry more than 19
passengers, for which the individual airworthiness certificate is first issued after
01 January 2008, should be equipped with an airborne collision avoidance
system (ACAS II).
Note 1. – The term “individual airworthiness certificate is first issued” means

certificate of airworthiness issued to the individual aircraft after
manufacture.
Note 2. – The term “turbine-engined” includes turbo-jet, turbo-prop and turbo-fan
engines.

SERIES ‘I’ PART VIII TH
24 AUGUST 1997
Note 3. – The term “authorised to carry number of passengers” implies the
passengers seating capacity as per type certificate.
7. OPERATIONAL REQUIREMENTS
7.1 The Airplane Flight Manual shall contain the appropriate procedures for the
ACAS II or ACAS I, as applicable, duly approved by the concerned regulatory
authority.
7.2 The Operations Manual and the Training Manual of the operator shall
respectively include the operational procedures and the training required for the
flight crew on the ACAS.
7.3 The operating crew shall be adequately trained and kept proficient on the
functioning of the ACAS. It should be emphasised that maximum benefit of ACAS
is obtained when pilots of both the aeroplanes respond promptly and correctly to
their respective TAs/RAs.
Note 1. – Procedures for the use of ACAS equipment are specified in the procedures
for Air Navigation Services - Aircraft operations (PANS –OPS, Doc 8168),
Volume I – Flight procedures. ACAS Training Guidelines for pilots are
provided in PANS – OPS, Volume I, Attachment A to Part VIII.
Note 2. – Appropriate training, to the satisfaction of DGCA, to competency in the use

of ACAS equipment and the avoidance of collisions may be evidenced, for
example by:
a) possession of a type rating for an aeroplane equipped with ACAS, where

the operation and use of ACAS are included in the training syllabus for
the type rating; or
b) possession of a document issued by a training organization or a person

approved by the DGCA to conduct training for pilots in the use of ACAS,
indicating that the holder has been trained in accordance with the
guidelines referred to in Note. 1; or
c) a comprehensive pre-flight briefing by a pilot who has been trained in the

use of ACAS in accordance with the guidelines referred to in Note 1.
7.4 In addition to the other applicable requirements, the following procedures shall
be followed by the flight crew for the operation of ACAS:
a) The pilots shall not maneuver the aeroplanes in response to a TA only. The
pilots, however, shall search for the approaching traffic.
b) In the event of RA to alter the flight path, the search for the conflicting traffic
shall include a visual scan of the airspace into which own ACAS aeroplane
might maneuver.

SERIES ‘I’ PART VIII TH
24 AUGUST 1997
c) The alteration of the flight path shall be limited to the minimum extent
necessary to comply with the RA.
d) Pilots who deviate from an ATC clearance in response to an RA, shall

promptly return to the terms of the previous ATC instruction or clearance when
the conflict is resolved.
e) The pilots shall, as soon as practicable, notify the ATC unit of the direction of
the RA, and, when the conflict is resolved, that they are returning to the terms
of the current ATC clearance.
Note. –When RA is initiated and in response thereof the pilot deviates from
ATC clearance, he is not considered to be violating the ATC instructions.
7.5 The ACAS system shall be kept 'ON' while operating in the Indian airspace.
7.6 Every flight plan for a flight in the Indian airspace shall indicate that the aeroplane
is equipped with a serviceable ACAS equipment required as per this CAR.
7.7 Any pilot experiencing RA while flying in Indian airspace, shall file a report on R/T
with the handling Air Traffic Control Unit in India followed by a written report to
the DGCA India and Airports Authority of India. A proforma for filing the written
report is given as Appendix "A".
7.8 The ATC controllers shall be adequately trained on the capabilities and
limitations of ACAS and on the procedures to be applied for the provision of Air
Traffic Services to aeroplanes equipped with ACAS in accordance with the ICAO
requirements.
7.9 Once an aeroplane departs from an assigned ATC clearance in compliance with
an RA, the ATC controller ceases to be responsible for providing ATC separation
between that aeroplane and other aeroplane affected by the direct consequence
of that RA maneuver. Controller's responsibility for providing separation for all
affected aeroplanes resumes when either:
(i) the aeroplane returns to the assigned clearance; or
(ii) the pilot reports the ATC Controller that the RA maneuver is completed and
the ATC controller confirms that separation is established.
8 MAINTENANCE REQUIREMENTS
8.1 The ACAS equipment shall be maintained in accordance with the manufacturer's
maintenance programme. The inspection schedules shall include the
manufacturer's maintenance requirements.
8.2 The performance of the ACAS is highly sensitive to altimetry error both for the
ACAS-equipped aeroplane and intruder aeroplane. It is therefore necessary that
the accuracy of the aeroplane altimetry system be sufficiently high for successful
operational use of ACAS. This aspect should be highlighted in the maintenance
system manual and to all concerned personnel.

8.3 The Aircraft Maintenance Engineer (AME) holding licence in Category B2 on the
type of aeroplane shall undergo adequate training on the maintenance of the
ACAS. After successful completion of the training and competency assessment
as per CAR 145, the Quality Manager of the organisation shall issue a
certification authorisation for certification of ACAS.
8.4 The type training of AMEs on Avionics System shall include training on ACAS
installed on the aeroplane.
8.5 The provisions contained in the MEL with regard to unserviceability of ACAS as
approved by the concerned Civil Aviation Authorities shall be acceptable.
However, in no case the ACAS shall be unserviceable for more than ten days.
(B. S. Bhullar)
Director General of Civil Aviation

APPENDIX 'A'
PILOT/OBSERVER RA REPORT
Aircraft Operator__________________ Pilot___________ Observer ___________
Name__________________________ Telephone__________ SSR ____________
(Information requested on this line is optional)
Aircraft ID________________________ Aircraft Type _______________
Aerodrome of Departure ________________ Destination ______________
Date and time of event _____________________ ___________________UTC
Own aircraft altitude _______________________
Own aircraft position FIR ______ VOR ______ Radial ______ DME ______
Or
LAT _________ LONG _________
___________________________________________________________________
Phase of Flight
Take-off_______ Climb ________ Cruise ________ Descent ______ Hold ___
Final __________ Missed approach ____________
Clearance ___________ ft/FL

___________________________________________________________________
TA Information
TA issued? YES __________ NO _____________
Visual contact prior to RA? YES __________ NO _____________
ATS advisory? YES __________ NO _____________

___________________________________________________________________

RA Information
Intruder bearing __________________ o'clock

Intruder range _____________________ NM
Relative altitude ___________________ ft
Type of RA ____________________ (climb, crossing climb, VSL500, etc.)
Did you follow the RA? YES _____ NO _____
If applicable, did ATS instruction conflict with the RA? YES _____ NO _____
Was RA necessary? YES _____ NO _____
General information
Flight conditions: IMC ________ VMC _______ Day _______ Night _______
Visibility: _______ NM
Air traffic service provided: En-route control _________
Aerodrome/ approach control ________ Flight information ________
Remarks
Note: The report should be forwarded to the Director of Air Safety, Office of the Director
General of Civil Aviation, Opp. Safdarjung Airport, Aurobindo Marg, New Delhi –
110003.
With a copy to the Director of Air Routes and Aerodrome (Operations), Airport
Authority of India, Rajiv Gandhi Bhavan, Safdarjung Airport, New Delhi-110003.
***

GOVERNMENT OF INDIA

SERIES F PART III
ISSUE II, DATED 25TH NOVEMBER 2014 EFFECTIVE: FORTHWITH
F. No. 11-690/CAR/F-III/AI (2)
Subject: Issue/ Validation and Suspension of Certificate of

Airworthiness.
1. Introduction:
1.1. Rule 15 requires that no aircraft shall be flown unless that all aircraft possess a
valid Certificate of Airworthiness (C of A) or Special Certificate of Airworthiness.
1.2. Rule 50 of the Aircraft Rules, 1937 empowers the Director General of Civil
Aviation (DGCA) to issue certificate of airworthiness or Special Certificate of
Airworthiness of an Aircraft Sub rule 5 of Rule 50 specifies that a certificate of
airworthiness shall be invalid unless the General or an approved organisation,
carries out a review of compliance with applicable airworthiness standards and
issues an airworthiness review certificate valid for such periods as may be
specified therein which may be extended by the Director-General or an approved
organisation, in accordance with such procedures as may be specified by the
Director-General.
1.3. Subrule 1 of Rule 55 states that the Certificate of Airworthiness of an aircraft shall
be deemed to be suspended under the conditions mentioned therein. Further
subrule 2 of the said Rule 55 empowers the Director General to suspend or
cancel the Certificate of Airworthiness whenever reasonable doubt exists as to
the safety of an aircraft.
1.4. This CAR is issued under the provisions of Rule 133A of the Aircraft Rules, 1937,
for information, guidance and compliance by owner/ operators of aircraft and lays
down the requirements for the issuance/ validation of C of A/ ARC and the
issuance an export C of A. This part of CAR also specifies the conditions for
revalidation of a suspended C of A.
Rev 4, dated 14th September, 2018 1

CIVIL AVIATION REQUIREMENTS SECTION 2 – AIRWORTHINESS
SERIES F PART III 25TH NOVEMBER 2014
2. Issuance of Certificate of Airworthiness:
2.1. Accepted Airworthiness Standards
Each aircraft either manufactured in India or imported into India for which a
Certificate of Airworthiness is to be issued or validated, shall conform to the
design standards and be in a condition for safe operation. To be eligible for
issuance of Certificate of Airworthiness, an aircraft must be Type Certified, its
type certificate validated or type accepted by DGCA.
2.2. Application for issue of C of A, Airworthiness Review Certificate (ARC) and

Aircraft Noise Certificate
2.2.1. After the aircraft has been registered, the owner or his authorized
representative may apply to DGCA headquarters together with necessary fees
for issue of:
2.2.1.1. Certificate of Airworthiness ( CA Form 25 - Appendix 'A' & B‘)

2.2.1.2. Airworthiness Review Certificate along with recommendation report for issue
of ARC
2.2.1.3. Noise Certificate (Appendix -G‘)
2.2.2. A copy of the C of A and ARC application along with supporting documentation
shall also be submitted to the regional/ sub-regional office where the aircraft
will be based.
2.2.3. In case the aircraft is being imported, the owner/ Operator shall ensure that
the special requirements of DGCA as spelt out in Appendix –D are made
available to the regulatory authority of the exporting country for compliance
prior to issue of Export C of A.
2.3. Documents/ technical literature
2.3.1. If the type of aircraft is being introduced/ imported into the country for the first
time (new or used), the owner/ operator shall supply, free of cost, one set each
of the following updated technical literature, to DGCA Hdqrs and Regional/
Sub-Regional Office of DGCA for retention:
(i) Type Certificate & Type Certificate Data Sheets

(ii) Standard Certificate of Airworthiness issued by the country of Export
(iii) Export Certificate of Airworthiness. However, where the country of export does
not issue export C of A, the same may be waived by DGCA after confirming
this fact from country of export.
(iv) Maintenance Planning Document/Manufacturers recommended inspection
document
(v) MMEL
(vi) Airplane Flight Manual / Pilots‘ Operating Handbook
(vii) Crew Operations Manuals (where applicable).

2.3.2. In addition, one set of the following documents shall be submitted to Regional/
Sub-Regional Office of DGCA where the aircraft is based with up-to-date
amendments:
(i) Aircraft Maintenance Manual

(ii) Engine Maintenance Manual
(iii) Overhaul Manual (Where applicable)
(iv) Structural Repair Manual
(v) Service Bulletins
(vi) SSID, CPCP document (where applicable).
Note: Documents issued by the manufacturers in electronic format in lieu of

hard copies are acceptable.
2.3.3. The operator shall ensure that any amendments to the above documents are
forwarded to DGCA Hdqrs and/ or to the respective Regional/Sub Regional
office promptly.
Note: In case an aircraft is based (main base where major maintenance is

carried out) at more than one station in India, then additional copies of the
above mentioned technical literature may be asked for, by the concerned
Regional/ Sub-Regional Airworthiness Office.
2.3.4. In addition to the documents required in the above paras, the following Log
Books/ Certificates/ documents shall also be submitted:
(i) Duly filled original log books along with record of modification with a
certificate from Continuing Airworthiness Manager that all applicable
modification/ Airworthiness Directive/Inspection have been complied with
at the time of issue of Export C of A.
(ii) In case the aircraft was imported in a dismantled condition, an erection

certificate signed by an appropriately licensed/ Authorised/ approved
person(s) along with the flight test report by the pilot licenced / authorised
for the purpose.
(iii) Flight Test Report for the aircraft and the avionics systems.
(iv) An electrical load analysis covering all services, if the aircraft has
undergone modification needing such analysis.
(v) Customized Manufacturer‘s weight and balance manual, and weight

schedule giving the empty weight CG location.
(vi) List of component giving details of components‘ history for each major
component listed in Aircraft maintenance program.

2.4. Issue of C of A and ARC
2.4.1. On receipt of the copy of application along with C of R and requisite

documents, the regional/sub-regional airworthiness office, for the issue of C
of A and ARC, shall carry out:
a) Application form review;

b) Aircraft configuration identification;
c) Aircraft documentation review; and
d) Aircraft inspection.
2.4.2. Regional/sub-regional airworthiness office after ensuring the relevant

requirements for the issuance of C of A and ARC have been met will forward
recommendations along with a copy of the completed C of A /ARC checklist
to DGCA Hqrs for issuing the C of A and ARC. On receipt of satisfactory
recommendation, C of A and ARC shall be issue by the DGCA Hqrs. Format
of the Certificate of Airworthiness issued by DGCA is enclosed as Appendix
‘F’ and format for ARC ( CA form 15 a) is attached as Appendix-III to CAR M.
Note: Issue of ARC in respect of an aircraft shall be carried out at Hqrs for the first
time only. Subsequent issue and extension of ARC shall be carried out by
the respective regional/sub-regional office or approved organization in
accordance with the privileges conferred
3. Validation of C of A
3.1. DGCA may render valid a certificate of airworthiness in respect of an aircraft

provided:
(a) The airworthiness authority of the country of manufacture has issued a C

of A or such equivalent document;
(b) The applicable airworthiness requirements issued by the DGCA are

complied with; and
(c) The applicant furnishes necessary documents and technical data relating
to the aircraft as specified in Para 2 of this CAR.
3.2. While rendering a C of A valid, a statement of authorization shall be issued by

DGCA and shall be carried along with the original C of A. The validity of the
authorization shall be for a short period and shall not exceed the period of validity
of the original C of A.
4. Validity of Certificate of Airworthiness:
4.1. The C of A shall remain valid subject to the following conditions:
(i) the airworthiness review certificate of the aircraft issued as per

CAR M is valid; and
(ii) all due maintenance specified in the applicable maintenance
programme have been completed; and
(iii) all Airworthiness Directives/ mandatory modifications have been
complied with; and
(iv) any modifications and repairs carried out conform to the applicable
regulations; and
(v) each discrepancy recorded in the technical log has been actioned and
certified; and
(vi) all applicable releases to service have been completed and certified;
and
(vii) all components‘ lives are within the limits laid down in the applicable
maintenance programme; and
(viii) weight and balance data in the aircraft logbook is accurate and within
the limitations of the aircraft type certificate; and
(ix) the flight manual is current version for the aircraft; and
(x) all documents and safety equipment on board are updated and in
proper condition; and
(xi) A general condition inspection of the aircraft is performed with
satisfactory results.
5. Import of Aircraft
5.1. Import of Aircraft under foreign registration
An aircraft may be imported under foreign Certificate of Registration and

Certificate of Airworthiness. The Indian Certificate of Registration and
Certificate of Airworthiness shall be issued after the aircraft arrives in India
and the owner/ operator complies with the applicable airworthiness
requirements.
5.2. Import of aircraft under Indian registration
5.2.1. In case the aircraft is imported under Indian Registration, arrangements for
physical inspection of the aircraft by DGCA officers at foreign location shall be
made by the owner/operator for issuance of C of A and ARC prior to the import
of the aircraft. The DGCA officer issuing the C of A at foreign location shall
also, along with the C of A, issue the Annual Review certificate. The ARC
validity in such a case may be limited to the arrival of the aircraft to its base
where detailed documentation review and inspection of aircraft shall be carried
out for issue of ARC.
5.2.2. For cases where the aircraft is imported under Indian registration and it is not
feasible for an inspection of the aircraft to be carried out by a DGCA officer, in
lieu of the C of A, a special flight permit for the purpose of delivery of a new
aircraft at first destination in India may be issued. In such a case, DGCA would
require a detailed inspection by an authorized person for the issue of special
flight permit. The special flight permit so issued shall require Operational
limitations to be put in and would require permission from the State authorities
of the State over which the aircraft would fly.

6. Export of aircraft
6.1. DGCA may issue an Export Certificate of Airworthiness during export of an

aircraft, such export certificate of airworthiness shall be issued only, if the
importing state regulations require the need for export C of A.
6.2. Applicant shall submit the request for the issue of export C of A along with
requisite fees as applicable and show the compliance with applicable
airworthiness requirements for issue of C of A / ARC as stipulated by DGCA
including the special requirements of the importing State.
6.3. Further, guidance for issue of export C of A is detailed in AAC 4/2006 and
Airworthiness Procedure Manual Part II Chapter 2. The export C of A shall be
issued by the regional offices by an officers at the level of Deputy Director of
Airworthiness or above.
7. Suspension or cancellation of Certificate of Airworthiness:
7.1. The Certificate of Airworthiness of an aircraft shall be deemed to be suspended

when,
(i) An aircraft ceases or fails to conform with the requirements / rules in

respect of operation, maintenance, modification, repair, replacement,
overhaul, process or inspection applicable to that aircraft.
(ii) Airworthiness review certificate is not valid;
(iii) "Lifed" components when due are not replaced / CMR items not complied;
(iv) Mandatory modifications/ inspections are not carried out, as and when
due;
(v) Unapproved repairs/ Modifications are carried out;
(vi) Unapproved materials/ procedures/ practices are used;
(vii) Aircraft has suffered major damage or defect or develops a major defect,
which would affect the safety of the aircraft or its occupants in subsequent
flights;
(viii) Valid and current mandatory documents are not carried on board.
7.2. Whenever an Indian registered aircraft suffers major damage or defect or any
of the condition, enumerated at Para 7.1 above is encountered, it shall be
the responsibility of the operator to inform the Airworthiness Office of
the area, promptly the extent of damage or nature of defect and
circumstances, which caused the same.
7.3. On receipt of report regarding major defect/ damage to an aircraft, Officer-in-

charge of Regional/Sub-regional Airworthiness Office may formally suspend the
Certificate of Airworthiness, if he feels that reasonable doubt exists as to the
safety of the aircraft or as to the safety of this type of aircraft to
which that aircraft belongs. He may make necessary endorsement in
the Certificate of Airworthiness itself (with a copy of action taken to the
Director of Airworthiness at Headquarters).

7.4. The Regional/Sub-regional Airworthiness Office may require the owner or

operator to render a survey report on the damage or nature of defect encountered
which resulted in suspension.
7.5. The Airworthiness Office shall further require the aircraft or aircraft component
or an item of equipment of that aircraft to undergo such modification, repair,
replacement, overhaul, inspection including Flight Tests and examination
under supervision of appropriately licensed AME/ authorized person as a
condition for revalidation of C of A. For this purpose the operator shall
submit a complete proposal concerning the method proposed to be adopted
for effecting repair or rectification of defect or modification of aircraft as the
case may be.
7.6. When the C of A of an aircraft is suspended or deemed to be suspended, the

Officer-in-charge of the Airworthiness Office may, upon an application made by
the operator/owner and subject to such requirements as specified by him, having
regard to the safety of the aircraft and persons thereon permit the aircraft to be
ferry flown to a place without passengers on board where the maintenance
required to remove the suspension of C of A can be performed.
7.7. The owner/operator shall submit such an aircraft during repair, modification,
overhaul or rectification of defect to Airworthiness officers for carrying out
inspection at such stages as considered necessary.
8. Revalidation/ Revocation of a suspended C of A
8.1. In case, the C of A is under suspension/ deemed suspension due to extensive

damage to an aircraft or due any other reason , the C of A shall be
revalidated/revoked, subject to the completion of the required repair/
modification/ maintenance action and a satisfactory test flight (if required). The
test flight (where required) shall be conducted based on the special flight permit
issued by DGCA and subject to the conditions stated in the special flight permit.
Note: While revalidating/ revoking the C of A, the ARC shall also be issued by
the regional/ sub-regional office.
9. The Director General of Civil Aviation reserves the right to refuse Certificate of
Airworthiness to an aircraft where reasonable doubt exists regarding its
airworthiness or where required document(s) have not been made available or
false information has been furnished. The DGCA may withhold the issue of C of A,
if the aircraft is known or suspected to have features, which may jeopardize safety
or airworthiness of the aircraft.
10. DGCA reserves the right to cancel Certificate of Airworthiness if it is observed that
the Certificate of Airworthiness has been obtained by false/fraudulent means.

11. Notwithstanding the above, the DGCA may require the owner/ operator to comply
with additional requirements prior to issue/ revalidation of the C of A of the aircraft
to ensure its continued airworthiness and safe operations.
(B. S. Bhullar)

APPENDIX 'A'
CA 25
GOVERNMENT OF INDIA
CIVIL AVIATION DEPARTMENT
1. Name and Address of owner
2. Nationality
3. Name and address of
applicant (if other than the
owner of aircraft)
4. Name and address of manufacturer
5. Date of manufacture
6. State of design
7. Registration Mark
8. Description of aircraft
(a) New or used (f) Number of engines fitted
(b) Type (g) Type of propeller (where applicable)

Sl No. Port -
(c) Series Sl No. Stbd-
(d) Manufacturer's serial number (h) Certified passenger seating capacity
(e) Type of engine (i) Avionics installed.

Sl No. Port -
Sl No. Stbd- (j) Minimum crew required
(As per AFM or manufacturers
9. Maximum take-off mass of aircraft (as
given in manufacturers document)
10. Total number of hours flown since manufacture:
(a) (b) Engine in hours/cycle
Aircraft…………….…hours…
…………. cycles (if Port……………..………(inboard)…………
applicable)
………(outboard)
11. Hours flown since last C of A renewal
(if applicable)
12. Last major inspection carried out:
13. Date of last major

inspection:

14. Is the aircraft: (Applicable for

aircraft manufactured in India)
a) a prototype,
b) Series aircraft,
15. (Applicable for foreign

manufactured aircraft)
(a) State of Origin of
Certificate of Airworthiness
presented
(b) Serial Number of the
Certificate of Airworthiness
presented
(c) Export C of A or equivalent document
(d) C of A category:
i) Passenger
ii) Mail/goods
iii) Aerial work
16. Name and address of Approved
Organisation/ Licensed Aircraft
Maintenance Personnel with whom
aircraft is available for inspection
17. Challan of fees paid (fee shall be paid
by web-based online transaction system of
DGCA (Bharatkosh).
18. DECLARATION
I hereby declare that the particulars entered on this application and the appendix is true
and correct to the best of my knowledge and belief, if any information / data is found
incorrect/ false at any stage, undersigned will be held responsible.
Date: Signature
Designation

Note: Duly filled application form, should be accompanied by the following:
1. Details of aircraft as per Appendix B should be forwarded to the Director General of Civil
Aviation.
2. Certificate of Erection signed by an Aircraft Maintenance Engineer/ authorized

personnel.
3. Certificate of Flight Test signed by licenced / authorised pilot.
4. Documents as required in CAR Section 2, Series ‘F’ Part III.

Appendix B
APPENDIX TO THE CA 25
DETAILS OF AIRCRAFT SYSTEMS, INSTRUMENTS

AND EQUIPMENT INSTALLED IN
THE AIRCRAFT
1. Pressurization system
2. Automatic flight control and guidance systems
3. Cockpit voice recorder as per requirements of

CAR (Sec-2) Series “I”Part-VI
- state duration of recording
4. Electric power generators:
4.1 Engine driven -
a) AC only- (including alternators with built-

in rectification) furnish frequency range
b) DC and AC
4.2 Helicopter transmission driven -
a) DC only (including alternators with built-

in rectification)
b) DC and AC
c) AC only, frequency range
5. Main batteries:
a) Nickel/ Cadmium
b) Lead/ Acid
c) Number fitted
6. Oxygen System:
a) Installed
b) Portable
7. Engine fire detection system
8. Portable fire extinguishers
9. Stall detection and warning system
10. Fuel quantity indicating system
11. Ice and rain protection systems

9. Type of FDR/ DFDR installed as per

requirements of CAR (Sec-2) Series I Part V
14. Emergency lighting system including

Emergency Escape path lighting
15. Status of installation of GPWS/EGPWS as per

requirements of CAR (Sec-2) Series I Part VII
16. Status of installation of ACAS as per

requirements of CAR (Sec-2) Series I Part VIII
17. Status of installation of ELT as per

requirements of CAR (Sec-8)
18. Status of installation of ATC Transponder as

per requirements of CAR (Sec-2) Series R Part IV
19. Details of equipment required for VFR flights

as per CAR (Sec-8) applicable to type of operation
to be undertaken.
20. Details of equipment required for over water
operations, if applicable as per CAR (Sec-8)
21. Details of equipment required for flight over

designated land area as per CAR (Sec-8)
22. Details of equipment required for high altitude

operations, if applicable as per CAR (Sec-8)
23. Details of equipment required for operations in
icing condition, if applicable as per CAR (Sec-8)
24. Anti-collision lighting
a) Rotating beacons
b) Strobe lights
25. Compasses:
a) Remote reading
b) Direct reading
26. Automatic navigation system

27. Rotor low rpm warning indication

system (helicopters only)
28. Additional Systems installed for Aerial

work operations
OTHER INFORMATION
29. Are there provisions for the installation of

safety harnesses at -
a) Flight crew seat positions?

b) Cabin crew seat positions?
c) Passenger seat positions?
30. Are there provisions for carrying external

loads?
31. Are there provisions for glider towing?
32. State total fuel capacity kg

33. Give details of equipment (other than that
listed in 1 to 18) which has been introduced by
modification action (state manufacturer and type)
34. Give details of changes, if any, introduced

in the Flight Manual, as a result of modification
action
Note: All items should be completed as appropriate; in cases where items are not
relevant, the words "Not applicable" should be entered.
Declaration:-
Date: Signature
Designation

APPENDIX 'C'
CLASSIFICATION OF AIRCRAFT
A. Every aircraft for which a Certificate of Airworthiness is granted shall be

classified on such certificate as belonging to one of the following categories
and one or more of the following subdivisions:
1. Normal Category:
Sub-division
(a) Passengers Aircraft
(b) Mail Aircraft
(c) Goods Aircraft
(d) Aerial Work Aircraft
(e) Private Aircraft
Note:-
(1) Aircraft certificated in one or more specific sub-division in Normal Category

shall only be used in that/those sub-divisions. If the aircraft is certified in more
than one sub division, the aircraft will be subjected to such maintenance
program which is more stringent.
(2) Aerial Work aircraft means an aircraft engaged in industrial or commercial

operations or any other remunerative purposes such as Aerial spraying,
construction, aerial photography, aerial surveying, including mineral survey,
calibration of Airfield navigation aids, observation & patrol, search & rescue,
aerial advertisement, cloud seeding, remote sensing including banner towing
etc. and shall have specific endorsement in this regard under sub-division
"Aerial work aircraft". The Operations Manual will detail the nature of
operations for which the aircraft is designed or equipped.
(3) Aircraft endorsed in Normal Category shall undertake only those maneuvers
specified in the AFM/POH.
(4) "Private aircraft" means all aircraft other than aerial work aircraft or public
transport aircraft, and the private aircraft shall not be used for hire or reward
or for any kind of remuneration whatsoever.
(5) The aircraft owned by State Government shall be certified in Normal category
sub-division passenger aircraft.
2. Special Category:
Sub-Division (a) Racing aircraft

Sub-Division (b) Research or Experimental aircraft

3. Aerobatic Category:
B. Aircraft certificated in Normal Category shall not be used either for the purpose
mentioned in Special Category or in Aerobatic Category. However, aircraft
certificated in Special Category may be used for the purpose mentioned in the
category, subject to such conditions as may be imposed by Director General of Civil
Aviation, but not for Aerobatic Category. Aircraft certificated in Aerobatic Category
shall not be used for the purposes mentioned against Special Category but may be
used in Normal Category for Private use or for carrying passengers/ Mails/Goods or
for imparting training, and shall be subject to operating limitations prescribed by the
manufacturers.
Broadly speaking the "limit load factors" for structures of aircraft classified in "Normal
Category" are between +2.5g & +3.8g and - 1g & - 1g.5g and for structures classified
in "Aerobatic Category" are between + 4.5g & + 6g and -1.76g & - 3 g

APPENDIX ‘D’
SPECIAL REQUIREMENTS
Section 1
INTRODUCTION:
Airworthiness Requirements on installation of instruments and equipments, age of

aircraft for export to India, documents to be furnished to DGCA, Design Standards,
and Type Certificate & Data Sheet can be accessed on DGCA web site
http://dgca.gov.in/, the details of which are in various series of Civil Aviation
Requirements Section 2 - Airworthiness.
Aircraft and other aeronautical products, to be eligible for export to India must meet
the requirements of FAR/EASA Part 2. In addition the following special requirements
will have to be met before the aircraft/ engine/ aircraft component will be eligible for
export to India. DGCA, India will accept for certification only those aircraft which
been manufactured under type certificate issued with FAR/ EASA 21. The
Airworthiness Authority in India is Director General of Civil Aviation (DGCA).
ELIGIBILITY
1. Class-I aeronautical products for export to India should be accompanied by

Export Certificate of Airworthiness issued under FAR/ EASA Part 21. The export
C of A should not be issued more than 60 days prior to the application for
validation.
2. Class-II and Class-III aeronautical products should be accompanied by

Airworthiness Approval Tag issued under FAR/ EASA Part 21.
3. Export Certificate of Airworthiness and the supporting data as required in this

special requirements is required to be submitted to the "Directorate General of
Civil Aviation, (Attn. Director of Airworthiness), Opp. Safdarjung Airport, New
Delhi - 110 003, INDIA.
PROCEDURE
1. The Export Certificate of Airworthiness shall be accompanied by the following

documents, furnished by the applicant:
1. Aircraft logbook
2. Engine logbook
3. Propeller logbook
which shall contain entries identifying those applicable Airworthiness Directives

(ADs) of the State of design which have been complied with. These documents shall
also contain those ADs containing repetitive compliance requirements, and when
compliance is next due to be satisfied. All applicable ADs must be complied with

prior to issuance of Export Certificate of Airworthiness.
If a product which does not meet the special requirements of India is intended to be
exported, Indian statement waiving a certain requirement applied and validating the
Export Certificate of Airworthiness is required. All exceptions covered by the
statement will be listed in the Export Certificate of Airworthiness.

DELIVERY OF AIRCRAFT (Class I aeronautical product)
I. Complete Aircraft with Indian Registration Markings. (Aircraft being

exported to India via flyaway)
1. The Director General of Civil Aviation, (Attn. Director of Airworthiness), New

Delhi should be informed by e-mail/ fax of the issuance of Standard Certificate of
Airworthiness issued by the country of Export, Export Certificate of Airworthiness
and deregistration of Aircraft from Aircraft Register of the country of export in respect
of any Aircraft which is to be exported to India via flyaway.
The advance notification should contain the Export Certificate of Airworthiness No.
and Serial Number of the deregistered Aircraft.
2. In addition to the special requirements (Section 2), an aircraft which is being

exported to India via flyaway should display Indian Nationality and Registration
Marks and carry the following documents on board the Aircraft on delivery flight:
a. Indian Short term Certificate of Registration
b. Indian Certificate of Airworthiness
c. Export Certificate of Airworthiness. This should include those Indian special

conditions desired by DGCA. These shall be listed in the exceptions column of the
Export Certificate of Airworthiness. Any special conditions not complied with, shall
also be listed.
d. Certificate of Deregistration or a written statement that the aircraft is not

registered in the country of export issued by the regulatory authority of the country
of export.
e. Letter of Authority to cover the use of installed radio apparatus for the duration
of delivery flight.
f. Approved Aircraft Flight Manual, Operation Manual, MEL and such other
documents as may be essential for the safe operation of the aircraft.
g. Ferry flight authorisation/ Journey logbook.
h. Signed copy of the / fax as referred in para 1.
3. It shall be the responsibility of the Indian importer to ensure that the

Nationality and registration markings are properly displayed upon the aircraft
prior to departure from exporter‘s base and to ensure that the necessary
flight documentation are carried on board the delivery flight.
II. The aircraft which is being exported to India other than via flyaway, the
following documents shall accompany the Aircraft and be delivered to

DGCA:
a. Standard Certificate of Airworthiness issued by the country of Export,
b. Export Certificate of Airworthiness
c. Certificate of Deregistration or a written statement that the Aircraft is not
registered in the country of export.

Section 2 - Special Requirements
1. Indian registered Aircraft are required to be type certificated/ validated / accepted

by DGCA in accordance with CAR Section 6 Series A Pt II.
2. Aircraft model brought to India for the first time will warrant submission of Type
Certificate and Type Certificate Data Sheet/ Supplemental Type Certificate Data
sheet. Any deviation from the original design will warrant submission of Type
Certificate and Type Certificate Data sheet pertaining to the new design.
3. When the complexity of design or special design feature warrant, a representative

of the manufacturer may be requested to visit India and acquaint DGCA personnel
with the system and design of the airplane. Alternately, representatives of DGCA
may visit the manufacturing site to discuss specific design/ manufacturing issues
with the representatives of the manufacturer/ regulatory authority.
4. Special conditions may be imposed on Type Certificate and Type Certificate Data
Sheet as desired by DGCA in specific cases for safe operation of the aircraft. Any
specific conditions so desired will be communicated to the manufacturer/ regulatory
authority by DGCA.
5. For any Type Certificated Aircraft the same 'Noise Standards' applicable to the
issuance of Certificate of Airworthiness of the country of export will generally be
applied in India for issuance of Indian Certificate of Airworthiness provided that the
requirements under which such certification was granted are at least equal to the
applicable Standards specified in ICAO Annex 16 Vol.I.
6. The following documents/ data to be delivered to DGCA, New Delhi, India.
A. New Aircraft
If the Aircraft is the first one of a model/ series exported to India, representative of
DGCA may visit the manufacturer‘s site for ensuring compliance of Indian
Airworthiness requirements before issuing Indian Certificate of Airworthiness.
a. Statement of Build/ Modification standard: This statement will include the

Airworthiness Directives and the Service Bulletins incorporated on the Aircraft until
the time of its delivery to India. Where optional means of compliance has been
chosen, it should also be reflected.
b. Copy of the report for noise certification: DGCA shall recognize the noise
certification granted by another contracting State provided that the requirements
under which such certification was granted are at least equal to the applicable
Standards specified in ICAO Annex 16 Vol-I.
c. In case of aircraft which has been certified for Extended Diversion Time
Operations or ETOPS operation, the certification basis must be provided.

d. Weight schedule and weighing report
e. Manuals
One set (free of cost) each of the following updated technical literature, to DGCA
Hdqrs and Regional/Sub-Regional Office of DGCA for retention:
(i) Maintenance Planning Document/Manufacturers recommended

inspection document.
(ii) MMEL.
(iii) Airplane Flight Manual / Pilots' Operating Handbook
(iv) Crew Operations Manuals, (where applicable).
In addition, one set of the following documents shall be submitted to Regional/ Sub
Regional Office of DGCA where the aircraft is based with up-to-date amendments;
(i) Aircraft Maintenance Manual

(ii) Engine Maintenance Manual
(iii) Overhaul Manual
(iv) Structural Repair Manual
(v) Service Bulletins
(vi) SSID, CPCP document (where applicable)
Note: 1. CD issued by the manufacturers in lieu of hard copy is acceptable.
2. The operator shall ensure that any amendments to the above documents are
forwarded to DGCA Hdqrs and/ or to the respective Regional/Sub Regional office
promptly.
3. In case an aircraft is based (main base where major maintenance is carried out)
at more than one station in India, then additional copies of the above mentioned
technical literature may be asked for, by the concerned Regional/Sub-Regional
Airworthiness Office.
f. Record of compass system and magnetic compass swings.
B. Used Aircraft
For each used aircraft the DGCA after inspection of the aircraft, its related
documents will establish the phase in the DGCA approved maintenance programme
from which the aircraft will be required to be maintained. DGCA will have full
authority to require any additional inspections to be performed on the aircraft/
engine/ accessories. For this purpose the following documents will be made
available to the representatives of DGCA:
1. The maintenance program to which the aircraft has been previously

maintained including
i) Previous check cycle

ii) Future Check cycle

iii) Compliance with Indian Mandatory modifications
2. Component Overhaul life summary including details of service life remaining and
modification status.
3. Compliance with structural inspection program including the details of any

structural sampling program in which the aircraft has been included, together with
details of their position in this program.
4. All reports relating to any accidents / incidents in which the aircraft might have
been involved with a copy of the report from the regulatory authority on the
accident/incident.
5. Record of any major repair/overhaul replacement carried out as a result of any

accident/incident.
C. Aircraft Parts (Class II and III aeronautical products)
The following documents are required to accompany Class-II and III aeronautical
products:
1. Airworthiness Approval Tag

2. Compliance with FAR/ EASA CS - 21
D. Engine/ Propellers
The following documents are required to accompany the export of engine/ propellers:
1. Export Certificate of Airworthiness

2. Compliance with FAR/ EASA CS 21
3. Statement of Service Bulletins and AD's complied with.
E. Reconditioned/ Used/ Surplus Parts
These must be accompanied by a certification statement signed by an FAA/ EASA

certified repair station holding a currently valid approval certificate, or by a certified
aircraft and power plant mechanic, as provided for under FAA/ EASA. The return to
service maintenance records required by FAA/ EASA shall accompany the parts.
Section 3 - Additional Special Requirements
1. Maximum permissible age of aircraft for import into India - Detailed

requirements are laid down in CAR Sec-2 Series F Part XX.
2. Requirements for Operation related Instruments & equipment: In addition to

the minimum equipment necessary for the issuance of certificate of

airworthiness, the instruments and equipment shall be installed on the
aircraft as per the nature of operations.
Sl. No. Nature of operations Reference for Instrument /

Equipment Details
Operation of Commercial Air Transport -
1. CAR Sec-8 Series O Part II.
Aeroplanes
2. Operation of General Aviation - CAR Sec-8, Series O Part III
Aeroplanes
Operation of Commercial Air Transport - CAR Sec-8, Series O Part IV
3.
Helicopters
4. Operation of General Aviation - CAR Sec-8, Series O Part V
Helicopters
5. Flying Training/Aerial work operations CAR Sec-2, Series I Part II

APPENDIX 'E'
FEES FOR
ISSUE / VALIDATION OF CERTIFICATE OF AIRWORTHINESS
OR ISSUE / EXTENSION OF AIRWORTHINESS REVIEW
CERTIFICATE UNDER RULE 50
(In accordance with Para C of Rule 62)
(i) Issue of Certificate of Airworthiness for an aircraft having maximum

permissible take-off weight —
(a) of 1,000 kilograms or less Rs.20,000/-
(a) Exceeding 1,000 kilograms, Rs.1,000/-

for every1,000 kilograms or
part thereof
( ii ) Validation or renewal of Fifty percent of the fees payable
Certificate of Airworthiness under sub-item (i)
(iii) Issue or extension of Air Fifty percent of the fees payable
worthiness review certificate under sub-item (i)
Note:-- Fee Shall be paid irrespective of who ( DGCA or Approved CAMO )

issue and extends the ARC.
( iv) Issue of duplicate Certificate Ten percent of the fees payable
of Airworthiness or Air under sub-item (i)
worthiness review certificate
(v) Issue of export certificate of Fifty percent of the fees payable
airworthiness under sub-item (i)
(vi) Any amendment to the Fifty percent of the fees payable
Certificate of Airworthiness under sub-item (i)
(vii) Issue of Short term Twenty five percent of the fees
Airworthiness payable under sub-item (i)
Review Certificate
(viii) Additional fee for inspection of Rs. 2,50,000 or actual cost of travel
Aircraft required to be carried whichever is higher.
out at any place outside India

CAR 21
CERTIFICATION PROCEDURES FOR AIRCRAFT
AND
RELATED PRODUCTS AND PARTS
ISSUE II (Revision 7)
04th August 2023
Directorate General of Civil Aviation

TECHNICAL CENTRE, OPP. SAFDARJUNG AIRPORT, NEW DELHI
INTRODUCTION
Rule 50 of the Aircraft Rules, 1937 stipulates that there shall be a certificate of
airworthiness for operation of aircraft in India. The prerequisite to this rule is to have a
type certificate issued by DGCA in accordance with Rules 49, and 49A. With the
objective of compliance with these rules, CAR 21 was drawn up based on the regulations
of JAR 21, Amendment 4.
After this, EASA, Part 21 superseded JAR 21 and as a result, revision to CAR 21
was made taking into consideration of EASA, Part 21 basis.
CAR21 prescribes procedural requirements for issue of type certificates and

changes to these certificates, issue of certificate of airworthiness, issue of noise certificate
and issue of export airworthiness certificate. It covers matters related to design,
manufacture and all other issues related to airworthiness including continued
airworthiness, repairs, etc. CAR 21 also contains requirements for approval of design and
production organisations as per the provisions of Rule 133B. The requirements for
authorisation of aircraft components and items of equipment under the provisions of Rule
49H are also covered in this CAR.
This CAR is issued under the provisions of Rule 133A of the Aircraft Rules,
1937.
Issue II, Rev.5, 13th September, 2018

i
RECORD OF REVISION
This CAR 21 is revised and re-issued on the 1st June 2008 and becomes effective
forthwith. This record of revision is intended to be a summarized record of the major
changes introduced when this CAR 21 was earlier amended.
Issue I : (Revision 0) 1st July2004
This CAR 21 has been issued containing regulations for certification of aircraft and
related products and parts based on the regulations of JAR 21 Amendment 4.
Issue I : (Revision 1) 22nd February 2006
Subpart I (Noise Certificates) containing requirements on issue of Noise Certificates
based on JAR 21 regulations has been included
Issue I : (Revision 2) 9th June 2006
The acceptable type certification basis and environmental protection requirements
have been included and airworthiness codes were established.
Issue II : (Revision 0) 1st June 2008
To harmonize the national requirements with the international requirements, the
existing regulations wherever appropriate, have been revised based on regulations of
EASA Part 21 of EU Regulations.
Issue II : (Revision 1) 25th February 2010
The name of R&D Directorate has been changed to Aircraft Engineering Directorate.
Consequent to this effect, necessary changes have been made in the regulation, AMC
& GM and forms.
Issue II : (Revision 2) 28th September 2011
Consequent to changes/amendments that have taken place in EASA’s Part 21 after
enforcement of CAR 21, Issue – II, Rev 0, revision on CAR 21 is carried out taking
into account of those amendments, where considered necessary. In addition, changes
brought about in ICAO, Annex-8, Amendment 102 (excluding technical procedures)
and requirements for SMS (for Design Organizations) are consolidated into this
revision.
Issue II : (Revision 3) 24th April 2015
Consequent to changes/amendments that have taken place in EASA’s Part 21 after
28.09.2011, the date of issue of CAR 21, Issue – II, Rev 2, revision on CAR 21 is
carried out taking into account of those amendments, where considered necessary.
Issue II: (Revision 4) 22nd March 2017
Consequent to amendment 105-A in ICAO, Annex-8, revision in CAR 21 is carried
out, where considered necessary. Editorial changes are also consolidated into this
revision
Issue II, Rev.4, 22nd March 2017

ii
Issue II: (Revision 5) 13th September, 2018
“Permit to Fly” is replaced with “Special Flight Permit” and “Restricted Certificate of
Airworthiness” is replaced with “Special Certificate of Airworthiness”. These changes
are effected to keep it in line with the Aircraft Rules 1937 amended vide GSR No.
721(E) dated 23-06-2017. However, the procedural requirements contained in
this/these subpart(s) remain unaffected. In addition to this, organisation approval
validity and associated fees have been amended in view of the amended Aircraft Rules
1937 vide GSR No. 832(E) dated 30-06-2017 and GSR No. 66(E) dated 18.01.2017.
Provision of suspension of type certificate is also included as per Amendment 106 to
ICAO Annex 8. This revision also incorporates editorial changes where considered
necessary.
Issue II: (Revision 6) 23rd November 2020

This revision includes the approach with regard to acceptance of certification
documents/reports approved by military certification authority, requirements of
Amendment 106 to ICAO Annex 8 and the activity related to prototype
manufacturing/manufacturing of aircraft, engine and propeller and their related parts and
appliances till the time Type certificate is not issued.
In addition, provision of Safety Management System has been done away with from
Design organizations approved under Subpart JB
Issue II: (Revision 7) 04th August 2023

This revision provides amendment to subpart B, G and O to have more clarity with respect
to the activity related to prototype manufacturing/manufacturing of aircraft, engine &
propeller and their related parts & appliances till the time Type certificate is not issued.
Issue II, Rev.7, 04th August 2023

iii
CONTENTS (GENERAL LAYOUT)
CAR – 21
CERTIFICATION PROCEDURES FOR AIRCRAFT AND RELATED
PRODUCTS AND PARTS
REQUIREMENTS FOR APPLICANTS AND ACQUIRED RIGHTS AND

OBLIGATIONS
SUBPART A — GENERAL PROVISIONS

SUBPART B — TYPE-CERTIFICATES AND RESTRICTED TYPE-
CERTIFICATES
SUBPART C — NOT APPLICABLE
SUBPART D — CHANGES TO TYPE-CERTIFICATES AND RESTRICTED TYPE-
CERTIFICATES
SUBPART E — SUPPLEMENTAL TYPE-CERTIFICATES
SUBPART F — PRODUCTION WITHOUT PRODUCTION ORGANISATION
APPROVAL
SUBPART G — PRODUCTION ORGANISATION APPROVAL FOR
PRODUCTS, PARTS AND APPLIANCES
SUBPART H — AIRWORTHINESS CERTIFICATES, SPECIAL CERTIFICATE OF
AIRWORTHINESS AND EXPORT CERTIFICATE OF
AIRWORTHINESS
SUBPART I — NOISE CERTIFICATES
SUBPART JA — DESIGN ORGANISATION APPROVAL - PRODUCTS OR
CHANGES TOPRODUCTS
SUBPART JB — DESIGN ORGANISATION APPROVAL – PARTS &
APPLIANCES
SUBPART K — PARTS AND APPLIANCES
SUBPART L — NOT APPLICABLE
SUBPART M — REPAIRS
SUBPART N — NOT APPLICABLE
SUBPART O — INDIAN TECHNICAL STANDARD ORDER AUTHORISATION
SUBPART P — SPECIAL FLIGHT PERMIT
SUBPART Q — IDENTIFICATION OF PRODUCTS, PARTS AND APPLIANCES

iv
AMC AND ACCEPTABLE MEANS OF COMPLIANCE AND GUIDANCE
GM MATERIAL FOR THE AIRWORTHINESS AND
ENVIRONMENTAL CERTIFICATION OF AIRCRAFT AND
RELATED PRODUCTS, PARTS AND APPLIANCES, AS WELL
AS FOR THE CERTIFICATION OF DESIGN AND
PRODUCTIONS
APPENDICES DGCA FORMS

v
CONTENTS (DETAILED LAYOUT)
CAR- 21
CERTIFICATION OF AIRCRAFT AND RELATED PRODUCTS, PARTS AND
APPLIANCES, AND OF DESIGN AND PRODUCTION ORGANISATIONS
Paragraph Page
REQUIREMENTS FOR APPLICANTS AND ACQUIRED RIGHTS AND

OBLIGATIONS
INTRODUCTION ........................................................................................................... i
RECORD OF REVISION ............................................................................................. ii
CONTENTS (GENERAL LAYOUT) ......................................................................... iv
CONTENTS (DETAILED LAYOUT) ........................................................................ vi
LIST OF ACRONYMS .............................................................................................. xxi
SUBPART A — GENERAL PROVISIONS ............................................................... 1
21.1 Scope and Definitions 1
21.2 Undertaking by another person than the applicant for, or holder of, a certificate 2
21.3A Failures, malfunctions and defects 3
21.3B Airworthiness directives 4
21.4 Coordination between design and production 4
SUBPART B — TYPE-CERTIFICATES AND RESTRICTED TYPE-
CERTIFICATES ............................................................................................................ 5
21.11 Scope 5
21.13 Eligibility 5
21.14 Demonstration of capability 5
21.15 Application 5
21.16A Airworthiness codes 6
21.16B Special conditions 6
21.17 Type-certification basis 6
21.18 Designation of applicable environmental protection requirements and
airworthiness codes 7
21.19 Changes requiring a new type-certificate 7
21.20 Compliance with the type-certification basis and environmental protection
requirements 8
21.21 Issue of a type-certificate 8
21.23 Issue of a restricted type-certificate 8
21.31 Type design 9

vi
21.33 Investigation and tests 9
21.35 Flight Tests 10
21.41 Type-certificate 11
21.44 Obligations of the holder 11
21.47 Transferability 11
21.51 Duration and continued validity 11
21.55 Record keeping 11
21.57 Manuals 12
21.61 Instructions for continued airworthiness 12
SUBPART C — NOT APPLICABLE ........................................................................ 13
SUBPART D — CHANGES TO TYPE-CERTIFICATES AND RESTRICTED
TYPE-CERTIFICATES .............................................................................................. 14
21.90 Scope 14
21.91 Classification of changes in type design 14
21.92 Eligibility 14
21.93 Application 14
21.95 Minor changes 15
21.97 Major changes 15
21.101 Designation of applicable airworthiness codes and environmental protection
requirements 15
21.103 Issue of approval 19
21.109 Obligations 20
SUBPART E — SUPPLEMENTAL TYPE-CERTIFICATES ............................... 20
21.111 Scope 20
21.112A Eligibility 20
21.112B Demonstration of capability 20
21.113 Application for a supplemental type-certificate 20
21.114 Showing of compliance 20
21.115 Issue of a supplemental type-certificate 20
21.117 Changes to that part of a product covered by a supplemental type-certificate 21
21.118A Obligations 21
21.118B Duration and continued validity 21
21.119 Manuals 21

vii
SUBPART F — PRODUCTION WITHOUT PRODUCTION ORGANISATION
APPROVAL ................................................................................................................. 22
21.121 Scope 22
21.125A Issue of a letter of agreement 22
21.125B Findings 22
21.125C Duration and continued validity 24
21.126A Production inspection system 24
21.126B Quality assurance system and Independent monitoring function. 25
21.126C Safety Management System (SMS) 25
21.126D Investigation 25
21.127 Tests: aircraft 25
21.128 Tests: engines and propellers 25
21.129 Obligations of the manufacturer 26
21.130 Statement of conformity 26
SUBPART G — PRODUCTION ORGANISATION APPROVAL FOR
PRODUCTS, PARTS AND APPLIANCES .............................................................. 28
21.131 Scope 28
21.135 Issue of production organization approval 28
21.139 Quality System 28
21.140 Safety Management System (SMS) 29
21.143 Exposition 29
21.145 Approval requirements 29
21.147 Changes to the approved production organization 31
21.148 Changes of location 31
21.151 Terms of approval 32
21.153 Changes to the terms of approval 32
21.157 Investigations 32
21.158 Findings 32
21.163 Privileges 33
21.165 Obligations of the holder 34

viii
SUBPART H — AIRWORTHINESS CERTIFICATES, SPECIAL
CERTIFICATE OF AIRWORTHINESS AND EXPORT CERTIFICATE OF
AIRWORTHINESS ..................................................................................................... 36
21.171 Scope 36
21.173 Classification 36
21.175 Language 37
21.177 Amendment or modification 37
21.180 Inspections 37
21.182 Aircraft identification 37
21.183 Issue of certificates of airworthiness for new aircraft 38
21.184 Issue of special certificates of airworthiness for new aircraft 38
21.185 Application for an Export Certificate of Airworthiness 38
21.186 Issue of Export Certificate of Airworthiness (for new aircraft) 39
21.187 Use of Authorised Release Document for Export 39
SUBPART I — NOISE CERTIFICATES ................................................................. 40
21.201 Scope 40
21.202 Requirements 40
21.205 Issue of noise certificates 40
21.207 Amendment or modification 40
21.212 Investigations 41
21.213 Suspension and revocation of a noise certificate 41
SUBPART JA — DESIGN ORGANISATION APPROVAL - PRODUCTS OR
CHANGES TOPRODUCTS ....................................................................................... 42
21. A231 Scope 42
21. A233 Eligibility 42
21. A234 Application 42
21. A235 Issue of design organization approval 42

ix
21. A239 Design assurance system 42
21. A243 Data 46
21. A245 Approval requirements 46
21. A247 Changes in design assurance system 47
21. A249 Transferability 47
21. A251 Terms of approval 47
21. A253 Changes to the terms of approval 47
21. A257 Investigations 47
21. A258 Findings 48
21. A259 Duration and continued validity 48
21. A263 Privileges 49
21. A265 Obligations of the holder 50
SUBPART JB — DESIGN ORGANISATION APPROVAL – PARTS &
APPLIANCES .............................................................................................................. 51
21. B231 Applicability 51
21. B233 Eligibility 51
21. B234 Application 51
21. B235 Requirements for issue 51
21. B239 Design Assurance System 51
21. B243 Data Requirements 52
21. B245 Requirements for Approval 52
21. B247 Changes in Design Assurance System 52
21. B249 Transferability 53
21. B251 Terms of Approval 53
21. B253 Change to the Terms of Approval 53
21. B257 Investigations 53
21. B258 Findings 53
21. B259 Duration 54
21. B265 Responsibility of Holder of Design Organization Approval 54
SUBPART K — PARTS AND APPLIANCES.......................................................... 50
21.301 Scope 50
21.303 Compliance with applicable requirements 50
21.305 Approval of parts and appliances 50
21.307 Release of parts and appliances for installation 50
SUBPART L — NOT APPLICABLE ........................................................................ 52
SUBPART M — REPAIRS ......................................................................................... 53
21.431 Scope 53
x
21.433 Repair design 53
21.435 Classification of repairs 54
21.437 Issue of a repair design approval 54
21.439 Production of repair parts 54
21.441 Repair embodiment 55
21.443 Limitations 55
21.445 Un-repaired damage 55
21.451 Obligation 56
SUBPART N — NOT APPLICABLE ........................................................................ 58
SUBPART O — INDIAN TECHNICAL STANDARD ORDER AUTHORISATION
........................................................................................................................................ 59
21.601 Scope 59
21.604 ITSO Authorization for an Auxiliary Power Unit (APU) 60
21.605 Data requirements 60
21.606 Issue of ITSO authorization 60
21.607 ITSO authorization privileges 61
21.608 Declaration of Design and Performance (DDP) 61
21.609 Obligations of holders of ITSO authorizations 61
21.610 Approval for deviation 62
21.611 Design changes 62
21.615 Inspection by DGCA 62
SUBPART P — SPECIAL FLIGHT PERMIT ......................................................... 64
21.701 Scope 64
21.707Application for Special Flight Permit 64
21.708 Flight conditions 65
21.709 Application for approval of flight conditions 65
xi
21.710 Approval of flight conditions 66
21.711 Issue of a Special Flight Permit 66
21.713 Changes 66
21.715 Language 66
21.725 Renewal of Special Flight Permit 67
21.727 Obligations of the holder of a Special Flight Permit 67
21.729 Recordkeeping 67
SUBPART Q — IDENTIFICATION OF PRODUCTS, PARTS AND
APPLIANCES .............................................................................................................. 68
21.801 Identification of products 68
21.803 Handling of identification data 68
21.804 Identification of parts and appliances 69
21.805 Identification of critical parts 69
21.807 Identification of ITSO articles 69
AMC and GM to CAR 21 ............................................................................................... i
TERMINOLOGY .......................................................................................................... 1
Subpart A – General ...................................................................................................... 2
GM 21.3A(a)The system for collection, investigation and analysis of data 2
AMC No. 1 to 21.3A(a)Collection, investigation and analysis of data related to
Flammability Reduction Means (FRM) reliability 2
AMC No. 2 to 21.3A(a) Collection, investigation and analysis of data related to ETOPS
significant occurrences 2
GM 21.3A(b)Occurrence reporting 3
Annex 1 to GM 21.3A(b) ............................................................................................... 17
AMC 21.3A(b)(2)Reporting to DGCA 20
GM 21.3B(d)(4)Defect correction – Sufficiency of proposed corrective action 20
AMC 21.3B (b) Unsafe condition 32
GM 21.3B (b) Determination of an unsafe condition 33
AMC 21.4Transferring of information on eligibility and approval status from the design
holder to production organisations 38
Subpart B – Type-certificates and Restricted Type-Certificates............................. 40
GM 21.14(b) Eligibility for alternative procedures 40
AMC 21.14(b) Alternative Procedures 40
GM 21.16BSpecial Conditions 44
AMC 21.20(b) Certification programme 44
xii
Appendix to AMC 21.20(b) - Means of compliance codes ........................................... 45
GM 21.20(b) Update to the Certification Programme 46
GM 21.20(d) Final statement 46
GM 21.33 Investigation and Tests 47
GM 21.35(b) (2) Objective and Content of Function and Reliability Testing 47
GM 21.35(f) (1)Flying Time for Function and Reliability Testing 48
GM 21.35(f) (2)Flying Time for Function and Reliability Testing 48
Subpart C – Not applicable ......................................................................................... 49
Subpart D – Changes to type-certificates and restricted type-certificates ............. 50
GM 21.91Classification of changes to a type design 50
Appendix A to GM 21.91: Examples of Major Changes per discipline ........................ 52
Classification process 59
GM 21.93(b) Major Changes: Application 60
AMC 21.97 Compliance demonstration process for major changes 60
GM 21.101 Establishment of the Type-Certification Basis of changed aeronautical
products 60
Appendix A to GM 21.101 Classification of Changes .................................................. 81
Appendix B to GM 21.101 Procedure for evaluating impracticality of applying latest
airworthiness codes to a changed product .................................................................... 107
Appendix C to GM 21.101 The use of service experience in the certification process116
Appendix D to GM 21.101 Tables and figures to assist CPR understanding .............. 120
Appendix E to GM 21.101 Related CAR 21 Requirements ........................................ 124
Subpart E – Supplemental Type-Certificates .......................................................... 125
GM 21.112BDemonstration of capability for supplemental type-certificate cases 125
AMC 21.114 Compliance demonstration process for Supplemental Type-Certificate 129
Subpart F – Production without production organisation approval .................... 130
GM No. 1 to 21.121Applicability - Individual product, part or appliance 130
GM No. 2 to 21.121Applicability – Applicable design data 130
AMC No. 1 to 21.122Eligibility – Link between design and production 130
AMC No. 2 to 21.122Eligibility – Link between design and production 132
GM 21.124(a) Application – Application form 135
GM 21.124(b) (1) (i) Applicability - Inappropriate approval under Subpart G 136
GM 21.124(b) (1) (ii) Certification or approval needed in advance of the issue of a POA
136
GM 21.124(b) (2) Application - Minimum information to include with the application
137
GM No. 1 to 21.125A Letter of agreement - Meaning of individual 137
GM No. 1 to 21.125A (b)Letter of agreement - Contents of the Manual 137
xiii
GM No. 2 to 21.125 A (b) Letter of agreement - Production Inspection System:
Functional Tests 138
GM 21.125 A (c)Letter of agreement - Assistance 139
GM 21.125 A (d) Letter of Agreement - Authorised Signatory 139
GM No. 1 to 21.125B (a) Uncontrolled non-compliance with applicable design data 139
GM No. 2 to 21.125B (a) Examples for level one findings 140
GM 21.126AProduction Inspection System 140
GM 21.126A(a) (1)Production Inspection System – Conformity of supplied parts,
appliances and materials. 140
GM 21.126A(a) (2)Production Inspection System - Identification of incoming materials
and parts 141
GM No. 1 to 21.126A(a) (3)Production Inspection System - List of specifications 141
GM No. 2 to 21.126A(a) (3)Production Inspection System - Means of checking of the
production processes 142
GM 21.126A(a)(4)Production Inspection System – Applicable design/production data
procedures 142
GM 21.126A(b)(1)Production Inspection System - Inspection of parts in process 143
GM 21.126A(b)(2)Production Inspection System – Suitable storage and protection 143
GM 21.126A(b)(3)Production Inspection System – Use of derived data instead of
original design data 143
GM 21.126A(b)(4)Production Inspection System – Segregation of rejected material 144
GM 21.126A(b)(5)Production Inspection System – Engineering and manufacturing
review procedure 144
GM 21.126A(b)(6)Production Inspection System – Recording and record keeping 144
GM No. 1 to 21. 126BIndependent Monitoring Function 145
GM No. 2 to 21.126BAdequacy of procedures and monitoring function 145
GM 21.126D Investigation- Arrangements 146
GM 21.127Approved production ground and flight tests 146
GM No. 1 to 21.128Acceptable functional test - Engines 146
GM No. 2 to 21.128Acceptable functional test –Variable pitch propellers 146
GM No. 3 to 21.128Acceptable functional test - Engines and Propellers 147
GM 21.129(a) Availability for inspection by DGCA 147
AMC No. 1 to 21.129(c) Obligations of the manufacturer – Conformity of prototype
models and test specimens 147
AMC No. 2 to 21.129(c) Obligations of the manufacturer – Conformity with Applicable
Design Data 147
AMC No. 3 to 21.129(c) Obligations of the manufacturer – Condition for safe operation
148
AMC No. 1 to 21.130(b) Statement of Conformity for Complete Aircraft 149

xiv
AMC No. 2 to 21.130(b)Statement of Conformity for Products (other than complete
aircraft), parts and/or appliances – The Authorised Release Certificate (Form CA 1) 153
GM 21A.130 (b) (4) Definitions of engine type certification date and production date
155
AMC 21.130 (b) (4) Applicable emissions requirements 155
AMC 21.130(c)Validation of the Statement of Conformity 158
AMC 21.130(c)(1)Initial transfer of ownership 159
Subpart G – Production organisation approval for products, parts and appliances
...................................................................................................................................... 160
GM 21.131Scope – Applicable design data 160
GM 21.133(a)Eligibility – Approval appropriate for showing conformity 160
AMC No. 1 to 21.133(b) and (c)Eligibility – Link between design and production
organizations 161
organisations 162
GM 21.133 (d) Eligibility 165
AMC 21.133 (d) Eligibility 165
GM 21.134Application – Application form and manner 166
GM No. 1 to 21.139(a)Quality System 166
GM No. 2 to 21.139(a)Quality System – Conformity of supplied parts or appliances 166
GM 21.139(b)(1)Quality System – Elements of the quality system 168
AMC No. 1 to 21.139(b)(1)(ii) Vendor and sub-contractor assessment, audit and control
– Production Organisation Approval (POA) holder using documented arrangements with
other parties for assessment and surveillance of a supplier. 168
AMC No. 2 to 21.139(b)(1)(ii) Vendor and sub-contractor assessment, audit and control
- Production Organisation Approval (POA) holder using other party supplier certification
170
GM No. 1 to 21.139(b)(2)Quality System – Independent quality assurance function 173
GM No. 2 to 21.139(b)(2)Quality System – Adequacy of procedures and monitoring
function 173
GM 21.143Exposition – Production organisation exposition 173
GM 21.145(a)Approval Requirements 174
GM 21.145(b)(2)Approval Requirements – Airworthiness, noise, fuel venting and
exhaust emissions /production data procedures 174
GM 21.145(c)(1) Approval Requirements – Accountable manager 174
GM 21.145(c)(2) Approval Requirements – Responsible managers 175
AMC 21.145(d)(1)Approval Requirements – Certifying staff 175
AMC 21.145(d)(2)Approval Requirements – Record of certifying staff 176
AMC 21.145(d)(3)Approval requirements – Evidence of authorization 177

xv
GM 21.147(a)Changes to the approved production organisation – Significant changes
177
AMC 21.148Changes of location – Management during change of location 178
GM 21.149Transferability 179
GM 21.151Terms of approval – Scope and categories 179
AMC 21.153Changes to the terms of approval – Application for a change to the terms of
approval 181
GM 21.157Investigations – Arrangements 181
GM No. 1 to 21.158(a) Uncontrolled non-compliance with applicable design data 182
GM No. 2 to 21.158(a) Examples of level one findings 182
GM 21.159(a)(3)Evidence of a lack of satisfactory control 182
AMC No. 1 to 21.163(c)Computer generated signature and electronic exchange of the
Form CA 1 182
AMC No 2 to 21A.163(c) – Completion of the FORM CA I 185
AMC 21.163(d)Privileges – Maintenance 186
AMC 21.163(e) Procedure to carry out a Special Flight Permit including evaluation of
the flight conditions 187
GM 21.165(a)Obligations of the holder – Basic working document 188
GM No. 1 to 21.165(c)Obligations of the holder – Conformity of prototype models and
test specimens 188
GM No. 2 to 21.165(c)Obligations of holder – Conformity with type design 189
GM No. 3 to 21.165(c)Obligations of the holder – Condition for safe operation 189
GM No. 4 to 21.165(c)Airworthiness Release or Conformity Certificate 190
AMC 21A.165(c)(3) Applicable emissions requirements 191
GM 21.165(d) and (h) Obligations of the holder – Recording and archiving system 194
Subpart H – Airworthiness certificates, Special Certificates of Airworthiness and
Export Certificates of Airworthiness ..................................................................... 196
GM 21.187Use of Authorised Release Documents for Export – Additional Requirements
for Import 196
Subpart I – Noise certificates .................................................................................... 197
Subpart JA – Design Organisation Approval Products or changes to products . 198
GM 21.A231Scope 198
GM No. 1 to 21.A239 (a)Design assurance system 198
GM No. 2 to 21.A239 (a) Design assurance system for minor changes to type design or
minor repairs to products 203
GM 21.A239 (a) (3) Design assurance system 203
AMC 21.A239 (a) (3) Design assurance system - Independent system monitoring 203
AMC 21.A239 (b) Design assurance system - Independent checking function of the
demonstration of compliance 203
xvi
GM 21.A239(c) Design assurance system 204
AMC No. 1 to 21.A243 (a) Data requirements 204
AMC No. 2 to 21.A243(a)Data requirements - Model content of handbook for
organisations designing minor changes to type design or minor repairs to products 206
GM No. 1 to 21.A243 (d)Statement of qualifications and experience 207
GM No. 2 to 21.A243 (d)Data requirements - Statement of the qualification and
experience- Organisations designing minor changes to type design or minor repairs to
products 209
GM No. 1 to 21.A245 Requirements for approval 209
GM No. 2 to 21.A245 Requirements for approval - Organisations designing minor
changes to type design or minor repairs to products 211
GM 21.A247 Significant changes in the design assurance system 211
GM 21.A249 Transferability 212
GM No. 1 to 21.A251 Terms of approval 212
GM No. 2 to 21.A251 Terms of approval - Organisations designing minor changes to
type design or minor repairs to products 213
GM 21.A257 (a) Investigations 214
GM 21.A258 (a)(1) Examples of level one finding 214
GM 21.A263 (b) DOA privilege related to compliance documents 214
AMC 21.A263 (b)(1) Compliance documents with conditions related to engine or
propeller without a type-certificate or with unapproved changes and fitted on aircraft for
which a Special Flight Permit is requested 214
AMC No. 1 to 21.A263(c)(1) Procedure for the classification of changes to type design
and repairs as minor and major 215
AMC No. 2 to 21.A263(c)(1) Privileges - Organisations designing minor changes to type
design or minor repairs to products : classification procedure 216
AMC No. 1 to 21.A263(c)(2) Procedure for the approval of minor changes to type design
or minor repairs 217
AMC No. 2 to 21.A263(c)(2) Privileges - Organisations designing minor changes to type
design or minor repairs to products : procedure for the approval of minor changes to type
design or minor repairs 219
GM 21.A263(c)(3) Issue of information or instructions 220
GM 21.A263(c)(4) Procedure for the approval of minor revisions to the Aircraft Flight
Manual 221
AMC 21.A263(c)(6) Procedure for proposing for the approval conditions for issue of a
Special Flight Permit 224
FLIGHT CONDITIONS FOR A SPECIAL FLIGHT PERMIT – PROPOSAL FORM
...................................................................................................................................... 226
AMC 21.A 265(a) Administration of the Handbook 227
GM 21.A265 (b) Use of the Handbook 227
Subpart JB– Design Organisation Approval(Parts & Appliances) ....................... 228
xvii
GM 21.B231Applicability 228
GM 21.B233Eligibility 228
GM 21.B239 (a) Design assurance System 229
GM 21.B239 (a) Design assurance system 231
GM 21.B239 (c) Design Assurance System 231
AMC 21.B243 (a) Data requirements 232
GM 21.B243 (d) Statement of qualifications and experience 233
GM 21.B245 Requirements for Approval 235
GM 21.B247 Significant changes in the design assurance system 236
GM 21.B249 Transferability 237
GM 21.B251 Terms of Approval 238
GM 21.B258 (a)(1) Examples of level one finding 238
AMC 21.B265 (a)Administration of the Handbook (Acceptable Means of Compliance)
238
GM 21.B265 (b) Use of the Handbook 239
Subpart K – Parts and appliances ............................................................................ 240
AMC to 21.303(c) Standard Parts 240
GM 21.303(c) Officially recognised Standards 240
Subpart L – Not applicable ....................................................................................... 241
Subpart M – Repairs.................................................................................................. 242
GM 21.431(a) Scope 242
GM 21.431(d) Repairs to ITSO articles other than an APU 244
AMC 21.433(a) and 21.447 Repair design and Record Keeping 244
GM 21.435(a) Classification of repairs 245
GM 21.437 Issue of repair design approval 247
GM 21.437(a) Issue of repair design approval 247
GM 21.439 Production of repair parts 248
GM 21.441 Repair Embodiment 248
GM 21.443 Limitations 248
GM 21.445 Un-repaired damage 248
Subpart N – Not applicable ....................................................................................... 249
Subpart O – Indian Technical Standard Order Authorisations (ITSOA) ........... 250
AMC 21.602B(b)(2) Procedures for ITSO authorisations 250
AMC 21.608 Declaration of Design and Performance 251
GM to 21A.611 Design changes 252
Subpart P – Special Flight Permit ............................................................................ 253

xviii
GM 21.701(a) Special Flight Permit when certificate of airworthiness or special
certificate of airworthiness is not appropriate 253
GM 21.701 Scope 255
GM 21.703 Applicant for a Special Flight Permit 255
AMC 21.707Application for a Special Flight Permit 255
GM 21.708(b)(6) Continuing airworthiness 257
GM No. 1 to 21.708(c) Safe flight 257
GM No. 2 to 21.708(c) Substantiations 257
GM 21.708(d) Control of aircraft configuration 257
AMC 21.709(b) Submission of documentation supporting the establishment of flight
conditions 257
GM 21.710 Approval of flight conditions 259
GM 21.711(d) Additional conditions and restrictions 259
GM 21.713 Changes 259
GM 21.719 Transfer of a Special Flight Permit 259
Subpart Q – Identification of products, parts and appliances ............................... 260
GM 21.804(a) (1) Identification of parts and appliances 260
APPENDICES - DGCA FORMS.............................................................................. 261
FORM CA-1 - AUTHORISED RELEASE CERTIFICATE 2
FORM CA-20 - SPECIAL FLIGHT PERMIT 1
FORM CA-23 – CERTIFICATE OF AIRWORTHINESS 1
FORM CA-24 - SPECIAL CERTIFICATE OF AIRWORTHINESS 1
FORM CA-25 – APPLICATION FOR ISSUE OF CERTIFICATE OF
AIRWORTHINESS 1
FORM CA-30 – Application for Type Certificate (TC)/ Restricted Type Certificate
(RTC) 6
FORM CA-31 – Application for Approval of Major Change/ Major Repair Design 1
Major Change ................................................................................................................... 1
Major Repair .................................................................................................................... 1
FORM CA-32 – Application for Approval of Minor Change/ Minor Repair Design 1
FORM CA-33 – Application for Approval of Supplemental Type Certificate (STC) 1
Description of Change...................................................................................................... 1
FORM CA-34 – Application for Approval of Indian Technical Standard Order
Authorisation 1
FORM CA-35 – Statement of Compliance for Indian Technical Standard Order
Authorisation (ITSOA) 1
FORM CA2006-1A – Application for Issue of Noise Certificate 2
FORM CA-45A – Noise Certificate 1

xix
FORM CA2006-1 – Application for Issue of Noise Certificate 1
FORM CA-45 – Noise Certificate 1
FORM CA-50 – Application for production organisation approval under CAR 21,
Subpart G 1
FORM CA-51 – Application for significant changes or variation of scope and terms of
Production Organization Approval under CAR 21, Subpart G 3
FORM CA-52 – Aircraft Statement of Conformity 1
FORM CA-55 - PRODUCTION ORGANISATION APPROVAL CERTIFICATE 1
FORM CA-60 – Application for agreement of production under CAR 21 Subpart F 1
FORM CA-80A - Application for Design Organisation Approval (DOA)/ renewal of
DOA under CAR 21, Subpart JA 1
FORM CA-80B - Application for Design Organisation Approval (DOA)/ renewal of
DOA under CAR 21, Subpart JB 1
FORMCA-81-Application for Alternative Procedures to Design Organisation Approval
1
FORM CA-82A - Application for Significant Changes to Design Organisation Approval
(DOA) under CAR 21, Subpart JA 1
FORM CA-82B - Application for Significant Changes to Design Organisation Approval
(DOA) under CAR 21, Subpart JB 2
FORM CA-22 - Application for Special Flight Permit 1
FORM CA-21 - FLIGHT CONDITIONS FOR A SPECIAL FLIGHT PERMIT –
APPROVAL FORM 1
EXPORT CERTIFICATE OF AIRWORTHINESS 1
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR AIRPLANE 2
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR ROTORCRAFT 2
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR PISTON ENGINE 3
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR TURBO-PROPELLER
PROPULSION ENGINE 5
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR TURBO-FAN
PROPULSION ENGINE 7
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR PROPELLER 9
FORM CA-2001-AED – DEFICIENCY REPORTING FORM 10

xx
LIST OF ACRONYMS
AD Airworthiness Directive
AED Aircraft Engineering Directorate
APU Auxiliary Power Unit
ATA Air Transport Association
AMC Acceptable Means of Compliance
AMM Aircraft Maintenance Manual
BFE Buyer Furnished Equipment
CAR Civil Aviation Requirements
CS Certification Specifications of EASA
CEMILAC Centre for Military Airworthiness and Certification
DGCA Directorate General of Civil aviation
DOA Design Organization Approval
DOM Design Organization Manual
DDP Declaration of Design and Performance
DDA Direct Delivery Authorization
FAR Federal Aviation Regulations of USA
GM Guidance Materials
HIRF High Intensity Radiated Fields
ICA Instructions for Continued Airworthiness
ILA Issue of Letter of Agreement
IPC Illustrated Parts Catalogue
ITSO Indian Technical Standard Order
ITSOA Indian Technical Standard Order Authorizations
IPA Indian Parts Approval
LSA Light Sport Aircraft
MTOP Maximum Take Off Power
MTOM Maximum Take Off Mass
NTO No Technical Objection
POA Production Organization Approval
POE Production Organization Exposition
PSE Principal Structural Element
RTC Restricted Type Certificate
STC Supplemental Type Certificate
SB Service Bulletin
TC Type Certificate
TCDS Type Certificate Data Sheet
VLA Very Light Aeroplanes
VLR Very Light Rotorcraft

xxi
REQUIREMENTS FOR APPLICANTS AND
ACQUIRED RIGHTS AND OBLIGATIONS
SUBPART A — GENERAL PROVISIONS

21.1 Scope and Definitions
a) Scope
This Section establishes general provisions governing the rights and obligations of the
applicant for, and holder of, any certificate issued or to be issued in accordance with CAR
21.
b) Definitions
For the purposes of this CAR-21
(1) “Airworthy” means the status of an aircraft, engine, propeller or part when it
conforms to its approved design and is in a condition for safe operation.
(2) “Article” means any part and appliances to be used on civil aircraft.
(3) “Continuing airworthiness” means the set of processes by which an aircraft,
engine, propeller or part complies with the applicable airworthiness
requirements and remains in a condition for safe operation throughout its
operating life.
(4) “Comply” and “compliance” are used in connection with meeting a rule,
regulation or requirement.
(5) “Conform” and “conformity” are used in connection with showing or finding a
product, part or appliance is in accordance with an approved design.
(6) “Critical engine(s)”means any engine whose failure gives the most adverse effect
on the aircraft characteristics relative to the case under consideration.
Note: On some aircraft there may be more than one equally critical engine. In this case, the
expression “the critical engine” means one of those critical engines.
(7) “Demonstrate”, unless otherwise stated, means demonstrate to DGCA.
(8) “Engine’ means unit used or intended to be used for aircraft propulsion. It
consists of at least those components and equipment necessary for functioning
and control, but excludes the propeller/rotors (if applicable).
(9) “IPA” means Indian Parts Approval. The Indian Parts Approval means the
article has been produced in accordance with approved design data not
belonging to the type-certificate holder of the related product, except for ITSO
articles.
(10) “ITSO” means Indian Technical Standard Order. The Indian Technical Standard
Order is a detailed airworthiness specification issued by DGCA to ensure
compliance with the requirements of this regulation as minimum performance
standards for specified articles.
(11) “Import” and “Export” mean the transfer of products, parts and appliances
between India and a foreign country.
Issue II, Rev.2, 28th September 2011 1

(12) Mandatory Clauses -
 Use “shall”, and are referred to as a “regulation”, where they are an
imperative (i.e. non-compliance could involve penalties).
 Use “must”, and are referred to as a “requirement”, where they are a
condition precedent (i.e. non-compliance leads to failure to obtain a
certificate or approval).
(13) “Parts and appliances” means any instrument, mechanism, equipment, part,
apparatus, appurtenance, or accessory, including communications equipment,
that is used in or intended to be used in operating or controlling an aircraft in
flight and is installed in or attached to the aircraft. It includes parts of an
airframe, engine or propeller.
Note:
 In CAR-21, the term “appliance” is not used alone; the term “part” when
used alone carries its normal dictionary meaning.
 In Subpart O, parts and appliances subject to an ITSO Authorisation are
referred to as “articles”.
(14) “Person” is a legal entity, which is subject to the jurisdiction of India; it can
include an Organization or Company.
(15) “Powerplant” means the system consisting of all the engines, drive system
components (if applicable), and propellers (if installed), their accessories,
ancillary parts, and fuel and oil systems installed on an aircraft but excluding the
rotors for a helicopter.
(16) “Product” means an aircraft, aircraft engine, or propeller.
(17) “Principal place of business” means the head office or registered office of the
undertaking within which he principal financial functions and operational control
of the activities referred to this Regulation are exercised.
(18) “Safety Management System” means a systematic approach to managing
safety, including necessary organizational structures, accountabilities, policies
and procedures.
(19) “State Safety Programme” means an integrated set of regulations and activities
aimed at improving safety.
21.2 Undertaking by another person than the applicant for, or holder of, a
certificate
The actions and obligations required to be undertaken by the holder of, or applicant
for, a certificate for a product, part or appliance under this Section may be undertaken
on its behalf by any other natural or legal person, provided the holder of, or applicant
for, that certificate can show that it has made an agreement with the other person such
as to ensure that the holder's obligations are and will be properly discharged.

21.3A Failures, malfunctions and defects
(a) System for Collection, Investigation and Analysis of Data:

The holder of a type-certificate, restricted type-certificate, supplemental type-
certificate, Indian Technical Standard Order (ITSO) authorization, major repair
design approval or any other relevant approval deemed to have been issued under
this Regulation shall have a system for collecting, investigating and analysing reports
of and information related to failures, malfunctions, defects or other occurrences
which cause or might cause adverse effects on the continuing airworthiness of the
product, part or appliance covered by the type-certificate, restricted type-certificate,
supplemental type-certificate, ITSO authorization, major repair design approval or
any other relevant approval deemed to have been issued under this Regulation.
Information about this system shall be made available to all known operators of the
product, part or appliance and, on request, to any person authorized under other
associated implementing Regulations.
(b) Reporting to DGCA:
1. The holder of a type-certificate, restricted type-certificate, supplemental type-

certificate, ITSO authorization, major repair design approval or any other relevant
approval deemed to have been issued under this Regulation shall report to DGCA
any reportable failure, malfunction, defect or other occurrence of which it is aware
related to a product, part, or appliance covered by the type-certificate, restricted
type-certificate, supplemental type-certificate, ITSO authorization, major repair
design approval or any other relevant approval deemed to have been issue under
this Regulation, and which has resulted in or may result in an unsafe condition.
2. These reports shall be made in a form and manner established by DGCA, as soon
as practicable and in any case dispatched not later than 72 hours after the
identification of the possible unsafe condition, unless exceptional circumstances
prevent this.
(c) Investigation of Reported Occurrences:
1. When an occurrence reported under paragraph (b), or under 21.129(f)(2) or

21.165(f)(2) results from a deficiency in the design, or a manufacturing deficiency,
the holder of the type-certificate, restricted type-certificate, supplemental type-
certificate, major repair design approval, ITSO authorization, or any other relevant
approval deemed to have been issued under this Regulation, or the manufacturer
as appropriate, shall investigate the reason for the deficiency and report to DGCA
the results of its investigation and any action it is taking or proposes to take to
correct that deficiency.
2. If DGCA finds that an action is required to correct the deficiency, the holder of
the type-certificate, restricted type-certificate, supplemental type-certificate,
major repair design approval, ITSO authorization, or any other relevant approval
deemed to have been issued under this Regulation, or the manufacturer as
appropriate, shall submit the relevant data to DGCA.
Issue II, Rev.0, 1st June, 2008

3
21.3B Airworthiness directives
(a) An airworthiness directive means a document issued or adopted by DGCA which
mandates actions to be performed on an aircraft to restore an acceptable level of
safety, when evidence shows that the safety level of this aircraft may otherwise be
compromised.
(b) DGCA shall issue an airworthiness directive when:
1. an unsafe condition has been determined by DGCA to exist in an aircraft, as a
result of a deficiency in the aircraft, or an engine, propeller, part or appliance
installed on this aircraft; and
2. that condition is likely to exist or develop in other aircraft.
(c) When an airworthiness directive has to be issued by DGCA to correct the unsafe
condition referred to in paragraph (b), or to require the performance of an inspection,
the holder of the type-certificate, restricted type-certificate, supplemental type-
certificate, major repair design approval, ITSO authorization or any other relevant
approval deemed to have been issued under this Regulation, shall:
1. Propose the appropriate corrective action or required inspections, or both, and
submit details of these proposals to DGCA for approval.
2. Following the approval by DGCA of the proposals referred to under
subparagraph (1), make available to all known operators or owners of the
product, part or appliance and, on request, to any person required to comply with
the airworthiness directive, appropriate descriptive data and accomplishment
instructions.
(d) An airworthiness directive shall contain at least the following information:

1. An identification of the unsafe condition;
2. An identification of the affected aircraft;
3. The action(s) required;
4. The compliance time for the required action(s);
5. The date of entry into force.
(e) When distributing mandatory continuing airworthiness information, it shall be
ensured that sensitive aviation security information is not transmitted to anyone
other than to the appropriately authorized entity in a secured manner.
21.4 Coordination between design and production

Each holder of a type-certificate, restricted type-certificate, supplemental type-
certificate, ITSO authorization, approval of a change to type design/type certificate or
approval of a repair design, shall collaborate with the production organization as
necessary to ensure:
(a) The satisfactory coordination of design and production required by21A.122,
21A.130(b)(3) and (4), 21A.133 and 21A.165(c)(2) and (3) as appropriate, and’;
(b) The proper support of the continued airworthiness of the product, part or
appliance.
Note: In case production organization is not company of India, then, there should be an
agreement acceptable to DGCA India (as State of Design) and state of
Manufacture that the manufacturing organization cooperates with the
organization responsible for type design in assessing information on the design,
manufacture and operation of the aircraft, engine or propeller.
Issue II, Rev.6, 23rd November, 2020 4

SUBPART B — TYPE-CERTIFICATES AND
RESTRICTED TYPE-CERTIFICATES
21.11 Scope
This Subpart establishes the procedure for issuing type-certificates for products and
restricted type-certificates for aircraft, and establishes the rights and obligations of the
applicants for, and holders of, those certificates.
21.13 Eligibility
Any natural or legal person that has demonstrated, or is in the process of demonstrating, its
capability in accordance with 21.14 shall be eligible as an applicant for a type-certificate
or a restricted type-certificate under the conditions laid down in this Subpart.
21.14 Demonstration of capability
(a) Any organization applying for a type-certificate or restricted type-certificate shall

demonstrate its capability by holding a design organization approval, issued by DGCA
in accordance with Subpart JA.
(b) By way of derogation from paragraph (a), as an alternative procedure to demonstrate

its capability, an applicant may seek DGCA agreement for the use of procedures
setting out the specific design practices, resources and sequence of activities necessary
to comply with this CAR, when the product is non powered sailplane.
21.15 Application
(a) An application for a type-certificate or restricted type-certificate shall be made in a

form CA-30.
(b) An application for an aircraft type-certificate or restricted type-certificate shall be

accompanied by a three-view of that aircraft and preliminary basic data, including the
proposed operating characteristics and limitations.
(c) An application for an engine or propeller type-certificate shall be accompanied by a

general arrangement drawing, a description of the design features, the operating
characteristics, and the proposed operating limitations, of the engine, or propeller.
(d) An application for a type certificate or restricted type certificate shall be submitted to
DGCA along with requisite fees as applicable.

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21.16A Airworthiness codes
(a) The applicable requirements for the issue of a Type Certificate for an aircraft
engine, or propeller are -
(1) The applicable airworthiness requirements as prescribed in CS-LSA, CS 22,
CS VLA, CS VLR, CS/ FAR 23, CS/ FAR 25, CS/FAR 27, CS/ FAR 29, CS-
31HB/FAR-31, CS-E / FAR 33, CS-34/FAR 34, CS-P/ FAR 35 and CS/ FAR
36 and/or any other specification equivalent above airworthiness codes
acceptable to DGCA that are effective on the date of application for that
certificate unless:-
(i) Otherwise accepted by DGCA; or
(ii) Compliance with later effective amendments is elected or required under
this paragraph
(2) Any Special Conditions prescribed in accordance with CAR 21.16B.
21.16B Special conditions
(a) DGCA shall prescribe special detailed technical specifications, named special
conditions, for a product, if the related airworthiness code does not contain
adequate or appropriate safety standards for the product, because:
1. The product has novel or unusual design features relative to the design
practices on which the applicable airworthiness code is based; or
2. The intended use of the product is unconventional; or
3. Experience from other similar products in service or products having similar
design features, has shown that unsafe conditions may develop.
(b) The special conditions contain such safety standards as DGCA finds necessary to
establish a level of safety equivalent to that established in the applicable
airworthiness code.
21.17 Type-certification basis
(a) The type-certification basis to be notified for the issuance of a type-certificate or a

restricted type-certificate shall consist of:
1. The applicable airworthiness code established/prescribed by DGCA under
CAR 21.16A that is effective on the date of application for that certificate
unless:
(i) Otherwise specified by DGCA; or
(ii) Compliance with later effective amendments is elected by the applicant
or required under paragraphs (c) and (d).
2. Any special condition prescribed in accordance with 21.16B (a).
(b) An application for type-certification of large aeroplanes and large rotorcraft shall
be effective for five years and an application for any other type-certificate shall be
effective for three years, unless an applicant shows at the time of application that
its product requires a longer period of time for design, development, and testing,
and DGCA approves a longer period.

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(c) In the case where a type-certificate has not been issued, or it is clear that a type-
certificate will not be issued, within the time limit established under paragraph (b);
the applicant may:
1. File a new application for a type-certificate and comply with all the provisions
of paragraph (a) applicable to an original application; or
2. File for an extension of the original application and comply with the applicable
airworthiness codes that were effective on a date, to be selected by the
applicant, not earlier than the date which precedes the date of issue of the type-
certificate by the time limit established under paragraph (b) for the original
application.
(d) If an applicant elects to comply with an amendment to the airworthiness codes that
is effective after the filing of the application for a type-certificate, the applicant
shall also comply with any other amendment that DGCA finds is directly related.

airworthiness codes
(a) The applicable noise requirements for the issue of a type-certificate for an aircraft
are prescribed according to the provisions of Chapter 1 of Annex 16, Volume I,
Part II to the Chicago Convention and:
1. for subsonic jet aeroplanes, in Volume I, Part II, Chapters 2, 3, 4 and 14, as
applicable;
2. for propeller-driven aeroplanes, in Volume I, Part II, Chapters 3, 4, 5, 6 ,10
and 14, as applicable;
3. for helicopters, in Volume I, Part II, Chapters 8 and 11, as applicable; and
4. for supersonic aeroplanes, in Volume I, Part II, Chapter 12, as applicable.
5. for tilt-rotors, in Volume I, Part II, Chapter 13, as applicable.
(b) The applicable emission requirements for the issue of a type-certificate for an
aircraft and engine are prescribed in Annex 16 to the Chicago Convention:
1. for prevention of intentional fuel venting, in Volume II, Part II, Chapter 2;
2. for emissions of turbo-jet and turbofan engines intended for propulsion only at
subsonic speeds, in Volume II, Part III, Chapter 2; and
3. for emissions of turbo-jet and turbofan engines intended for propulsion only at
supersonic speeds, in Volume II, Part III, Chapter 3.
21.19 Changes requiring a new type-certificate
Any natural or legal person proposing to change a product shall apply for a new type-
certificate if DGCA finds that the change in design, power, thrust, or mass is so extensive
that a substantially complete investigation of compliance with the applicable type-
certification basis is required.

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21.20 Compliance with the type-certification basis and environmental protection
requirements
(a) The applicant for a type-certificate or a restricted type-certificate shall show
compliance with the applicable type certification basis and environmental
protection requirements and shall provide to DGCA the means by which such
compliance has been shown.
(b) The applicant shall provide the DGCA with a certification programme detailing the
means for compliance demonstration. This document shall be updated as necessary
during the certification process.
(c) The applicant shall record justification of compliance within compliance
documents according to the certification programme established under point (b).
(d) The applicant shall declare that it has shown compliance with all applicable type-
certification basis and environmental protection requirements.
(e) Where the applicant holds an appropriate design organization approval, the
declaration of paragraph (d) shall be made according to the provisions of Subpart
JA.
(f) The compliance demonstrated during military certification by the applicant may be
acceptable to DGCA if it is established that military certification
basis/airworthiness requirements/specification followed during certification
process are at least equal to or in exceedance with applicable DGCA certification
basis/airworthiness requirements/specification.
21.21 Issue of a type-certificate
An applicant is entitled to a type certificate in the categories of very light, normal, utility,
acrobatic, commuter, transport category aeroplane or very light, normal, transport
category helicopter or balloon (manned free/ hot air) or LSA (meeting CS-LSA), or
Sailplanes/ Powered Sailplanes or engines or propellers.
The applicant shall be entitled to have a product type-certificate issued by DGCA after:
(a) demonstrating its capability in accordance with 21.14;
(b) submitting the declaration referred to in 21.20(d); and
(c) it is shown that:
1. The product to be certificated meets the applicable type-certification basis and
environmental protection requirements designated in accordance with 21.17
and 21.18;
2. Any airworthiness provisions not complied with are compensated for by
factors that provide an equivalent level of safety;
3. No feature or characteristic makes it unsafe for the uses for which certification
is requested; and
4. The type-certificate applicant has expressly stated that it is prepared to comply
with 21.44.
(d) In the case of an aircraft type-certificate, the engine or propeller, or both, if installed
in the aircraft, have a type-certificate issued or determined in accordance with this
Regulation.
21.23 Issue of a restricted type-certificate
(a) For an aircraft that does not fully meet the provisions of 21.21(c), the applicant
shall be entitled to have a restricted type-certificate issued by DGCA under
categories specified in 21.21after:
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1. complying with the appropriate type-certification basis established by DGCA
ensuring adequate safety with regard to the intended use of the aircraft, and
with the applicable environmental protection requirements; expressly stating
that it is prepared to comply with 21.44.
(b) The engine or propeller installed in the aircraft, or both, shall:
1. have a type-certificate issued or determined in accordance with this

Regulation; or
2. have been shown to be in compliance with the airworthiness codes necessary
to ensure safe flight of the aircraft.
21.31 Type design
(a) The type design shall consist of:
a) The drawings and specifications, and a listing of those drawings and

specifications, necessary to define the configuration and the design features of
the product shown to comply with the applicable type-certification basis and
environmental protection requirements;
b) Information on materials and processes and on methods of manufacture and
assembly of the product necessary to ensure the conformity of the product;
c) An approved airworthiness limitations section of the instructions for continued
airworthiness as defined by the applicable airworthiness code; and
d) Any other data necessary to allow by comparison, the determination of the
airworthiness, the characteristics of noise, fuel venting, and exhaust emissions
(where applicable) of later products of the same type.
(b) Each type design shall be adequately identified.
21.33 Investigation and tests
(a) The applicant shall perform all inspections and tests necessary to show compliance
with the applicable type-certification basis and environmental protection
requirements by developing a prototype(s)/test platform(s)/test specimen(s).
(b) Development of Prototype(s)/test platform(s)/ test specimen(s) shall be consistent

with the requirements specified either in Subpart F or as may be specified by
DGCA, without any additional fees.
(c) Before each test required by paragraph (a) is undertaken, the applicant shall have
determined:
1. For the prototype(s)/test platform(s)/test specimen(s):
(i) That materials and processes adequately conform to the specifications for
the proposed type design;
(ii) That parts of the products adequately conform to the drawings in the
proposed type design;

9
(iii) That the manufacturing processes, construction and assembly adequately
conform to those specified in the proposed type design; and
2. That the test equipment and all measuring equipment used for tests are
adequate for the test and are appropriately calibrated.
(d) The applicant shall allow DGCA to make any inspection necessary to check
compliance with paragraph (b).
(e) The applicant shall allow DGCA to review any report and make any inspection and
to perform or witness any flight and ground test necessary to check the validity of
the declaration of compliance submitted by the applicant under 21.20(d) and to
determine that no feature or characteristic makes the product unsafe for the uses
for which certification is requested.
(f) For tests performed or witnessed by DGCA under paragraph (d):
1. The applicant shall submit to DGCA a statement of compliance with paragraph

(b); and
2. No change relating to the test that would affect the statement of compliance
may be made to a product, part or appliance between the stages at which
compliance with paragraph (b) is shown and the stages at which it is presented
to DGCA for test.
21.35 Flight Tests
(a) Flight testing for the purpose of obtaining a type-certificate shall be conducted in
accordance with conditions for such flight testing specified by DGCA.
(b) The applicant shall make all flight tests that DGCA finds necessary:
1. To determine compliance with the applicable type-certification basis and

environmental protection requirements, and
2. For aircraft to be certificated under this Section, except sailplanes and powered
sailplanes to determine whether there is reasonable assurance that the aircraft,
its parts and appliances are reliable and function properly.
(c) (Reserved)
(d) (Reserved)
(e) (Reserved)
(f) The flight tests prescribed in subparagraph (b)(2) shall include:
1. For aircraft incorporating turbine engines of a type not previously used in a type-
certificated aircraft, at least 300 hours of operation with a full complement of
engines that conform to a type-certificate; and
2. For all other aircraft, at least 150 hours of operation.

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21.41 Type-certificate
The type-certificate and restricted type-certificate are both considered to include the type
design, the operating limitations, the type-certificate data sheet for airworthiness and
emissions, the applicable type-certification basis and environmental protection
requirements with which DGCA records compliance, and any other conditions or
limitations prescribed for the product in the applicable Airworthiness Codes and
environmental protection requirements. The aircraft type-certificate and restricted type-
certificate, in addition, both include the type-certificate data sheet for noise. The engine
type-certificate data sheet includes the record of emission compliance.
21.44 Obligations of the holder
Each holder of a type-certificate or restricted type-certificate shall:
(a) undertake the obligations laid down in 21.3A, 21.3B, 21.4, 21.55, 21.57 and 21.61;
and, for this purpose, shall continue to meet the qualification requirements for
eligibility under 21.14; and
(b) specify the marking in accordance with Subpart Q.
21.47 Transferability
Transfer of a type-certificate or restricted type-certificate may only be made to a natural

or legal person that is able to undertake the obligations under 21.44, and, for this purpose,
has demonstrated its ability to qualify under the criteria of 21.14.
21.51 Duration and continued validity
(a) A type-certificate and restricted type-certificate shall be issued for an unlimited

duration. They shall remain valid subject to:
1. The holder remaining in compliance with CAR 21; and

2. The certificate not being surrendered, suspended or revoked under the
applicable administrative procedures established by DGCA.
(b) Upon surrender or revocation, the type-certificate and restricted type-certificate

shall be returned to DGCA.
21.55 Record keeping
All relevant design information, drawings and test reports, including inspection records
for the product tested, shall be held by the type-certificate or restricted type-certificate
holder at the disposal of DGCA and shall be retained in order to provide the information
necessary to ensure the continued airworthiness and compliance with applicable
environmental protection requirements of the product.

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21.57 Manuals
The holder of a type-certificate or restricted type-certificate shall produce, maintain and

update master copies of all manuals required by the applicable type-certification basis
and environmental protection requirements for the product, and provide copies, on
request, to DGCA.
21.61 Instructions for continued airworthiness
(a) The holder of the type-certificate or restricted type-certificate shall furnish at least
one set of complete instructions for continued airworthiness, comprising
descriptive data and accomplishment instructions prepared in accordance with the
applicable type-certification basis, to each known owner of one or more aircraft,
engine or propeller upon its delivery or upon issue of the first certificate of
airworthiness for the affected aircraft, whichever occurs later and thereafter make
those instructions available on request to any other person required to comply with
any of the terms of those instructions. The availability of some manual or portion
of the instructions for continued airworthiness, dealing with overhaul or other
forms of heavy maintenance, may be delayed until after the product has entered
into service, but shall be available before any of the products reaches the relevant
age or flight-hours/cycles.
(b) In addition, changes to the instructions for continued airworthiness shall be made
available to all known operators of the product and shall be made available on
request to any person required to comply with any of those instructions. A
programme showing how changes to the instructions for continued airworthiness
are distributed shall be submitted to DGCA.
(c) When Indian authorities approve the modification on a product, which has been
designed in any other State, DGCA shall transmit the mandatory continuing
airworthiness information to all States that have the modified aircraft on their
registries.
(d) When distributing mandatory continuing airworthiness information, it shall be

Issue II, Rev.6, 23rd November 2020

12
SUBPART C — NOT APPLICABLE

13
SUBPART D — CHANGES TO TYPE-
CERTIFICATES AND RESTRICTED TYPE-
CERTIFICATES
21.90 Scope
This Subpart establishes the procedure for the approval of changes to type designs/type
certificates, and establishes the rights and obligations of the applicants for, and holders
of, those approvals. In this Subpart, references to type-certificates include type-certificate
and restricted type-certificate.
21.91 Classification of changes in type design
Changes in type design are classified as minor and major. A ‘minor change’ is one that
has no appreciable effect on the mass, balance, structural strength, reliability, operational
characteristics, noise, fuel venting, exhaust emission, or other characteristics affecting
the airworthiness of the product. Without prejudice to 21.19, all other changes are ‘major
changes’ under this Subpart. Major and minor changes shall be approved in accordance
with 21.95 or 21.97 as appropriate, and shall be adequately identified.
21.92 Eligibility
(a) Only the type-certificate holder may apply for approval of a major change to a type
design/ type certificate under this Subpart; all other applicants for a major change
to a type design shall apply under Subpart E.
(b) Any natural or legal person may apply for approval of a minor change to a type
design/ type certificate under this Subpart.
21.93 Application
An application for approval of a change to a type design/ type certificate shall be made
in form CA-31/CA-32 and shall include:
(a) A description of the change identifying
1. All parts of the type design and the approved manuals affected by the change;
and
2. The airworthiness codes and environmental protection requirements with
which the change has been designed to comply in accordance with 21.101.
(b) Identification of any re-investigations necessary to show compliance of the

changed product with the applicable airworthiness codes and environmental
protection requirements.
(c) An application for approval of a change to a type design shall be submitted to

DGCA along with requisite fees as applicable.

14
21.95 Minor changes
Minor changes in a type design/ type certificate shall be classified and approved either:
(a) By DGCA; or
(b) By an appropriately approved design organization under a procedure agreed with
DGCA.
21.97 Major changes

(a) An applicant for approval of a major change shall:
1. submit to DGCA substantiating data together with any necessary descriptive

data for inclusion in the type design;
2. show that the changed product complies with applicable certification
specifications/airworthiness regulations and environmental protection
requirements, as specified in 21.101;
3. comply with para 21.20(b), (c) and (d);
4. where the applicant holds an appropriate design organization approval, make the
declaration referred to in para 21.20(d) according to the provisions of Subpart
JA;
5. comply with 21.33 and, where applicable, 21.35.
(b) Approval of a major change in a type design/ type certificate is limited to that or
those specific configuration(s) in the type design upon which the change is made.

requirements
(a) An applicant for a change to a type-certificate shall demonstrate that the changed
product complies with the airworthiness code that is applicable to the changed
product and that is in effect at the date of the application for the change, and with the
applicable environmental protection requirements laid down in 21.18.
(b) By derogation from paragraph (a), an applicant may show that the changed product
complies with an earlier amendment of the airworthiness code defined in paragraph
(a), and of any other airworthiness codes DGCA finds is directly related. However,
the earlier amended airworthiness code may not precede the corresponding
airworthiness code incorporated by reference in the type-certificate. The applicant
may show compliance with an earlier amendment of an airworthiness code for any
of the following:
1. A change that DGCA finds not to be significant. In determining whether a
specific change is significant, the DGCA considers the change in context with
all previous relevant design changes and all related revisions to the applicable
airworthiness codes incorporated in the type certificate for the product. Changes
that meet one of the following criteria are automatically considered significant:

15
(i) The general configuration or the principles of construction are not
retained.
(ii) The assumptions used for certification of the product to be changed do not
remain valid.
2. Each area, system, part or appliance that DGCA finds is not affected by the
change.
3. Each area, system, part or appliance that is affected by the change, for which
DGCA finds that compliance with an airworthiness code described in
paragraph (a) would not contribute materially to the level of safety of the
changed product or would be impractical.
(c) Àn applicant for a change to an aircraft (other than a rotorcraft) of 2 722 kg (6 000
lbs.) or less maximum weight or to a non-turbine rotorcraft of 1 361 kg (3 000 lbs.)
or less maximum weight may show that the changed product complies with the type-
certification basis incorporated by reference in the type-certificate. However, if
DGCA finds that the change is significant in an area, DGCA may designate
compliance with an amendment to the type-certification basis incorporated by
reference in the type-certificate, in effect at the date of the application, and any
airworthiness code that DGCA finds is directly related, unless DGCA also finds that
compliance with that amendment or airworthiness codes would not contribute
materially to the level of safety of the changed product or would be impractical.
(d) If the DGCA finds that the airworthiness code in effect at the date of the application
for the change does not provide adequate standards with respect to the proposed
change, the applicant shall also comply with any special conditions, and amendments
to those special conditions, prescribed under the provisions of 21.16B, to provide a
level of safety equivalent to that established in the airworthiness code in effect at the
date of the application for the change.
(e) An application for a change to a type-certificate for large aeroplanes and large
rotorcraft is effective for five years, and an application for a change to any other
type-certificate is effective for three years. In a case where the change has not been
approved, or it is clear that it will not be approved under the time limit established
under this sub Paragraph, the applicant may:
1. file a new application for a change to the type-certificate and comply with all the
provisions of paragraph (a) applicable to an original application for a change; or
2. file for an extension of the original application and comply with the provisions of
paragraph (a) for an effective date of application, to be selected by the applicant,
not earlier than the date which precedes the date of approval of the change by the
time period established under this subparagraph for the original application for
the change.
(f) If an applicant chooses to comply with an airworthiness codes or an amendment to

the airworthiness codes that is effective after the filing of the application for a change
to a type, the applicant shall also comply with any other airworthiness codes that the
DGCA finds is directly related.

18
(g) The compliance demonstrated during military certification by the applicant may be
acceptable to DGCA if it is established that military certification
basis/airworthiness requirements/specification followed during certification
process are at least equal to or in exceedance with applicable DGCA certification
basis/airworthiness requirements/specification.
21.103 Issue of approval
(a) The applicant shall be entitled to have a major change to a type design/type
certificate approved by DGCA after:
1. submitting the declaration referred to in 21.97(a)(3); and

2. It is shown that:
(i) The changed product meets the applicable airworthiness codes and
environmental protection requirements, as specified in 21.101;
(ii) Any airworthiness provisions not complied with are compensated for by
factors that provide an equivalent level of safety; and
(iii) No feature or characteristic makes the product unsafe for the uses for which
certification is requested.
(b) A minor change to a type design/type certificate shall only be approved in

accordance with 21.95 if it is shown that the changed product meets the applicable
airworthiness codes, as specified in 21.101.
For each change, all relevant design information, drawings and test reports, including
inspection records for the changed product tested, shall be held by the applicant at the
disposal of DGCA and shall be retained in order to provide the information necessary to
ensure the continued airworthiness and compliance with applicable environmental
protection requirements of the changed product.
(a) The holder of a minor change approval to type design/type certificate shall furnish
at least one set of the associated variations, if any, to the instructions for continued
airworthiness of the product on which the minor change is to be installed, prepared
in accordance with the applicable type-certification basis, to each known owner of
one or more aircraft, engine, or propeller incorporating the minor change, upon its
delivery, or upon issuance of the first certificate of airworthiness for the affected
aircraft, whichever occurs later, and thereafter make those variations in instructions
available, on request, to any other person required to comply with any of the terms
of those instructions.
(b) In addition, changes to those variations of the instructions for continued

airworthiness shall be made available to all known operators of a product
incorporating the minor change and shall be made available, on request, to any
person required to comply with any of those instructions.
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registries.

21.109 Obligations
The holder of a minor change approval to type design/type certificate shall:
(a) undertake the obligations laid down in 21.4, 21.105 and 21.107; and
(b) specify the marking, in accordance with 21.804(a).

20
SUBPART E — SUPPLEMENTAL TYPE-
CERTIFICATES
21.111 Scope
This Subpart establishes the procedure for the approval of major changes to the type
design/type certificate under supplemental type certificate procedures, and establishes
the rights and obligations of the applicants for, and holders of, those certificates.
21.112A Eligibility
Any natural or legal person (‘organization’) that has demonstrated, or is in the process of
demonstrating, its capability under 21.112B shall be eligible as an applicant for a
supplemental type-certificate under the conditions laid down in this Subpart.
21.112B Demonstration of capability
(a) Any organization applying for a supplemental type-certificate shall demonstrate its
capability by holding a design organization approval, issued by DGCA in
accordance with Subpart JA.
(b) By way of derogation from paragraph (a), as an alternative procedure to

demonstrate its capability, an applicant may seek DGCA agreement for the use of
procedures setting out the specific design practices, resources and sequence of
activities necessary to comply with this Subpart.
21.113 Application for a supplemental type-certificate
(a) An application for a supplemental type-certificate shall be made in form CA-33.
(b) An application for a supplemental type-certificate shall include the descriptions and
identification required by 21.93. In addition, such an application shall include a
justification that the information on which those identifications are based is
adequate either from the applicant's own resources, or through an arrangement with
the type-certificate holder.
(c) An application for a supplemental type-certificate shall be submitted to DGCA

along with requisite fees as applicable.
21.114 Showing of compliance
Any applicant for a supplemental type-certificate shall comply with 21.97.
In case of military certification approved certification data, applicant shall comply with
21.20 (f) & 21.101 (g)
21.115 Issue of a supplemental type-certificate
The applicant shall be entitled to have a supplemental type-certificate issued by DGCA

after:
Issue II, Rev.6, 23rd November, 2020

20
(a) complying with 21.103(a);
(b) demonstrating its capability in accordance with 21.112B;
(c) where, under 21.113(b), the applicant has entered into an arrangement with the
type-certificate holder,
1. The type-certificate holder has advised that it has no technical objection to the
information submitted under 21.93; and
2. The type-certificate holder has agreed to collaborate with the supplemental type-
certificate holder to ensure discharge of all obligations for continued
airworthiness of the changed product through compliance with 21.44 and
21.118A.
A supplemental type-certificate shall only be transferred to a natural or legal person that

is able to undertake the obligations of 21.118A and for this purpose has demonstrated its
ability to qualify under the criteria of 21.112B.
21.117 Changes to that part of a product covered by a supplemental type-certificate
(a) Minor changes to that part of a product covered by a supplemental type-certificate

shall be classified and approved in accordance with Subpart D.
(b) Each major change to that part of a product covered by a supplemental type-
certificate shall be approved as a separate supplemental type-certificate in
accordance with this Subpart.
(c) By way of derogation from paragraph (b), a major change to that part of a product
covered by a supplemental type-certificate submitted by the supplemental type-
certificate holder itself may be approved as a change to the existing supplemental
type-certificate.
21.118A Obligations
Each holder of a supplemental type-certificate shall:
(a) undertake the obligations:
1. Laid down in 21.3A, 21.3B, 21.4, 21.105, 21.119 and 21.120;

2. Implicit in the collaboration with the type-certificate holder under 21.115(c)(2);
and for this purpose continue to meet the criteria of 21.112B
(b) specify the marking, in accordance with 21.804(a).
21.118B Duration and continued validity
(a) A supplemental type-certificate shall be issued for an unlimited duration. It shall

remain valid subject to:

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1. the holder remaining in compliance with this CAR; and
2. the certificate not being surrendered, suspended or revoked under the applicable
administrative procedures established by DGCA.
(b) Upon surrender or revocation, the supplemental type-certificate shall be returned
to DGCA.
21.119 Manuals
The holder of a supplemental type-certificate shall produce, maintain, and update master
copies of variations in the manuals required by the applicable type-certification basis and
environmental protection requirements for the product, necessary to cover the changes
introduced under the supplemental type-certificate, and furnish copies of these manuals
to DGCA on request.
(a) The holder of the supplemental type-certificate for an aircraft, engine, or propeller,
shall furnish at least one set of the associated variations to the instructions for
continued airworthiness, prepared in accordance with the applicable type-
certification basis, to each known owner of one or more aircraft, engine, or
propeller incorporating the features of the supplemental type-certificate, upon its
delivery, or upon issuance of the first certificate of airworthiness for the affected
aircraft, whichever occurs later, and thereafter make those variations in instructions
available, on request, to any other person required to comply with any of the terms
of those instructions. Availability of some manual or portion of the variations to
the instructions for continued airworthiness, dealing with overhaul or other forms
of heavy maintenance, may be delayed until after the product has entered into
service, but shall be available before any of the products reaches the relevant age
or flight-hours/cycles.
(b) In addition, changes to those variations of the instructions for continued

airworthiness shall be made available to all known operators of a product
incorporating the supplemental type-certificate and shall be made available, on
request, to any person required to comply with any of those instructions. A
programme showing how changes to the variations to the instructions for continued
airworthiness are distributed shall be submitted to DGCA.
registries.


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SUBPART F — PRODUCTION WITHOUT
PRODUCTION ORGANISATION APPROVAL
21.121 Scope
(a) This Subpart establishes the procedure for demonstrating the conformity with the
applicable design data of a product, part and appliance that is intended to be
manufactured without a production organization approval under Subpart G.
(b) This Subpart establishes the rules governing the obligations of the manufacturer of
a product, part, or appliance being manufactured under this Subpart.
21.122 Eligibility
Any natural or legal person may apply to show conformity of individual products, parts
or appliances under this Subpart, if;
(a) it holds or has applied for an approval covering the design of that product, part or
appliance, or
(b) it has ensured satisfactory coordination between production and design, through an
appropriate arrangement with the applicant for, or holder of, an approval of such a
design.
21.124 Application
(a) Each application for an agreement to the showing of conformity of individual

products, parts and appliances under this Subpart shall be made along with requisite
fees as applicable in a form and manner established by the DGCA.
(b) Such application shall contain:

1. evidence which demonstrate, where applicable, that:
(i) the issuance of a production organization approval under Subpart G would

be inappropriate; or
(ii) the certification or approval of a product, part or appliance under this
Subpart is needed pending the issuance of a production organization
approval under Subpart G.
2. An outline of the information required by 21.125A (b).
21.125A Issue of a letter of agreement

The applicant shall be entitled to have a letter of agreement issued by DGCA agreeing to
the showing of conformity of individual products, parts and appliances under this
Subpart, after:
(a) having established a production inspection system that ensures that each product,
part or appliance conforms to applicable design data and is in condition for safe
operation;
Issue II, Rev.3, 24th April 2015
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(b) providing a manual that contains:
1. a description of the production inspection system required under point (a),

2. a description of the means for making the determinations of the production
inspection system,
3. a description of the tests required in points 21.127 and 21.128, and the names
of persons authorized for the purpose of 21.130(a),
4. description of independent monitoring function,
(c) demonstrating that it is able to provide assistance in accordance with 21.3A and
21.129(d).
(d) the approval of an authorized signatory by DGCA to validate the Statement of

Conformity (Form CA-52)/ Authorized release certificate (Form CA-1).
21.125B Findings
(a) When objective evidence is found showing non-compliance of the holder of a letter
of agreement with the applicable requirements of this CAR, the finding shall be
classified as follows:
1. A level one finding is any non-compliance with this CAR which could lead to
uncontrolled non-compliances with applicable design data and which could
affect the safety of the aircraft.
2. A level two finding is any non-compliance with this CAR which is not
classified as level one.
(b) A level three finding is any item where it has been identified, by objective evidence,
to contain potential problems that could lead to non-compliance under paragraph
(a).
(c) After receipt of notification of findings.

1. In case of a level one finding, the holder of the letter of agreement shall
demonstrate corrective action to the satisfaction of DGCA within a period of
7 working days, extendable up to maximum 21 working days, depending upon
the complexity of the case after written confirmation of the finding;
2. In case of level two findings, the corrective action period granted by DGCA
shall be within one month. In certain circumstances and subject to the nature
of the finding, DGCA may extend the period from one month to 45 days
subject to a satisfactory corrective action plan agreed by the DGCA.
3. A level three finding shall not require immediate action by the holder of the
letter of agreement.
(d) In case of level one or level two findings, the letter of agreement may be subject
to a partial or full limitation, suspension and revocation. The holder of the letter
of agreement shall provide confirmation of receipt of the notice of limitation,
suspension or revocation of the letter of agreement in a timely manner.

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21.125C Duration and continued validity
(a) The letter of agreement shall be issued for a limited duration not exceeding one
year. It shall remain valid unless:
1. The holder of the letter of agreement fails to demonstrate compliance with the
applicable requirements of this Subpart; or
2. There is evidence that the manufacturer cannot maintain satisfactory control
of the manufacture of products, parts, or appliances under the agreement; or
3. The manufacturer no longer meets the requirements of 21.122; or
4. The letter of agreement has been surrendered, revoked or has expired.
(b) Upon surrender, revocation or expiry, the letter of agreement shall be returned to
DGCA.
21.126A Production inspection system
(a) The production inspection system required under 21.125A (a) shall provide a
means for determining that:
1. Incoming materials, and bought or subcontracted parts, used in the finished
product are as specified in the applicable design data.
2. Incoming materials, and bought or subcontracted parts, are properly identified.
3. Processes, manufacturing techniques and methods of assembly affecting the
quality and safety of the finished product are accomplished in accordance with
specifications accepted by the DGCA.
4. Design changes, including material substitutions, have been approved under
Subpart D or E and controlled before being incorporated in the finished
product.
(b) The production inspection system required by 21.125A (a), shall also be such as to
ensure that:
1. Parts in process are inspected for conformity with the applicable design data
at points in production where accurate determinations can be made.
2. Materials subject to damage and deterioration are suitably stored and
adequately protected.
3. Current design drawings are readily available to manufacturing and inspection
personnel, and used when necessary.
4. Rejected materials and parts are segregated and identified in a manner that
precludes installation in the finished product.
5. Materials and parts that are withheld because of departures from design data
or specifications, and that are to be considered for installation in the finished
product, are subjected to an approved engineering and manufacturing review
procedure. Those materials and parts determined by this procedure to be
serviceable shall be properly identified and re-inspected if rework or repair is
necessary. Materials and parts rejected by this procedure shall be marked and
disposed of to ensure that they are not incorporated in the final product.
6. Records produced under the production inspection system are maintained,
identified with the completed product or part where practicable, and retained
by the manufacturer in order to provide the information necessary to ensure
the continued airworthiness of the product.

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21.126B Quality assurance system and Independent monitoring function.
The production inspection system shall contain an independent quality monitoring

function to monitor compliance with, and adequacy of, the documented procedures of the
production inspection system. This monitoring shall include a feedback system to the
person or group of persons who have been nominated by the production organization to
ensure that the organization is in compliance with the requirements of this part to ensure,
as necessary, corrective action.
21.126C Safety Management System (SMS)
Organization carrying out production without production organization approval shall

have a safety management system in accordance with CAR Section 1 Series C Part 1.
21.126D Investigation
A production organization shall make arrangements that allow DGCA to make any
investigations, including investigations of partners and subcontractors, necessary to
determine compliance and continued compliance with the applicable requirements of this
Subpart.
21.127 Tests: aircraft
(a) Each manufacturer of an aircraft manufactured under this Subpart shall establish
an approved production ground and flight test procedure and check-off forms, and
in accordance with those forms, test each aircraft produced, as a means of
establishing relevant aspects of compliance with 21.125A(a).
(b) Each production test procedure shall include at least the following:
1. A check on handling qualities;

2. A check on flight performance (using normal aircraft instrumentation);
3. A check on the proper functioning of all aircraft equipment and systems;
4. A determination that all instruments are properly marked, and that all placards
and required flight manuals are installed after flight test;
5. A check of the operational characteristics of the aircraft on the ground;
6. A check on any other items peculiar to the aircraft being tested.
21.128 Tests: engines and propellers
Each manufacturer of engines, or propellers manufactured under this Subpart shall

subject each engine, or variable pitch propeller, to an acceptable functional test as
specified in the type-certificate holder's documentation, to determine if it operates
properly throughout the range of operation for which it is type-certificated, as a means of
establishing relevant aspects of compliance with 21.125A(a).

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21.129 Obligations of the manufacturer
Each manufacturer of a product, part or appliance being manufactured under this Subpart
shall:
(a) Make each product, part or appliance available for inspection by DGCA.
(b) Maintain at the place of manufacture the technical data and drawings necessary to
determine whether the product conforms to the applicable design data.
(c) Maintain the production inspection system that ensures that each product conforms
to the applicable design data and is in condition for safe operation
(d) Provide assistance to the holder of the type-certificate, restricted type-certificate or
design approval in dealing with any continuing airworthiness actions that are
related to the products, parts or appliances that have been produced.
(e) Establish and maintain an internal occurrence reporting system in the interest of
safety, to enable the collection and assessment of occurrence reports in order to
identify adverse trends or to address deficiencies, and to extract reportable
occurrences. This system shall include evaluation of relevant information relating
to occurrences and the promulgation of related information.
(f) 1. Report to the holder of the type-certificate, restricted type-certificate or design
approval, all cases where products, parts or appliances have been released by the
manufacturer and subsequently identified to have deviations from the applicable
design data, and investigate with the holder of the type-certificate, restricted type-
certificate or design approval to identify those deviations which could lead to an
unsafe condition.
2. Report to DGCA the deviations which could lead to an unsafe condition
identified according to subparagraph (1). Such reports shall be made in a form and
manner established by DGCA under 21.3A (b)(2) or accepted by DGCA.
3. Where the manufacturer acts as supplier to another production organization,
report also to that other organization all cases where it has released products, parts
or appliances to that organization and subsequently identified them to have possible
deviations from the applicable design data.
21.130 Statement of conformity
(a) Each manufacturer of a product, part or appliance manufactured under this Subpart
shall raise a Statement of Conformity, a Form CA-52, for complete aircraft, or
Form CA- 1, for other products, parts or appliances. This statement shall be signed
by an authorized person who holds a responsible position in the manufacturing
organization.
(b) A statement of conformity shall include:
1. For each product, part or appliance a statement that the product, part or
appliance conforms to the approved design data and is in condition for safe
operation
2. For each aircraft, a statement that the aircraft has been ground and flight
checked in accordance with point 21.127(a); and

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3. For each engine, or variable pitch propeller, a statement that the engine or
propeller has been subjected by the manufacturer to a final functional test, in
accordance with 21.128, and
4. Additionally in case of engines, a determination according to data provided by

the engine type-certificate holder that each completed engine is in compliance
with the applicable emissions requirements current at the date of manufacture
of the engine.
(c) Each manufacturer of such a product, part or appliance shall:
1. Upon the initial transfer by it of the ownership of such a product, part or

appliance; or
2. Upon application for the original issue of an aircraft certificate of
airworthiness; or
3. Upon application for the original issue of an airworthiness release document
for an engine, a propeller, a part or appliance,
present a current statement of conformity, for validation by DGCA approved

authorized signatory.

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SUBPART G — PRODUCTION ORGANISATION
APPROVAL FOR PRODUCTS, PARTS AND
APPLIANCES
21.131 Scope
This Subpart establishes:
(a) The procedure for the issuance of a production organization approval for a
production organization showing conformity of products, parts and appliances with
the applicable design data.
(b) The rules governing the rights and obligations of the applicant for, and holders of,
such approvals.
21.133 Eligibility
Any natural or legal person (‘organization’) shall be eligible as an applicant for an

approval under this Subpart. The applicant shall:
(a) justify that, for a defined scope of work, an approval under this Subpart is appropriate
for the purpose of showing conformity with a specific design; and
(b) hold an approval of that specific design; or
(c) have ensured, through an appropriate arrangement with the holder of an approval of
that specific design, satisfactory coordination between production and design.
(d) Possess design data for parts and appliances obtained through a licence agreement.
Note: In case production organization and Design organization are not company of India,
then prior to grant of production organization approval, there should be an agreement
acceptable to DGCA India and state of Design that the manufacturing organization
cooperates with the organization responsible for type design in assessing information on
the design, manufacture and operation of the aircraft, engine or propeller.
21.134 Application
Each application for a production organization approval shall be made to DGCA in form
CA-50, and shall include an outline of the information required by 21.143 and the terms
of approval requested to be issued under 21.151. An application for production
organization approval shall be submitted to DGCA along with requisite fees as
applicable.
21.135 Issue of production organization approval
An organization shall be entitled to have a production organization approval issued by
DGCA when it has demonstrated compliance with the applicable requirements under this
Subpart.
21.139 Quality System
(a) The production organization shall demonstrate that it has established and is able to
maintain a quality system. The quality system shall be documented. This quality
system shall be such as to enable the organization to ensure that each product, part
or appliance produced by the organization or by its partners, or supplied from or
subcontracted to outside parties, conforms to the applicable design data and is in
condition for safe operation and thus exercise the privileges set forth in21.163.
Issue II, Rev.7, 04th August, 2023 28

(b) The quality system shall contain:
1. As applicable within the scope of approval, control procedures for:

(i) Document issue, approval, or change.
(ii) Vendor and subcontractor assessment audit and control.
(iii) Verification that incoming products, parts, materials, and equipment,
including items supplied new or used by buyers of products, are as specified
in the applicable design data.
(iv) Identification and traceability.
(v) Manufacturing processes.
(vi) Inspection and testing, including production flight tests.
(vii) Calibration of tools, jigs, and test equipment.
(viii) Non-conforming item control.
(ix) Airworthiness coordination with the holder of the design approval.
(x) Records completion and retention.
(xi) Personnel competence and qualification.
(xii) Issue of airworthiness release documents.
(xiii) Handling, storage and packing.
(xiv) Internal quality audits and resulting corrective actions.
(xv) Work within the terms of approval performed at any location other than
the approved facilities.
(xvi) Work carried out after completion of production but prior to delivery, to
maintain the aircraft in a condition for safe operation.
(xvii) ‘Special Flight Permit’ operation and evaluation of associated flight
conditions under this operation, as per the procedures agreed with DGCA.
The control procedures need to include specific provisions for any critical parts.
2. An independent quality assurance function to monitor compliance with, and

adequacy of, the documented procedures of the quality system. This
monitoring shall include a feedback system to the person or group of persons
referred to in 21.145(c) (2) and ultimately to the manager referred to in
21.145(c) (1) to ensure, as necessary, corrective actions.
21.140 Safety Management System (SMS)
The production organization shall have a safety management system in accordance with
CAR Section 1 Series C Part 1.
21.143 Exposition
(a) The organization shall submit to DGCA a production organization exposition

providing the following information:
1. A statement signed by the accountable manager confirming that the

production organization exposition and any associated manuals which define
the approved organization’s compliance with this Subpart will be complied
with at all times.
Issue II, Rev.7, 04th August, 2023

29
2. The title(s) and names of managers accepted by DGCA in accordance with
21.145(c) (2).
3. The duties and responsibilities of the manager(s) as required by 21.145(c) (2)
including matters on which they may deal directly with DGCA on behalf of
the organization.
4. An organizational chart showing associated chains of responsibility of the
managers as required by 21.145(c) (1) and (2).
5. A list of certifying staff as referred to in 21.145(d).
6. A general description of man-power resources.
7. A general description of the facilities located at each address specified in the
production organization’s certificate of approval.
8. A general description of the production organization’s scope of work relevant
to the terms of approval.
9. The procedure for the notification of organizational changes to DGCA.
10. The amendment procedure for the production organization exposition.
11. A description of the quality system and the procedures as required by 21.139(b)
(1).
12. A list of those outside parties referred to in 21.139(a).
13. The procedure for safety management system is in place as per CAR Section
1 Series C Part 1.
(b) The production organization exposition shall be amended as necessary to remain

an up-to-date description of the organization, and copies of any amendments shall
be supplied to DGCA.
21.145 Approval requirements
The production organization shall demonstrate, on the basis of the information submitted
in accordance with 21.143 that:
(a) with regard to general approval requirements, facilities, working conditions,

equipment and tools, processes and associated materials, number and competence
of staff, and general organization are adequate to discharge obligations under
21.165.
(b) with regard to all necessary airworthiness, noise, fuel venting and exhaust
emissions data:
1. The production organization is in receipt of such data from DGCA, or from the
holder of the type-certificate, restricted type-certificate or design approval, to
determine conformity with the applicable design data.
2. The production organization has established a procedure to ensure that
airworthiness, noise, fuel venting and exhaust emissions data are correctly
incorporated in its production data.
3. Such data are kept up to date and made available to all personnel who need
access to such data to perform their duties.

30
(c) with regard to management and staff:
1. A manager has been nominated by the production organization, and is

accountable to the DGCA. His or her responsibility within the organization shall
consist of ensuring that all production is performed to the required standards and
that the production organization is continuously in compliance with the data and
procedures identified in the exposition referred to in 21.143.
2. A person or group of persons have been nominated by the production
organization to ensure that the organization is in compliance with the
requirements of this CAR, and are identified, together with the extent of their
authority. Such person(s) shall act under the direct authority of the accountable
manager referred to in subparagraph (1). The persons nominated shall be able to
show the appropriate knowledge, background and experience to discharge their
responsibilities.
3. Staff at all levels have been given appropriate authority to be able to discharge
their allocated responsibilities and that there is full and effective coordination
within the production organization in respect of airworthiness, noise, fuel
venting and exhaust emission data matters.
(d) with regard to certifying staff, authorized by the production organization to sign
the documents issued under 21.163 under the scope or terms of approval:
1. The knowledge, background (including other functions in the organization), and

experience of the certifying staff are appropriate to discharge their allocated
responsibilities.
2. The production organization maintains a record of all certifying staff which shall
include details of the scope of their authorization.
3. Certifying staff are provided with evidence of the scope of their authorization.
21.147 Changes to the approved production organization
(a) After the issue of a production organization approval, each change to the approved
production organization that is significant to the showing of conformity or to the
airworthiness and characteristics of noise, fuel venting and exhaust emissions of
the product, part or appliance, particularly changes to the quality system, shall be
approved by DGCA. An application for approval shall be submitted in writing to
DGCA and the organization shall demonstrate to DGCA before implementation of
the change that it will continue to comply with this Subpart.
(b) DGCA shall establish the conditions under which a production organization
approved under this Subpart may operate during such changes unless DGCA
determines that the approval should be suspended.
21.148 Changes of location
A change of the location of the manufacturing facilities of the approved production

organization shall be deemed of significance and therefore shall comply with 21.147.

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Except as a result of a change in ownership, which is deemed significant for the purposes
of 21.147, a production organization approval is not transferable.
21.151 Terms of approval
The terms of approval shall identify the scope of work, the products or the categories of
parts and appliances, or both, for which the holder is entitled to exercise the privileges
under 21.163.
Those terms shall be issued as part of a production organization approval.
21.153 Changes to the terms of approval
Each change to the terms of approval shall be approved by DGCA. An application for a
change to the terms of approval shall be made in a form and manner established by
DGCA. The applicant shall comply with the applicable requirements of this Subpart.
21.157 Investigations
A production organization shall make arrangements that allow DGCA to make any
investigations, including investigations of partners and subcontractors, necessary to
determine compliance and continued compliance with the applicable requirements of this
Subpart.
21.158 Findings
(a) When objective evidence is found showing non-compliance of the holder of a

production organization approval with the applicable requirements of this CAR,
the finding shall be classified as follows:
uncontrolled non-compliances with applicable design data and which could
affect the safety of the aircraft.
2. À level two finding is any non-compliance with this CAR which is not
classified as level one.
(b) A level three finding is any item where it has been identified, by objective evidence,
to contain potential problems that could lead to non-compliance under paragraph
(a).
(c) After receipt of notification of findings.
1. In case of a level one finding, the holder of the production organization

approval shall demonstrate corrective action to the satisfaction of DGCA
within a period of 7 working days, extendable up to maximum 21 working
days depending upon the complexity of the case after written confirmation of
the finding,
shall be within three months. In certain circumstances and subject to the nature
32
of the finding, DGCA may extend the period from three months to six months,
subject to a satisfactory corrective action plan agreed by the DGCA.
3. A level three finding shall not require immediate action by the holder of the
production organization approval.
(d) In case of level one or level two findings, the production organization approval
may be subject to a partial or full limitation, suspension or revocation. The holder
of the production organization approval shall provide confirmation of receipt of the
notice of limitation, suspension or revocation of the production organization
approval in a timely manner.
(a) A production organization approval shall be issued for a limited duration not
exceeding five years. It shall remain valid unless:
1. The production organization fails to demonstrate compliance with the

applicable requirements of this Subpart; or
2. DGCA is prevented by the holder or any of its partners or subcontractors to
perform the investigations in accordance with 21.157; or
3. There is evidence that the production organization cannot maintain satisfactory
control of the manufacture of products, parts or appliances under the
approval; or
4. The production organization no longer meets the requirements of 21.133; or
5. the certificate has been surrendered or revoked.
(b) Upon surrender or revocation, the certificate shall be returned to DGCA.
21.163 Privileges
Pursuant to the terms of approval issued under 21.135, the holder of a production
organization approval may:
(a) Perform production activities under this CAR.
(b) In the case of complete aircraft and upon presentation of a Statement of Conformity
(Form CA-52) under 21.174, obtain an aircraft certificate of airworthiness and a
noise certificate.
(c) In the case of other products, parts or appliances issue authorized release
certificates (Form CA-1).
(d) Maintain a new aircraft that it has produced and issue a certificate of release to
service (Form CA-53) in respect of that maintenance.
(e) Under the procedures agreed with DGCA, carry out the ‘Special Flight Permit’
operation and evaluation of flight condition for that operation.

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21.165 Obligations of the holder
The holder of a production organization approval shall:
(a) Ensure that the production organization exposition furnished in accordance with
21.143 and the documents, to which it refers, are used as basic working documents
within the organization.
(b) Maintain the production organization in conformity with the data and procedures
approved for the production organization approval.
(c) 1. Determine that each completed aircraft is airworthy prior to submitting
Statements of Conformity to the DGCA, or
2.Determine that other products, parts or appliances are complete and conform to
the approved design data and are in a condition for safe operation before issuing
Form CA-1 to certify conformity to approved design data and condition for safe
operation, and
3. Additionally in case of engines, determine that completed engine is in
compliance with the applicable emissions requirements on the date of manufacture
of the engine.
4. Determine that other products, parts or appliances conform to the applicable data
before issuing Form CA-1as a conformity certificate;
(d) Record all details of work carried out.
(e) Establish and maintain an internal occurrence reporting system in the interest of
safety, to enable the collection and assessment of occurrence reports in order to
identify adverse trends or to address deficiencies, and to extract reportable
occurrences. This system shall include evaluation of relevant information relating
to occurrences and the promulgation of related information.
(f) 1. Report to the holder of the type-certificate or design approval, all cases where
products, parts or appliances have been released by the production organization and
subsequently identified to have possible deviations from the applicable design data,
and investigate with the holder of the type-certificate or design approval in order
to identify those deviations which could lead to an unsafe condition.
2. Report to DGCA the deviations which could lead to an unsafe condition
identified according to subparagraph (1). Such reports shall be made in a form and
manner established by DGCA under 21.3A (b)(2) or accepted by DGCA.
3. Where the holder of the production organization approval is acting as a supplier
to another production organization, report also to that other organization all cases
where it has released products, parts or appliances to that organization and
subsequently identified them to have possible deviations from the applicable design
data.
(g) Provide assistance to the holder of the type-certificate or design approval in dealing
with any continuing airworthiness actions that are related to the products parts or
appliances that have been produced.

34
(h) Establish an archiving system incorporating requirements imposed on its partners,
suppliers and subcontractors, ensuring conservation of the data used to justify
conformity of the products, parts or appliances. Such data shall be held at the
disposal of DGCA and be retained in order to provide the information necessary to
ensure the continuing airworthiness of the products, parts or appliances.
(i) Where, under its terms of approval, the holder issues a certificate of release to
service, determine that each completed aircraft has been subjected to necessary
maintenance and is in condition for safe operation, prior to issuing the certificate
(j) Where applicable, under the privilege of 21.163 (e), determine the conditions under
which an operation under ‘Special Flight Permit’ can be performed.

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SUBPART H — AIRWORTHINESS
CERTIFICATES, SPECIAL CERTIFICATE OF
AIRWORTHINESS AND EXPORT CERTIFICATE
OF AIRWORTHINESS
21.171 Scope
This Subpart prescribes procedural requirements for the issue of Certificates of

Airworthiness, Special Certificates of Airworthiness, Export Certificate of Airworthiness
for new aircraft manufactured / assembled in India only.
21.172 Eligibility
Any natural or legal person under whose name an aircraft is registered or its
representative shall be eligible as an applicant for an airworthiness certificate for that
aircraft under this Subpart.
21.173 Classification
Airworthiness certificates shall be classified as follows:
(a) Certificates of airworthiness shall be issued to aircraft which conform to a type-

certificate that has been issued in accordance with this CAR.
(b) Special certificates of airworthiness shall be issued to aircraft:
1. which conform to a restricted type-certificate that has been issued in accordance

with this CAR; or
2. which have been shown to DGCA to comply with specific airworthiness codes
ensuring adequate safety.
21.174 Application
(a) Pursuant to 21.172, an application for an airworthiness certificate shall be made in

form CA-25.
(b) Each application for a certificate of airworthiness or special certificate of

airworthiness shall include the class of airworthiness certificate applied for with
regard to aircraft:
(1) A statement of conformity:

— issued under 21.163(b), or
— issued under 21.130
— or, for an imported aircraft, a statement signed by the exporting Authority that
the aircraft conforms to a design approved by the Authority/ Export Certificate
of Airworthiness.
(2) A weight and balance report with a loading schedule.
(3) The flight manual, when required by the applicable airworthiness code for the
particular aircraft.
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(c) Unless otherwise agreed, the statements referred to in subparagraphs (b)(1), shall
be issued no more than 60 days before presentation of the aircraft to DGCA.
(d) An application for airworthiness certificate shall be submitted to DGCA along with
the requisite fees as applicable.
21.175 Language
Placards related to public information shall be presented in bi-lingual, i.e. Hindi and
English. Placards not related to public information, manuals, listings, and instrument
markings and other necessary information required by applicable airworthiness codes
shall be presented in English only.
21.177 Amendment or modification
An airworthiness certificate may be amended or modified only by DGCA.
Where ownership of an aircraft has changed the certificate of airworthiness, or the special
certificate of airworthiness conforming to a restricted type-certificate only, shall be
transferred together with the aircraft;
21.180 Inspections
The holder of the airworthiness certificate shall provide access to the aircraft for which
that airworthiness certificate has been issued upon request by DGCA.
(a) An airworthiness certificate shall be issued for the period in accordance with the
regulation laid down in CAR Section 2 (Airworthiness), Series F, Part III. It shall
1. compliance with the applicable type-design and continuing airworthiness

requirements;(refer CAR Section 2 (Airworthiness), Series F, Part III ) and
2. the aircraft remaining on the Indian register; and
3. the type-certificate or restricted type-certificate under which it is issued not
being previously invalidated under 21.51.
4. the certificate not being surrendered.
21.182 Aircraft identification
Each applicant for an airworthiness certificate under this Subpart shall demonstrate that
its aircraft is identified in accordance with Subpart Q.

37
21.183 Issue of certificates of airworthiness for new aircraft
DGCA shall issue a certificate of airworthiness for new aircraft:

(i) Upon presentation of the documentation required by 21.174(b).
(ii) When the aircraft is airworthy. This may include inspections by DGCA.
21.184 Issue of special certificates of airworthiness for new aircraft
DGCA shall issue a special certificate of airworthiness for new aircraft:
(a) upon presentation of the documentation required by 21.174(b) demonstrating that

the aircraft conforms to a design approved by DGCA under a restricted type-
certificate or in accordance with specific airworthiness codes, and is in condition
for safe operation.
(b) Limitations for use will be associated with special certificates of airworthiness
including airspace restrictions as necessary to take account of deviations from
essential requirements for airworthiness laid down in the regulation.
21.185 Application for an Export Certificate of Airworthiness
(a) An application for an Export Certificate of Airworthiness must be made in a form

and manner acceptable to DGCA and be submitted to DGCA along with the
requisite fees as applicable.
(b) For each new aircraft, each application must include, or reference, as applicable-
(1) A Statement of Conformity

(2) A weight and Balance report, with a loading schedule when applicable in
accordance with the applicable CAR.
(3) A maintenance manual.
(4) Evidence of compliance with the applicable Airworthiness Directives. A
suitable notation must be made when such Directives are not complied with.
(5) When temporary installations are incorporated in an aircraft for the purpose of
export delivery, the applicable form must include a general description of the
installations together with a statement that the installation will be removed and
the aircraft restored to the approved configuration upon completion of the
delivery flight.
(6) A description of the methods used, if any, for the preservation and packaging of
such aircraft to protect them against corrosion and damage while in transit or
storage. The description must also indicate the duration of the effectiveness of
such methods.
(7) A Flight Manual.
(8) A statement as to the date on which any documents not made available at the
date of application are expected to be available.
(9) A statement as to the date when title passed or is expected to pass to a foreign
purchaser.

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21.186 Issue of Export Certificate of Airworthiness (for new aircraft)
(a) The DGCA issues an Export Certificate of Airworthiness if the applicant shows,
except as provided in sub-paragraph (b) of this paragraph, that
(1) The aircraft conforms to the Type Design acceptable to the importing Country.
(2) The aircraft has been produced under Subpart F and G of this CAR 21.
(3) The aircraft meets the additional requirements for import of the importing
country if they have been notified.
(4) All documents listed in CAR 21.185(b) have been submitted.
(5) The aircraft is identified in accordance with Subpart Q of this CAR 21.
(b) An aircraft need not meet a requirement specified in sub-paragraph (a) (1) to (4) of
this paragraph as applicable, if acceptable to the importing country and the
importing country indicates that acceptability.
NOTE: In case of ‘Export C of A’ for old aircraft, relevant requirements of CAR

Section 2 (Airworthiness) will be followed.
21.187 Use of Authorised Release Document for Export
(a) An Authorised Released Document may only be used in connection with the export
of a product other than aircraft, or a part or appliance, where-
(1) The Authorised Release Document has been issued in accordance with the
applicable CARs; and
(2) The product other than aircraft, or part or appliance, meets the additional
requirements for import of the importing country.
(b) A product other than aircraft, or part or appliance, need not meet a requirement
specified in sub-paragraph (a) of this paragraph if acceptable to the importing
country and the importing country indicates that acceptability.

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SUBPART I — NOISE CERTIFICATES
21.201 Scope
This Subpart establishes the procedure for issuing noise certificates.
21.202 Requirements
For the purpose of noise certification the aircraft designed, developed and operated in
India shall meet compliance with 21.18.
21.203 Eligibility
Any natural or legal person under whose name an aircraft is registered or will be
registered or its representative shall be eligible as an applicant for a noise certificate for
that aircraft under this Subpart.
21.204 Application
(a) Pursuant to 21.203, an application for a noise certificate shall be made along with
requisite fees as applicable in form CA2006-1.
(b) Each application shall include:

(i) A statement of conformity:
— issued under 21.163(b), or
— issued under 21.130,
— or, for an imported aircraft, a statement, signed by the exporting Authority
that the aircraft conforms to a design approved by the Authority and
(ii) The noise information determined in accordance with the applicable noise
requirements.
(c) Unless otherwise agreed, the statements referred to in subparagraphs (b), shall be
issued no more than 60 days before presentation of the aircraft to DGCA.
21.205 Issue of noise certificates
DGCA shall issues a noise certificate upon presentation of the documents required by
21.204(b).
21.207 Amendment or modification
A noise certificate may be amended or modified only by DGCA.
Where ownership of an aircraft has changed, the noise certificate shall be transferred
together with the aircraft.

21.210 Inspections
The holder of the noise certificate shall provide access to the aircraft for which that noise
certificate has been issued upon request by DGCA.
(a) A noise certificate shall be issued for an unlimited duration. It shall remain valid
subject to:
1. compliance with the applicable type-design, environmental protection and
continuing airworthiness requirements; and
2. the aircraft remaining on the Indian register; and
3. the type-certificate or restricted type-certificate under which it is issued not
being previously invalidated under 21.51.
4. the certificate not being surrendered.
(b) Upon surrender or revocation, the certificate shall be returned to DGCA
21.212 Investigations
(a) DGCA may perform inspection of the aircraft to justify the issuance, maintenance,
amendments, suspension or revocation of the certificate.
(b) DGCA shall examine the application and supporting documentation for the
following:
(i) evaluation of eligibility.
(ii) evaluation of documents received with the application.
(iii) inspection of aircraft
21.213 Suspension and revocation of a noise certificate
(a) Upon evidence that some of the condition specified in 21.211 (a) are not met, the
DGCA shall suspend or revoke the noise certificate.
(b) Upon issuance of notice of suspension or revocation of a noise certificate, DGCA
shall state the reasons for suspension and revocation.
(a) DGCA shall keep a record that allows adequate traceability of the process to issue,
maintain, amend, suspend or revoke each individual noise certificate.
(b) The record shall at least contain:

(i) the documents provided by the applicant;
(ii) the documents established during the investigation, in which the activities and
the final results defined in 21.212(b) including inspection of aircraft are stated.
(iii) a copy of the certificate including amendments.
(c) The records shall be archived for a minimum retention period of six years after
leaving the register.

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SUBPART JA — DESIGN ORGANISATION
APPROVAL - PRODUCTS OR CHANGES
TOPRODUCTS
21. A231 Scope
This Subpart establishes the procedure for the approval of design organizations designing
products, changes to products thereto and rules governing the rights and obligations of
applicants for, and holders of, such approvals.
21. A233 Eligibility

Any natural or legal person (‘organization’) shall be eligible as an applicant for an
approval under this Subpart
(a) in accordance with 21.14, 21.97 (a) (4), 21.112B, 21.432B or 21.602B; or
(b) for approval of minor changes or minor repair design, when requested for the
purpose of obtaining privileges under 21.A263.
21. A234 Application

Each application for a design organization approval under this Subpart shall be made
along with requisite fees as applicable in form CA-80A and shall include an outline of
the information required by 21.A243, and the terms of approval requested to be issued
under 21.A251.
21. A235 Issue of design organization approval

An organization shall be entitled to have a design organization approval issued by DGCA
when it has demonstrated compliance with the applicable requirements under this
Subpart.
21. A239 Design assurance system

(a) The design organization shall demonstrate that it has established and is able to
maintain a design assurance system for the control and supervision of the design,
and of design changes, of products covered by the application. This design
assurance system shall be such as to enable the organization:
1. To ensure that the design of the products or the design change thereof, comply
with the applicable type-certification basis and environmental protection
requirements; and
2. To ensure that its responsibilities are properly discharged in accordance with:
(i) The appropriate provisions of this CAR; and

(ii) The terms of approval issued under 21.A251.

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3. To independently monitor the compliance with, and adequacy of, the
documented procedures of the system. This monitoring shall include a feed-
back system to a person or a group of persons having the responsibility to ensure
corrective actions.
(b) The design assurance system shall include an independent checking function of the
showings of compliance on the basis of which the organization submits compliance
statements and associated documentation to DGCA.
(c) The design organization shall specify the manner in which the design assurance
system accounts for the acceptability of the parts or appliances designed or the tasks
performed by partners or subcontractor according to methods which are the subject
of written procedures.
21. A243 Data
(a) The design organization shall furnish a handbook to DGCA describing, directly or
by cross-reference, the organization, the relevant procedures and the products or
changes to products to be designed.
(b) Where any parts or appliances or any changes to the products are designed by
partner organizations or subcontractors, the handbook shall include a statement of
how the design organization is able to give, for all parts and appliances, the
assurance of compliance required by 21.A239 (b), and shall contain, directly or by
cross-reference, descriptions and information on the design activities and
organization of those partners or subcontractors, as necessary to establish this
statement.
(c) The handbook shall be amended as necessary to remain an up-to-date description

of the organization, and copies of amendments shall be supplied to DGCA.
(d) The design organization shall furnish a statement of the qualifications and
experience of the management staff and other persons responsible for making
decisions affecting airworthiness and environmental protection in the organization.
(e) The design organization shall furnish a SMS manual to DGCA describing, the
policies and procedures for managing safety, including the necessary
organizational structures, accountabilities for aeronautical products developed by
JA and parts or appliances designed or the tasks performed by partners or
subcontractor.
21. A245 Approval requirements
The design organization shall demonstrate, on the basis of the information submitted in
accordance with 21.A243 that, in addition to complying with 21.A239:
(a) The staff in all technical departments are of sufficient numbers and experience
and have been given appropriate authority to be able to discharge their allocated
Issue II, Rev.5, 13th September, 2018 46

responsibilities and that these, together with the accommodation, facilities and
equipment are adequate to enable the staff to achieve the airworthiness and
environmental protection objectives for the products.
(b) There is full and efficient coordination between departments and within
departments in respect of airworthiness and environmental protection matters.
(c) The design organization shall have a Safety Management System in accordance
with CAR Section 1, Series C, Part 1, with an aim to managing safety, including
the necessary organizational structures, accountabilities, policies and
procedures for aeronautical products developed by JA and parts or appliances
designed or the tasks performed by partners or subcontractor.
21. A247 Changes in design assurance system
After the issue of a design organization approval, each change to the design assurance
system that is significant to the showing of compliance or to the airworthiness and
environmental protection of the product shall be approved by DGCA. An application for
approval shall be submitted in writing to DGCA and the design organization shall
demonstrate to DGCA, on the basis of submission of proposed changes to the handbook,
and before implementation of the change, that it will continue to comply with this Subpart
after implementation.
21. A249 Transferability
Except as a result of a change in ownership, which is deemed significant for the purposes
of 21.A247, a design organization approval is not transferable.
21. A251 Terms of approval
The terms of approval shall identify the types of design work, the categories of products
for which the design organization holds a design organization approval and the functions
and duties that the organization is approved to perform in regard to the airworthiness and
characteristics of noise, fuel venting and exhaust emissions of products. For design
organization approval covering type-certification or ITSO authorization for Auxiliary
Power Unit (APU), the terms of approval shall contain in addition the list of products or
APU. Those terms shall be issued as part of a design organization approval.
21. A253 Changes to the terms of approval
Each change to the terms of approval shall be approved by DGCA. An application for a
change to the terms of approval shall be made in a form and manner established (Form
CA-82A) by DGCA. The design organization shall comply with the applicable
requirements of this Subpart.
21. A257 Investigations

(a) The design organization shall make arrangements that allow DGCA to make any
investigations, including investigations of partners and subcontractors, necessary

to determine compliance and continued compliance with the applicable
requirements of this Subpart.
(b) The design organization shall allow DGCA to review any report and make any
inspection and perform or witness any flight and ground test necessary to check the
validity of the compliance statements submitted by the applicant under 21.A239
(b).
21. A258 Findings

design organization approval with the applicable requirements of this CAR, the
finding shall be classified according to guidelines specified in enforcement circular
No. 1/2009 dated 01.09.2009 as follows:
uncontrolled non-compliances with applicable requirements and which could
lower the safety standard and hazards seriously the safety of the aircraft.
2. A level two finding is any non-compliance with this CAR which is not classified
as level one and which could lower the safety standard and possibly hazard the
safety of the aircraft.
(b) After receipt of notification of findings under the applicable administrative

procedures established by DGCA,
1. In case of a level one finding, the holder of the design organization approval
shall demonstrate/address the corrective action immediately to the satisfaction
of DGCA after written notification or confirmation of the finding;
shall be within a time not exceeding 30 days. In certain circumstances and
subject to the nature of the finding, where the organization has not implemented
the necessary corrective action within a period of 30 days, it may be granted a
further period of 15 days by the Regional head of office subject to notifying the
Head of Design Organization (HODO). The past performance of the
organization will be considered while granting the additional time period for
corrective action.
(c) Time period for compliance shall be counted from the next calendar day of the date
of raising the DRF (Deficiency Reporting Forms).
(d) Where no reasonable and justified reasons are assigned for non-implementation of
the corrective action plan within the time frame agreed upon with DGCA office,
necessary enforcement action will be initiated against the organization or the
person responsible for non-compliance as the case may be.
21. A259 Duration and continued validity
(a) A design organization approval shall be issued for a limited period of not exceeding
five years. It shall remain valid unless:
1. the design organization fails to demonstrate compliance with the applicable
requirements of this Subpart; or

2. DGCA is prevented by the holder or any of its partners or subcontractors to
perform the investigations in accordance with 21.A257; or
3. there is evidence that the design assurance system cannot maintain satisfactory
control and supervision of the design of products or changes thereof under the
approval; or
4. the certificate has been surrendered or revoked under the applicable
21. A263 Privileges
(a) The holder of a design organization approval shall be entitled to perform design
activities under this CAR and within its scope of approval.
(b) Subject to 21.A257(b), the DGCA shall accept with further verification the
following compliance documents submitted by the applicant for the purpose of
obtaining:
1. the approval of flight conditions required for a Special Flight Permit ;or.
2. a type-certificate or approval of a major change to a type design/type
certificate; or
3. a supplemental type-certificate; or
4. an ITSO authorization under point 21.602B(b)(1);or
5. a major repair design approval;
(c) The holder of a design organization approval shall be entitled, within its terms of
approval and under the relevant procedures of the design assurance system:
1. to classify changes to type design/type certificate and repairs as ‘major’ or

‘minor’ as per the procedures agreed with DGCA
2. to approve minor changes to type design/type certificate and minor repairs
3. to issue information or instructions containing the following statement: ‘The
technical content of this document is approved under the authority of DOA ref.
[DGCA]. 21JA. [xyz].’
4. to approve documentary changes to the aircraft flight manual and supplements,
and issue such changes containing the following statement: ‘Revision nr. xx
to AFM and supplement ref. yyy, is approved under the authority of DOA ref.
[DGCA].21JA.[xyz].’ , as per the procedures agreed with DGCA).
5. to propose the design of major repairs to products or Auxiliary Power Unit for
which it holds the type-certificate or the supplemental type-certificate or ITSO
authorisation, as per the procedures agreed with DGCA..
6. to evaluate and propose the conditions under which a operation under ‘Special
Flight Permit’ can be carried out in accordance with the agreement with
DGCA.
7. (Reserved)

21. A265 Obligations of the holder
The holder of a design organization approval shall:

(a) Maintain the handbook in conformity with the design assurance system;
(b) Ensure that this handbook is used as a basic working document within the
organization;
(c) Determine that the design of products, or changes or repairs thereof, as applicable,
complies with applicable requirements and have no unsafe feature;
(d) For all changes or repairs, provide to DGCA statements and associated
documentation confirming compliance with paragraph (c);
(e) Provide to DGCA information or instructions related to required actions under
21.3B.

SUBPART JB — DESIGN ORGANISATION
APPROVAL – PARTS & APPLIANCES
21. B231 Applicability
This Subpart prescribes procedural requirements for the approval of design organizations
designing parts and appliances or changes thereto and requirements governing the
holders of such approvals.
21. B233 Eligibility
DGCA will only accept an application for a Design Organization Approval covering the
Design of parts or appliances, or changes thereof, if DGCA agrees that such an approval
is appropriate for the purpose of assisting applicants for or holders of Type Certificates
in showing compliance with the applicable airworthiness requirements.
21. B234 Application
Each application for a Design Organization Approval must be made along with requisite
fees as applicable in Form CA-80B and must include an outline of the information
required by 21.B243 and the Terms of Approval requested to be issued under 21.B251.
21. B235 Requirements for issue
DGCA issues a Design Organization Approval when it is satisfied that compliance has
been shown with the applicable requirements of this Subpart.
21. B239 Design Assurance System
(a) The applicant must show that the Organization has established and can maintain a
Design Assurance System for the control and supervision of the design, and of
design changes, of parts and appliances covered by the application. This Design
Assurance System must be such as to enable the Organization -
(1) To assist the applicant for a Type Certificate in the manner specified in
21.A239(c), in ensuring that the design of the parts and appliances, or the
design change thereof, comply with the applicable requirements; and
(2) To ensure that its responsibilities are properly discharged in accordance with –
(i) The appropriate regulations of this CAR-21; and
(ii) The Terms of Approval issued under 21.B251.
(3) To independently monitor the compliance with, and adequacy of, the
documented procedures of the system. This monitoring must include a feed-
back system to a person or a group of persons having the responsibility to
ensure corrective actions.
(b) The Design Assurance System must include an independent checking function of
the showings of compliance.
Issue II, Rev.2, 28th September 2011

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(c) The applicant must specify the manner in which the Design Assurance System
accounts for the acceptability of the parts or appliances designed or the tasks
performed by partners or sub-contractors according to methods, which are the
subject of written procedures.
21. B243 Data Requirements
(a) The applicant must furnish a handbook to DGCA, which must describe either
directly, or by cross-reference the Organization, the relevant procedures and the
parts and appliances or changes thereto, to be designed.
(b) Where any parts or appliances or any changes to the products are designed by
partner organizations or subcontractors of the applicant, the handbook must include
a statement of how the applicant will be able to give, for all parts and appliances
the assurance of compliance required by 21.B239(b), and must contain, directly or
by cross- reference, descriptions and information on the design activities and
organization of those partners and subcontractors, as necessary to establish this
statement.
(c) The handbook shall be amended as necessary to remain an up-to-date description

of the Organization, and copies of amendments shall be supplied to DGCA.
(d) The applicant must furnish a statement of the qualifications and experience of the
management staff and other persons responsible for making decisions affecting
airworthiness in the Organization.
21. B245 Requirements for Approval
The information submitted in accordance with 21.B243 must show that, in addition to
complying with 21.B239.
(a) The staff in all technical departments is of sufficient numbers and experience and
has been given appropriate authority to be able to discharge their allocated
responsibilities and that these, together with the accommodation, facilities and
equipment are adequate to enable the staff to achieve the airworthiness objectives
for the part or appliance.
(b) There is full and efficient co-ordination between departments and within
departments in respect to airworthiness matters.
21. B247 Changes in Design Assurance System

After the grant of a Design Organization Approval, each change to the Design Assurance
System that is significant to the showing of compliance must be approved by DGCA. An
application for approval shall be submitted in writing to DGCA and the Design
Organization shall show, to the satisfaction of DGCA, on the basis of submission of
proposed changes to the handbook, and before implementation of the change, that it will
continue to comply with 21.B245, after implementation.
Issue II, Rev. 6, 23rd November, 2020

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21. B249 Transferability
Except for a change in ownership of the Organization, which must be regarded as a
change of significance, and must therefore comply with 21.B247, a Design Organization
Approval is not transferable.
21. B251 Terms of Approval
Terms of Approval are issued as part of a design organization Approval. This lists the
types of design work and the categories of the parts or appliances for which the design
organization holds a Design Organization Approval, and the functions and duties that the
Organization is approved to perform in regard to the airworthiness of parts or appliances.
21. B253 Change to the Terms of Approval
Each change to the Terms of Approval must be approved by DGCA. Application for a
change to the Terms of Approval must be made in writing to DGCA. The applicant must
comply with the applicable requirements of this Subpart.
21. B257 Investigations
Each holder of, or applicant for, a Design Organization Approval shall make
arrangements that allow DGCA to make any investigations necessary to determine
compliance with the applicable regulations in this Subpart.
21. B258 Findings

design organization approval with the applicable requirements of this CAR, the
finding shall be classified according to guidelines specified in enforcement circular
No. 1/2009 dated 01.09.2009 as follows:
uncontrolled non-compliances with applicable requirements and which could
lowers the safety standard and hazards seriously the safety of the aircraft.
2. A level two finding is any non-compliance with this CAR which is not
classified as level one and which could lower the safety standard and possibly
hazard the safety of the aircraft.
(b) After receipt of notification of findings under the applicable administrative

procedures established by DGCA,
1. In case of a level one finding, the holder of the design organization approval
shall demonstrate/address the corrective action immediately to the satisfaction
of DGCA after written notification or confirmation of the finding;
shall be within a time not exceeding 30 days. In certain circumstances and
subject to the nature of the finding, where the organization has not
implemented the necessary corrective action within a period of 30 days, it may
be granted a further period of 15 days by the Regional head of office subject

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to notifying the Head of Design Organization (HODO). The past performance
of the organization will be considered while granting the additional time period
for corrective action.
(c) Time period for compliance shall be counted from the next calendar day of the date
of raising the DRF (Deficiency Reporting Forms).
(d) Where no reasonable and justified reasons are assigned for non-implementation of
the corrective action plan within the time frame agreed upon with DGCA office,
necessary enforcement action will be initiated against the organization or the
person responsible for non-compliance as the case may be.
21. B259 Duration
(a) A Design Organization Approval remains valid for a maximum period of five years
unless-
(1) Surrendered by the holder of the Design Organization Approval; or

(2) Suspended or revoked by DGCA; or
(3) The end of a specified duration; or
(4) A termination date otherwise established by DGCA.
(b) DGCA may restrict, suspend or revoke a Design Organization Approval if it -
(1) Finds that the Organization does not comply with the applicable requirements
of this Subpart; or
(2) Is prevented by the holder or any of its sub-contractors to perform the
investigations in accordance with 21.B257; or
(3) Finds evidence that the Design Assurance System cannot maintain satisfactory
control and supervision of the design of parts and appliances, or changes
thereof, under the approval.
21. B265 Responsibility of Holder of Design Organization Approval
The holder of a Design Organization Approval shall –
(a) Maintain the handbook in conformity with the Design Assurance System.
(b) Ensure that this handbook is used as a basic working document within the
Organization.

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SUBPART K — PARTS AND APPLIANCES
21.301 Scope
This Subpart establishes the procedure relating to the approval of parts and appliances.
21.303 Compliance with applicable requirements
The showing of compliance of parts and appliances to be installed in a type-certificated

product shall be made:
(a) In conjunction with the type-certification procedures of Subpart B, D or E for the

product in which it is to be installed; or
(b) Where applicable, under the ITSO authorization procedures of Subpart O; or
(c) In the case of standard parts, in accordance with officially recognized Standards.
21.305 Approval of parts and appliances
In all cases where the approval of a part or appliance is explicitly required by DGCA, the
part or appliance shall comply with the applicable ITSO or with the specifications
recognized as equivalent by DGCA in the particular case.
21.307 Release of parts and appliances for installation
No part or appliance (except a standard part), shall be eligible for installation in a type-
certificated product unless it is:
(a) Accompanied by an authorized release certificate (Form CA-1), certifying that the
item is airworthy; and
(b) Marked in accordance with Subpart Q.

51
SUBPART L — NOT APPLICABLE

52
SUBPART M — REPAIRS
21.431 Scope
(a) This Subpart establishes the procedure for the approval of repair design, and
establishes the rights and obligations of the applicants for, and holders of, those
approvals.
(b) A ‘repair’ means elimination of damage and/or restoration to an airworthy condition

following initial release into service by the manufacturer of any product, part or
appliance.
(c) Elimination of damage by replacement of parts or appliances without the necessity

for design activity shall be considered as a maintenance task and shall therefore
requires no approval under this CAR.
(d) A repair to an ITSO article other than an Auxiliary Power Unit (APU) shall be treated
as a change to the ITSO design and shall be processed in accordance with 21.611.
21.432A Eligibility
(a) Any natural or legal person that has demonstrated, or is in the process of
demonstrating, its capability under 21.432B, shall be eligible as an applicant for a
major repair design approval under the conditions laid down in this Subpart.
(b) Any natural or legal person shall be eligible to apply for approval of a minor repair
design.

(a) An applicant for a major repair design approval shall demonstrate its capability by
holding a design organization approval, issued by DGCA in accordance with Subpart
JA.
(b) By way of derogation from paragraph (a), as an alternative procedure to demonstrate

its capability, an applicant may seek DGCA agreement for the use of procedures
setting out the specific design practices, resources and sequence of activities
necessary to comply with this Subpart.
21.433 Repair design
(a) The applicant for approval of a repair design shall:
1. Show compliance with the type-certification basis and environmental protection

requirements incorporated by reference in the type-certificate or supplemental
type-certificate or APU ITSO authorisation, as applicable, or those in effect on
the date of application (for repair design approval), plus any amendments to those
airworthiness codes or special conditions DGCA finds necessary to establish a
level of safety equal to that established by

53
the type-certification basis incorporated by reference in the type-certificate or
supplemental type-certificate or APU ITSO authorisation.
2. Submit all necessary substantiation data, when requested by DGCA.
3. Declare compliance with the airworthiness codes and environmental protection
requirements of subparagraph (a)(1).
(b) Where the applicant is not the type-certificate or supplemental type-certificate or

APU ITSO authorisation holder, as applicable, the applicant may comply with the
requirements of paragraph (a) through the use of its own resources or through an
arrangement with the type-certificate or supplemental type-certificate or APU ITSO
authorisation holder as applicable.
21.435 Classification of repairs
(a) A repair may be ‘major’ or ‘minor’. The classification shall be made in accordance
with the criteria of 21.91 for a change in the type design/type certificate.
(b) A repair shall be classified ‘major’ or ‘minor’ under paragraph (a) either:
1. By DGCA, or
2. By an appropriately approved design organization under a procedure agreed
with DGCA.
21.437 Issue of a repair design approval
When it has been declared and has been shown that the repair design meets the applicable
airworthiness codes and environmental protection requirements of 21.433(a) (1), it shall
be approved:
(a) by DGCA, or
(b) (Reserved)
(c) for minor repairs only, by an appropriately approved design organization under a
procedure agreed with DGCA.
21.439 Production of repair parts
Parts and appliances to be used for the repair shall be manufactured in accordance with
production data based upon all the necessary design data as provided by the repair design
approval holder:
(a) Under Subpart F, or
(b) By an organization appropriately approved in accordance with Subpart G, or
(c) By an appropriately approved maintenance organization.

54
21.441 Repair embodiment
(a) The embodiment of a repair shall be made by an appropriately approved maintenance

organization, or by a production organization appropriately approved in accordance
with Subpart G, under 21.163 privileges.
(b) The design organization shall transmit to the organization performing the repair all
the necessary installation instructions.
21.443 Limitations
A repair design may be approved subject to limitations, in which case the repair design
approval shall include all necessary instructions and limitations. These instructions and
limitations shall be transmitted by the repair design approval holder to the operator in
accordance with a procedure agreed with DGCA.
21.445 Un-repaired damage
(a) When a damaged product, part or appliance, is left un-repaired, and is not covered
by previously approved data, the evaluation of the damage for its airworthiness
consequences may only be made;
1. by DGCA, or
2. by an appropriately approved design organization under a procedure agreed with
DGCA.
Any necessary limitations shall be processed in accordance with the procedures of

21.443.
(b) Where the organization evaluating the damage under paragraph (a) is neither DGCA
nor the type-certificate or supplemental type-certificate or APU ITSO authorisation
holder, this organization shall justify that the information on which the evaluation is
based is adequate either from its organization’s own resources or through an
arrangement with the type-certificate or supplemental type-certificate or APU ITSO
authorisation holder, or manufacturer, as applicable.
For each repair, all relevant design information, drawings, test reports, instructions and
limitations possibly issued in accordance with 21.443, justification for classification and
evidence of the design approval, shall:
(a) be held by the repair design approval holder at the disposal of DGCA, and
(b) be retained by the repair design approval holder in order to provide the information
necessary to ensure the continued airworthiness of the repaired products, parts or
appliances.

55
(a) The holder of the repair design approval shall furnish at least one complete set of
those changes to the instructions for continued airworthiness which result from the
design of the repair, comprising descriptive data and accomplishment instructions
prepared in accordance with the applicable requirements, to each operator of
aircraft incorporating the repair. The repaired product, part or appliance may be
released into service before the changes to those instructions have been
completed, but this shall be for a limited service period, and in agreement with
DGCA. Those changes to the instructions shall be made available on request to any
other person required to comply with any of the terms of those changes to the
instructions. The availability of some manual or portion of the changes to the
instructions for continued airworthiness, dealing with overhaul or other forms of
heavy maintenance, may be delayed until after the product has entered into service,
but shall be available before any of the products reaches the relevant age or flight
— hours/cycles.
(b) If updates to those changes to the instructions for continued airworthiness are
issued by the holder of the repair design approval after the repair has been first
approved, these updates shall be furnished to each operator and shall be made
available on request to any other person required to comply with any of the terms
of those changes to the instructions. A programme showing how updates to the
changes to the instructions for continued airworthiness are distributed shall be
submitted to DGCA.
registries.

21.451 Obligation
(a) Each holder of a major repair design approval shall:
1. undertake the obligations:
(i) laid down in 21.3A, 21.3B, 21.4, 21.439, 21.441, 21.443, 21.447 and 21.449;
(ii) implicit in the collaboration with the type-certificate or supplemental type-
certificate or APU ITSO authorisation holder, or both, under 21.433 (b), as
appropriate.
2. specify the marking, in accordance with 21.804(a).
(b) Except for type-certificate holders or APU ITSO authorisation holder for which
21.44 apply, the holder of a minor repair design approval shall:
56
1. undertake the obligations laid down in 21.4, 21.447 and 21.449; and
2. specify the marking, including IPA letters, in accordance with 21.804(a).

57
SUBPART N — NOT APPLICABLE

58
SUBPART O — INDIAN TECHNICAL STANDARD
ORDER AUTHORISATION
21.601 Scope
(a) This Subpart establishes the procedure for issuing Indian Technical Standard Order
authorization and the rules governing the rights and obligations of applicants for, or
holders of, such authorizations.
(b) An article produced under an ITSO authorization is an approved article for the
purpose of Subpart K.
21.602A Eligibility
Any natural or legal person that produces or is preparing to produce an ITSO article, and
that has demonstrated, or is in the process of demonstrating, its capability under 21.602B
shall be eligible as an applicant for an ITSO authorization.
Any applicant for an ITSO authorization shall demonstrate its capability as follows:
(a) For development of prototype(s)/test platform(s)/test specimen(s), in line with the

provision specified either in Subpart F or as may be specified by DGCA without any
fees.
(b) for production, by holding a production organization approval, issued in accordance

with Subpart G, or through compliance with Subpart F procedures; and
(c) for design:
1. for an Auxiliary Power Unit, by holding a design organization approval, issued

by DGCA in accordance with Subpart JA;
2. for all other articles, by using procedures setting out the specific design practices,
resources and sequence of activities necessary to comply with this subpart.
21.603 Application
(a) An application for an ITSO authorization shall be made along with requisite fees as
applicable in form CA-34 and shall include an outline of the information required by
21.605.
(b) When a series of minor changes in accordance with 21.611 is anticipated, the
applicant shall set forth in its application the basic model number of the article and
the associated part numbers with open brackets after it to denote that suffix change
letters or numbers (or combinations of them) will be added from time to time.
(c) Subpart M is applicable to the approval of repair design.

59
21.604 ITSO Authorization for an Auxiliary Power Unit (APU)
With regard to ITSO authorization for an Auxiliary Power Unit:
(a) 21.15, 21.16B, 21.17, 21.20, 21.21, 21.31, 21.33, 21.44 shall apply by way of
derogation from 21.603, 21.606(c), 21.610 and 21.615, except that an ITSO
Authorization shall be issued in accordance with 21.606 instead of the type-
certificate;
(b) Subpart D or Subpart E of CAR 21 is applicable for the approval of design changes
by way of derogation from 21.611. When Subpart E is used, a separate ITSO
authorization shall be issued instead of a supplemental type-certificate.
21.605 Data requirements
The applicant shall submit the following documents, to DGCA:
(a) A statement of compliance certifying that the applicant has met the requirements of
this Subpart.
(b) A Declaration of Design and Performance (DDP).
(c) One copy of the technical data required in the applicable ITSO.
(d) The exposition (or a reference to the exposition) referred to in 21.143 for the purpose
of obtaining an appropriate production organization approval under Subpart G or the
manual (or a reference to the manual) referred to in 21.125A(b) for the purpose of
manufacturing under Subpart F without production organization approval.
(e) For an APU, the handbook (or a reference to the handbook) referred to in 21.A243
for the purpose of obtaining an appropriate design organization approval under
Subpart JA.
(f) for all other articles, the procedures referred to in 21.602B(b)(2).
21.606 Issue of ITSO authorization
The applicant shall be entitled to have an ITSO authorization issued by DGCA after:
(a) demonstrating its capability in accordance with 21.602B; and
(b) demonstrating that the article complies with the technical conditions of the
applicable ITSO, and submitting the corresponding statement of compliance.
(c) showing that it is able to comply with 21.609.

60
21.607 ITSO authorization privileges
The holder of an ITSO authorization is entitled to produce and mark the article with the
appropriate ITSO marking.
21.608 Declaration of Design and Performance (DDP)
(a) The DDP shall contain at least the following information:
1. Information corresponding to 21.31(a) and (b), identifying the article and its
design and testing standard.
2. The rated performance of the article, where appropriate, either directly or by
reference to other supplementary documents.
3. A statement of compliance certifying that the article has met the appropriate
ITSO.
4. Reference to relevant test reports.
5. Reference to the appropriate Maintenance, Overhaul and Repair Manuals.
6. The levels of compliance, where various levels of compliance are allowed by
the ITSO.
7. List of deviations accepted in accordance with 21.610.
(b) The DDP shall be endorsed with the date and signature of the holder of the ITSO
authorization, or its authorized representative.
21.609 Obligations of holders of ITSO authorizations
The holder of an ITSO authorization under this Subpart shall:
(a) Manufacture each article in accordance with Subpart G or Subpart F that ensures
that each completed article conforms to its design data and is safe for installation;
(b) Prepare and maintain, for each model of each article for which an ITSO
authorization has been issued, a current file of complete technical data and records
in accordance with 21.613;
(c) Prepare, maintain and update master copies of all manuals required by the
applicable airworthiness specifications for the article;
(d) Make available to users of the article and to DGCA on request those maintenance,
overhaul and repair manuals necessary for the usage and maintenance of the article,
and changes to those manuals;
(e) Mark each article in accordance with 21.807; and
(f) Comply with 21.3A, 21.3B and 21.4.
(g) Continue to meet the qualification requirements of 21.602B.

61
21.610 Approval for deviation
(a) Each manufacturer who requests approval to deviate from any performance
standard of an ITSO shall demonstrate that the standards from which a deviation is
requested are compensated for by factors or design features providing an equivalent
level of safety.
(b) The request for approval to deviate, together with all pertinent data, shall be
submitted to DGCA.
21.611 Design changes
(a) The holder of the ITSO authorization may make minor design changes (any change
other than a major change) as per the procedures agreed with DGCA. In this case,
the changed article keeps the original model number (part number changes or
amendments shall be used to identify minor changes) and the holder shall forward
to DGCA any revised data that are necessary for compliance with 21.603(b).
(b) Any design change by the holder of the ITSO authorization that is extensive enough
to require a substantially complete investigation to determine compliance with an
ITSO is a major change. Before making such a change, the holder shall assign a
new type or model designation to the article and apply for a new authorization
under 21.603.
(c) No design change by any natural or legal person other than the holder of the ITSO
authorization who submitted the statement of compliance for the article is eligible
for approval under this Subpart O unless the person seeking the approval applies
under 21.603for a separate ITSO authorization.
Further to the record keeping requirements appropriate to or associated with the quality
system, all relevant design information, drawings and test reports, including inspection
records for the article tested, shall be held at the disposal of DGCA and shall be retained
in order to provide the information necessary to ensure the continued airworthiness of
the article and of the type-certificated product in which it is fitted.
21.615 Inspection by DGCA
Upon a request of DGCA, each applicant for, or holder of an ITSO authorization for an
article shall allow DGCA to:
(a) Witness any tests.
(b) Inspect the technical data files on that article.

62
(a) An ITSO authorization shall be issued for an unlimited period. It shall remain valid
unless:
1. the conditions required when ITSO authorization was granted are no longer
being observed; or
2. the obligations of the holder specified in 21.609 are no longer being
discharged; or
3. the article has proved to give rise to unacceptable hazards in service; or
4. the authorization has been surrendered or revoked under the applicable
Except for a change in ownership of the holder, which shall be regarded as a change of
significance, and shall therefore comply with 21.147, 21.A247 and 21.B247 as
applicable, an ITSO authorization issued under this CAR is not transferable.

63
SUBPART P — SPECIAL FLIGHT PERMIT
21.701 Scope
(a) Special flight permit shall be issued in accordance with this Subpart to aircraft that
do not meet, or have not been shown to meet, applicable airworthiness
requirements but are capable of safe flight under defined conditions and for the
following purposes:
1. development;
2. showing compliance with regulations or airworthiness codes;
3. design organizations or production organizations crew training;
4. production flight testing of new production aircraft;
5. flying aircraft under production between production facilities;
6. Conducting customer demonstration flights of new production aircraft that
have satisfactorily completed production test flights;
7. delivering or exporting the aircraft;
8. flying the aircraft for DGCA acceptance;
9. market survey, including customer’s crew training;
10. exhibition and air show;
11. flying the aircraft to a location where repair, alteration, or maintenance or
airworthiness review are to be performed, or to a place of storage in case of
a suspended or deemed to be suspended Certificate of Airworthiness/ Special
Certificate of Airworthiness;
12. flying an aircraft at a weight in excess of its maximum certificated takeoff
weight for flight beyond the normal range over water, or over land areas
where adequate landing facilities or appropriate fuel is not available; The
excess weight authorised under this clause shall be limited to additional fuel,
fuel tanks and navigational equipment necessary for flight.
13. record breaking, air racing or similar competition;
14. flying aircraft meeting the applicable airworthiness requirements before
conformity to the environmental requirements has been found;`
15. for non-commercial flying activity on individual non-complex aircraft or
types for which a certificate of airworthiness or special certificate of
airworthiness is not appropriate.
16. Evacuating aircraft from areas of impending danger.
17. Flights under modification or repair.
(b) This subpart establishes procedure for issuing Special Flight Permit and approving
associated flight conditions, and establishes the rights and obligations of the
applicants for, and holders of, those permits and approvals of flight conditions.
21.703 Eligibility
(a) Any natural or legal person shall be eligible as an applicant for a Special Flight
Permit except for a Special Flight Permit requested for the purpose of 21.701(a)(15)
where the applicant shall be the owner.
(b) Any natural or legal person shall be eligible for application for the approval of the
flight conditions from DGCA.
21.707Application for Special Flight Permit
64
(a) Pursuant to 21.703, an application for a Special Flight Permit shall be made to
DGCA in form CA-22.
(b) Each application for a Special Flight Permit shall include:
1. the purpose(s) of the flight(s), in accordance with 21.701;

2. the ways in which the aircraft does not comply with the applicable
airworthiness requirements;
3. the flight conditions approved in accordance with 21.710.
(c) Where the flight conditions are not approved at the time of application for a Special
Flight Permit, an application for approval of the flight conditions shall be made in
accordance with 21.709.
21.708 Flight conditions
Flight conditions include:
(a) the configuration(s) for which the Special Flight Permit is requested;
(b) any condition or restriction necessary for safe operation of the aircraft, including:
1. the conditions or restrictions put on itineraries or airspace, or both, required for

the flight(s);
2. the conditions and restrictions put on the flight crew to fly the aircraft;
3. the restrictions regarding carriage of persons other than flight crew;
4. the operating limitations, specific procedures or technical conditions to be met;
5. the specific flight test programme (if applicable);
6. the specific continuing airworthiness arrangements including maintenance
instructions and regime under which they will be performed;
(c) the substantiation that the aircraft is capable of safe flight under the conditions or
restrictions of subparagraph (b);
(d) the method used for the control of the aircraft configuration, in order to remain
within the established conditions.
21.709 Application for approval of flight conditions
(a) Pursuant to 21.707(c), an application for approval of the flight conditions shall be
made to DGCA in form CA-21;
(b) Each application for approval of the flight conditions shall include:
1. the proposed flight conditions;

2. the documentation supporting these conditions; and
3. a declaration that the aircraft is capable of safe flight under the conditions or
restrictions of paragraph 21.708(b).

65
21.710 Approval of flight conditions
(a) All the flight conditions related or not related to safety of design shall be approved
by DGCA;
(b) Before approving the flight conditions, DGCA must be satisfied that the aircraft is
capable of safe flight under the specified conditions and restrictions. DGCA may
make or require the applicant to make any necessary inspections or tests for that
purpose.
21.711 Issue of a Special Flight Permit
(a) DGCA shall issue a Special Flight Permit:
1. upon presentation of the data required by 21.707; and

2. when the conditions of 21.708 have been approved in accordance with 21.710;
and
3. when DGCA, through its own investigations, which may include inspections,
or through procedures agreed with the applicant, is satisfied that the aircraft
conforms to the design defined under 21.708 before flight.
(b) (Reserved)
(c) An appropriately approved production organization may carry out a Special Flight
Permit operation under the privilege granted under 21.163(e), when the conditions
of 21.708have been approved in accordance with 21.710and under the procedures
agreed with DGCA.
(d) The Special Flight Permit shall specify the purpose(s) and any conditions and
restrictions approved under 21.710.
21.713 Changes
(a) Any change that invalidates the flight conditions or associated substantiation
established for the Special Flight Permit shall be approved in accordance with
21.710. When relevant an application shall be made in accordance with 21.709.
(b) A change affecting the content of the Special Flight Permit requires the issuance of
a new Special Flight Permit in accordance with 21.711.
21.715 Language
Placards related to public information shall be presented in bi-lingual, i.e. Hindi and
English. Placards not related to public information, manuals, listings, and instrument
markings and other necessary information required by applicable airworthiness codes
shall be presented in English only.
(a) A Special Flight Permit is not transferable.

66
21.721 Inspections
The holder of, or the applicant for, a Special Flight Permit shall provide access to the
aircraft concerned at the request of DGCA
(a) A Special Flight Permit shall be issued for a maximum of 12 months and shall
1. compliance with the conditions and restrictions of 21.711(d) associated to the

Special Flight Permit;
2. the Special Flight Permit not being surrendered or revoked.
3. the aircraft remaining on the same register.
(b) Upon surrender or revocation, the Special Flight Permit shall be returned to DGCA
21.725 Renewal of Special Flight Permit
Renewal of the Special Flight Permit shall be processed as a change in accordance with
21.713.
21.727 Obligations of the holder of a Special Flight Permit
The holder of a Special Flight Permit shall ensure that all the conditions and restrictions
associated with the Special Flight Permit are satisfied and maintained.
21.729 Recordkeeping
(a) All documents produced to establish and justify the flight conditions shall be held
by the holder of the approved organization at the disposal of DGCA and shall be
retained in order to provide the information necessary to ensure the continued
airworthiness of the aircraft.
(b) All documents associated to Special Flight Permit operation including inspection
records, documents supporting the approval of flight conditions and the Special
Flight Permit itself, shall be held by the related approved organization at the
disposal of DGCA and shall be retained in order to provide the information
necessary to ensure the continued airworthiness of the aircraft.

67
SUBPART Q — IDENTIFICATION OF PRODUCTS,
PARTS AND APPLIANCES
21.801 Identification of products
(a) The identification of products shall include the following information:
1. Manufacturer's name.
2. Product designation.
3. Manufacturer's Serial number.
4. Any other information DGCA finds appropriate.
(b) Any natural or legal person that manufactures an aircraft or engine under Subpart G
or Subpart F shall identify that aircraft or engine by means of a fireproof plate that
has the information specified in paragraph (a) marked on it by etching, stamping,
engraving, or other approved method of fireproof marking. The identification plate
shall be secured in such a manner that it is accessible and legible, and will not likely
be defaced or removed during normal service, or lost or destroyed in an accident.
(c) Any natural or legal person that manufactures a propeller, propeller blade, or
propeller hub under Subpart G or Subpart F shall identify it by means of a plate,
stamping, engraving, etching or other approved method of fireproof identification
that is placed on it on a non-critical surface, contains the information specified in
paragraph (a), and will not likely be defaced or removed during normal service or
lost or destroyed in an accident.
(d) For manned balloons, the identification plate prescribed in paragraph (b) shall be
secured to the balloon envelope and shall be located, if practicable, where it is legible
to the operator when the balloon is inflated. In addition, the basket and any heater
assembly shall be permanently and legibly marked with the manufacturer's name,
part number, or equivalent, and serial number, or equivalent.
21.803 Handling of identification data
(a) No person shall remove, change, or place identification information referred to in

21.801(a) on any aircraft, engine, propeller, propeller blade, or propeller hub, or in
21.807(a) on an APU, without the approval of the DGCA.
(b) No person shall remove or install any identification plate referred to in 21.801, or
in 21.807 for an APU, without the approval of DGCA.
(c) By way of derogation from paragraphs (a) and (b), any natural or legal person
performing maintenance work under the applicable associated implementing
rules may, in accordance with methods, techniques and practices established by
DGCA:
1. Remove, change, or place the identification information referred to in
21.801(a) on any aircraft, engine, propeller, propeller blade, or propeller hub,
or in 21.807(a) on an APU; or

68
2. Remove an identification plate referred to in 21.801, or 21.807for an APU,
when necessary during maintenance operations.
(d) No person shall install an identification plate removed in accordance with

subparagraph (c) (2) on any aircraft, engine, propeller, propeller blade, or propeller
hub other than the one from which it was removed.
21.804 Identification of parts and appliances
(a) Each manufacturer of a part or appliance shall permanently and legibly mark the
part or appliance with:
1. a name, trademark, or symbol identifying the manufacturer in a manner

identified by the applicable design data; and
2. the part number, as defined in the applicable design data; and
3. the letters ‘IPA’ for parts or appliances produced in accordance with approved
design data not belonging to the type-certificate holder of the related product,
except for ITSO articles.
(b) By way of derogation from paragraph (a), if DGCA agrees that a part or appliance
is too small or that it is otherwise impractical to mark a part or appliance with any
of the information required by paragraph (a), the authorized release document
accompanying the part or appliance or its container shall include the information
that could not be marked on the part.
21.805 Identification of critical parts
In addition to the requirement of 21.804, each manufacturer of a part to be fitted on a

type-certificated product which has been identified as a critical part shall permanently
and legibly mark that part with a part number and a serial number.
21.807 Identification of ITSO articles
(a) Each holder of an ITSO authorization under Subpart O shall permanently and
legibly mark each article with the following information:
1. The name and address of the manufacturer;

2. The name, type, part number or model designation of the article;
3. The serial number or the date of manufacture of the article or both; and
4. The applicable ITSO number.
(b) By way of derogation from paragraph (a), if DGCA agrees that a part is too small
or that it is otherwise impractical to mark a part with any of the information
required by paragraph (a), the authorized release document accompanying the part
or its container shall include the information that could not be marked on the part.

69
(c) Each person who manufactures an APU under Subpart G or Subpart F shall identify
that APU by means of a fire-proof plate that has the information specified in
paragraph (a) marked on it by etching, stamping, engraving or other approved
method of fireproofing marking. The identification plate shall be secured in such a
manner that it is accessible and legible, and will not likely be defaced or removed
during normal service or lost or destroyed in an accident.
(Vikram Dev Dutt)


70
______________________________________________
AMC and GM to CAR 21

Acceptable Means of Compliance and Guidance
Material for the airworthiness and environmental
certification of aircraft and related products, parts and
appliances, as well as for the certification of design and
production organizations
AMC & GM for CAR 21
TERMINOLOGY
For information purposes:
“Certification Specifications” (CS)/ “Federal Aviation regulations” (FAR) refers when

used in the text to the airworthiness codes and associated acceptable means of
compliance accepted by DGCA.
“Acceptable Means of Compliance” (AMC) illustrate a means, but not the only means,
by which a specification contained in an airworthiness code or a requirement in an
implementing rule can be met.
“Guidance Material” (GM) helps to illustrate the meaning of a specification or

requirement.

1
Subpart A – General
GM 21.3A(a)The system for collection, investigation and analysis of data
In the context of that requirement the word “Collection” means, the setting up, of
systems and procedures which will enable relevant malfunctions, failures and defects
to be properly reported when they occur.
AMC No. 1 to 21.3A(a)Collection, investigation and analysis of data related to

Flammability Reduction Means (FRM) reliability
Holders of a type certificate, restricted type certificate, supplemental type certificate or

any other relevant approval deemed to have been issued under CAR 21 and which have
included a FRM in their design should assess on an ongoing basis the effects of
aeroplane component failures on FRM reliability. This should be part of the system for
collection, investigation and analysis of data required by 21.3A (a). The
applicant/holder should do the following:
(a) Demonstrate effective means to ensure collection of FRM reliability data. The
means should provide data affecting FRM reliability, such as component failures.
(b) Unless alternative reporting procedures are approved by DGCA, provide a report
to the DGCA every six months for the first five years after service introduction.
After that period, continued reporting every six months may be replaced with other
reliability tracking methods found acceptable to the DGCA or eliminated if it is
established that the reliability of the FRM meets, and will continue to meet, the
exposure specifications of paragraph M25.1 of appendix M to CS25.
(c) Develop service instructions or revise the applicable aeroplane manual, according
to a schedule approved by the DGCA, to correct any failures of the FRM that occur
in service that could increase any fuel tank’s Fleet Average Flammability Exposure
to more than that specified by paragraph M25.1 of appendix M to CS25.
AMC No. 2 to 21.3A(a) Collection, investigation and analysis of data related to

ETOPS significant occurrences
(1) Holders of a type-certificate, restricted type-certificate, supplemental type-

certificate or any other relevant approval deemed to have been issued under CAR-
21 and which includes extended range operation with two-engine aeroplane
(ETOPS) capability should implement a specific tracking, reporting and
resolution system for ETOPS significant occurrences, suitable to ensure the initial
and continued fleet compliance with the applicable ETOPS reliability objectives.
This system should be part of the system for collection, investigation and analysis
of data required by 21.3A(a).
Appropriate coordination should exist between Engine TC holder, propeller TC

holder and APU ITSO approval holder with the aircraft TC holder to ensure
compliance with the ETOPS reliability objectives.

2
GM 21.3A(b)Occurrence reporting
1. INTENT
This GM is interpretative material and provides guidance in order to determine which

occurrences should be reported to DGCA and to other organisations, and it provides
guidance on the timescale for submission of such reports.
It also describes the objective of the overall occurrence reporting system including
internal and external functions
2. APPLICABILITY
(a) This GM only applies to occurrence reporting by persons/organisations regulated

by DGCA. It does not address reporting by aerodrome organisations, air navigation
service providers and authorities themselves.
(b) In most cases the obligation to report is on the holders of a certificate or approval,
which in most cases are organisations, but in some cases can be a single person. In
addition some reporting requirements are directed to persons. However, in order
not to complicate the text, only the term ‘organisation’ is used.
(c) The GM also does not apply to dangerous goods reporting. The definition of
reportable dangerous goods occurrences is different from the other occurrences and
the reporting system is also separate. This subject is covered in specific operating
requirements and guidance and ICAO Documents namely:
(i) ICAO Annex 18, The Safe Transport of Dangerous Goods by Air, Chapter 12
(ii) ICAO Doc 9284-AN/905, Technical Instructions for the Safe Transport of
Dangerous Goods by Air.
3. OBJECTIVE OF OCCURRENCE REPORTING
(a) The occurrence reporting system is an essential part of the overall monitoring
function. The objective of the occurrence reporting, collection, investigation and
analysis systems described in the operating rules, and the airworthiness rules is to
use the reported information to contribute to the improvement of aviation safety,
and not to attribute blame, impose fines or take other enforcement actions.
(b) The detailed objectives of the occurrence reporting systems are:
(i) To enable an assessment of the safety implications of each occurrence to be

made, including previous similar occurrences, so that any necessary action can
be initiated. This includes determining what and why it had occurred and what
might prevent a similar occurrence in the future.
(ii) To ensure that knowledge of occurrences is disseminated so that other persons

and organisations may learn from them.

3
(c) The occurrence reporting system is complementary to the normal day to day
procedures and 'control' systems and is not intended to duplicate or supersede any
of them. The occurrence reporting system is a tool to identify those occasions
where routine procedures have failed.
(d) Occurrences should remain in the database when judged reportable by the person
submitting the report as the significance of such reports may only become obvious
at a later date.
4. REPORTING TO DGCA
(a) Requirements
(i) As detailed in the operating rules, occurrences defined as an incident,

malfunction, defect, technical defect or exceedence of technical limitations that
endangers or could endanger the safe operation of the aircraft must be reported
to DGCA.
(ii) The products and part and appliances design rules prescribe that occurrences
defined as a failure, malfunction, defect or other occurrence which has resulted
in or may result in an unsafe condition must be reported to DGCA.
(iii) According to the product and part and appliances production rules occurrences
defined as a deviation which could lead to an unsafe condition must be reported
to DGCA.
(iv) The maintenance rules stipulate that occurrences defined as any condition of the
aircraft or aircraft component that has resulted or may result in an unsafe
condition that could seriously hazard the aircraft must be reported to DGCA.
(v) Reporting does not remove the reporter’s or organisation’s responsibility to

commence corrective actions to prevent similar occurrences in the future.
Known and planned preventive actions should be included within the report.
(b) Paragraph 8 (g) of this GM provides guidance as to what should be reported by an

organisation to DGCA. The list of criteria provided may be used as guidance for
establishing which occurrences shall be reported by which organisation. For
example, the organisation responsible for the design will not need to report certain
operational occurrences that it has been made aware of, if the continuing
airworthiness of the product is not involved.
5. REPORTING TIME
(a) The period of 72 hours is normally understood to start from when the occurrence
took place or from the time when the reporter determined that there was, or could
have been, a potentially hazardous or unsafe condition.
(b) Within the overall limit of 72 hours for the submission of a report, the degree of
urgency should be determined by the level of hazard judged to have resulted from
the occurrence:

4
(i) Where an occurrence is judged to have resulted in an immediate and
particularly significant hazard DGCA expects to be advised immediately,
and by the fastest possible means (e.g. telephone, fax, telex, e-mail) of
whatever details are available at that time. This initial notification should
then be followed up by a report within 72 hours.
(ii) Where the occurrence is judged to have resulted in a less immediate and less
significant hazard, report submission may be delayed up to the maximum of
72 hours in order to provide more details or more reliable information.
6. CONTENT OF REPORTS
(a) Notwithstanding other required reporting means as promulgated in applicable
requirements, reports may be transmitted in any form considered acceptable to
DGCA. The amount of information in the report should be commensurate with the
severity of the occurrence. Each report should at least contain the following
elements, as applicable to each organisation:
(i) Organisation name
(ii) Approval reference (if relevant)
(iii) Information necessary to identify the aircraft or part affected.
(iv) Date and time if relevant
(v) A written summary of the occurrence
(vi) Any other specific information required
(b) For any occurrence involving a system or component, which is monitored or

protected by a warning and/or protection system (for example: fire
detection/extinguishing) the occurrence report should always state whether such
system(s) functioned properly.
7. REPORTING BETWEEN ORGANISATIONS
(a) Requirements exist that address the reporting of data relating to unsafe or un-
airworthy conditions. These reporting lines are:
(i) Production Organisation to the organisation responsible for the design;
(ii) Maintenance organisation to the organisation responsible for the design;
(iii) Maintenance organisation to operator;
(iv) Operator to organisation responsible for the design;
(v) Production organisation to production organisation.
(b) The ‘Organisation responsible for the design’ is a general term, which can be any
one or a combination of the following organizations.
(i) Holder of Type Certificate (TC) of an Aircraft, Engine or Propeller;

(ii) Holder of a Supplemental Type Certificate (STC) on an Aircraft, Engine or
Propeller;
(iii) Holder of a Indian Technical Standard Order (ITSO) Authorisation; or
(iv) Holder of an Indian Part Approval (IPA).
(c) If it can be determined that the occurrence has an impact on or is related to an

aircraft component which is covered by a separate design approval (TC, STC,
ITSO or IPA), then the holders of such approval/authorisation should be informed.
If an occurrence happens on a component which is covered by an TC, STC, ITSO
5
or IPA (e.g. during maintenance), then only that TC, STC, ITSO Authorisation or
IPA holder needs to be informed.
(d) The form and timescale for reports to be exchanged between organisations is left
for individual organisations to determine. What is important is that a relationship
exists between the organisations to ensure that there is an exchange of information
relating to occurrences.
(e) Paragraph 8 (g) of this GM provides guidance as to what should be reported by an

organisation to DGCA. The list of criteria provided may be used as guidance for
establishing which occurrences shall be reported to which organisation. For
example, certain operational occurrences will not need to be reported by an
operator to the design or production organisation.
8. REPORTABLE OCCURRENCES
(a) General:
There are different reporting requirements for operators (and/or commanders),
maintenance organisations, design organisations and production organisations.
Moreover, as explained in paragraph 4. and 9. above, there are not only requirements
for reporting to DGCA, but also for reporting to other (private) entities. The criteria for
all these different reporting lines are not the same. For example DGCA will not receive
the same kind of reports from a design organisation as from an operator. This is a
reflection of the different perspectives of the organisations based on their activities.
Figure 1 presents a simplified scheme of all reporting lines.
DGCA
Design
Organisation
Operator / Maintenance Production

Command Organisation Organisation
er
(b) Operations and Maintenance:

The list of examples of reportable occurrences offered below under g. is established
from the perspective of primary sources of occurrence information in the operational
area (operators and maintenance organisations) to provide guidance for those persons
developing criteria for individual organisations on what they need to report to DGCA.
The list is neither definitive nor exhaustive and judgement by the reporter of the degree
of hazard or potential hazard involved is essential.
(c) Design:

6
The list of examples will not be used by design organisations directly for the purpose
of determining when a report has to be made to DGCA, but it can serve as guidance for
the establishment of the system for collecting data. After receipt of reports from the
primary sources of information, designers will normally perform some kind of analysis
to determine whether an occurrence has resulted or may result in an unsafe condition
and a report to DGCA should be made. An analysis method for determining when an
unsafe condition exists in relation to continuing airworthiness is detailed in the GM’s
regarding the issuance of Airworthiness Directives.
(d) Production:
The list of examples is not applicable to the reporting obligation of production
organisations. Their primary concern is to inform the design organisation of deviations.
Only in cases where an analysis in conjunction with that design organisation shows that
the deviation could lead to an unsafe condition, should a report be made to DGCA (see
also c. above).
(e) Customised list:

Each approval, certificate, authorisation other than those mentioned in sub paragraph c
and d above, should develop a customised list adapted to its aircraft, operation or
product. The list of reportable occurrences applicable to an organisation is usually
published within the organisation’s expositions/handbooks/manuals.
(f) Internal reporting:

The perception of safety is central to occurrence reporting. It is for each organisation to
determine what is safe and what is unsafe and to develop its reporting system on that
basis. The organisation should establish an internal reporting system whereby reports
are centrally collected and reviewed to establish which reports meet the criteria for
occurrence reporting to DGCA and other organisations, as required.
(g) List of examples of reportable occurrences:

The following is a generic list. Not all examples are applicable to each reporting
organisation. Therefore each organisation should define and agree with DGCA a
specific list of reportable occurrences or a list of more generic criteria, tailored to its
activity and scope of work (see also 8.e above). In establishing that customised list, the
organisation should take into account the following considerations:
Reportable occurrences are those where the safety of operation was or could have been
endangered or which could have led to an unsafe condition. If in the view of the reporter
an occurrence did not hazard the safety of the operation but if repeated in different but
likely circumstances would create a hazard, then a report should be made. What is
judged to be reportable on one class of product, part or appliance may not be so on
another and the absence or presence of a single factor, human or technical, can
transform an occurrence into a serious incident or accident.
Specific operational approvals, e.g. RVSM, ETOPS, RNAV, or a design or

maintenance programme, may have specific reporting requirements for failures or
malfunctions associated with that approval or programme.
The organization related to TC/STC, design, changes to design, repair, ITSO,

production shall take occurrence reporting related to them. The following list is
7
common for all Operators, Aircraft Maintenance Organisations, Design Organisations
and Production Organisations.
CONTENTS:
I. AIRCRAFT FLIGHT OPERATIONS
II. AIRCRAFT TECHNICAL
I. AIRCRAFT FLIGHT OPERATIONS
A. Operation of the Aircraft
(1) (a) Risk of collision with an aircraft, terrain or other object or an unsafe situation
when avoidance action would have been appropriate.
(b) An avoidance manoeuvre required to avoid a collision with an aircraft, terrain
or other object.
(c) An avoidance manoeuvre to avoid other unsafe situations.
(2) Take-off or landing incidents, including precautionary or forced landings.

Incidents such as under-shooting, overrunning or running off the side of runways.
Take-offs, rejected take-offs, landings or attempted landings on a closed, occupied
or incorrect runway. Runway incursions.
(3) Inability to achieve predicted performance during take-off or initial climb.
(4) Critically low fuel quantity or inability to transfer fuel or use total quantity of
usable fuel.
(5) Loss of control (including partial or temporary loss of control) from any cause.
(6) Occurrences close to or above V1 resulting from or producing a hazardous or

potentially hazardous situation (e.g. rejected take-off, tail strike, engine power loss
etc.).
(7) Go-around producing a hazardous or potentially hazardous situation.
(8) Unintentional significant deviation from airspeed, intended track or altitude. (more
than 91 m (300 ft)) from any cause.
(9) Descent below decision height/altitude or minimum descent height/altitude without

the required visual reference.
(10) Loss of position awareness relative to actual position or to other aircraft.
(11) Breakdown in communication between flight crew (CRM) or between Flight

crew and other parties (cabin crew, ATC, engineering).
(12) Heavy landing - a landing deemed to require a 'heavy landing check'.

8
(13) Exceedance of fuel imbalance limits.
(14) Incorrect setting of an SSR code or of an altimeter subscale.
(15) Incorrect programming of, or erroneous entries into, equipment used for
navigation or performance calculations, or use of incorrect data.
(16) Incorrect receipt or interpretation of radiotelephony messages.
(17) Fuel system malfunctions or defects, which had an effect on fuel supply and/or
distribution.
(18) Aircraft unintentionally departing a paved surface.
(19) Collision between an aircraft and any other aircraft, vehicle or other ground
object.
(20) Inadvertent and/or incorrect operation of any controls.
(21) Inability to achieve the intended aircraft configuration for any flight phase (e.g.
landing gear and doors, flaps, stabilisers, slats etc).
(22) A hazard or potential hazard which arises as a consequence of any deliberate

simulation of failure conditions for training, system checks or training purposes.
(23) Abnormal vibration.
(24) Operation of any primary warning system associated with manoeuvrings of the
aircraft e.g. configuration warning, stall warning (stick shake), over speed
warning etc. unless:
(a) the crew conclusively established that the indication was false. Provided that
the false warning did not result in difficulty or hazard arising from the crew
response to the warning; or
(b) operated for training or test purposes.
(25) GPWS/TAWS ‘warning’ when:
(a) the aircraft comes into closer proximity to the ground than had been planned
or anticipated; or
(b) the warning is experienced in IMC or at night and is established as having
been triggered by a high rate of descent (Mode 1); or
(c) the warning results from failure to select landing gear or land flap by the
appropriate point on the approach (Mode 4); or
(d) any difficulty or hazard arises or might have arisen as a result of crew
response to the ‘warning’ e.g. possible reduced separation from other traffic.
This could include warning of any Mode or Type i.e. genuine, nuisance or
false.
(26) GPWS/TAWS ‘alert’ when any difficulty or hazard arises or might have arisen
as a result of crew response to the ‘alert’.
9
(27) ACAS RAs.
(28) Jet or prop blast incidents resulting in significant damage or serious injury.
B. Emergencies
(1) Fire, explosion, smoke or toxic or noxious fumes, even though fires were
extinguished.
(2) The use of any non-standard procedure by the flight or cabin crew to deal with an
emergency when:
(a) the procedure exists but is not used; or

(b) a procedure does not exist; or
(c) the procedure exists but is incomplete or inappropriate; or
(d) the procedure is incorrect; or
(e) the incorrect procedure is used.
(3) Inadequacy of any procedures designed to be used in an emergency, including

when being used for maintenance, training or test purposes.
(4) An event leading to an emergency evacuation.
(5) Depressurisation.
(6) The use of any emergency equipment or prescribed emergency procedures in order
to deal with a situation.
(7) An event leading to the declaration of an emergency.
(8) Failure of any emergency system or equipment, including all exit doors and
lighting, to perform satisfactorily, including when being used for maintenance,
training or test purposes.
(9) Events requiring any emergency use of oxygen by any crew member.
C. Crew Incapacitation
(1) Incapacitation of any member of the flight crew, including that which occurs prior
to departure if it is considered that it could have resulted in incapacitation after
take-off.
(2) Incapacitation of any member of the cabin crew which renders them unable to
perform essential emergency duties.
D. Injury
(1) Occurrences, which have or could have led to significant injury to passengers or
crew but which are not considered reportable as an accident.
10
E. Meteorology
(1) A lightning strike which resulted in damage to the aircraft or loss or malfunction
of any essential service.
(2) A hail strike which resulted in damage to the aircraft or loss or malfunction of any
essential service.
(3) Severe turbulence encounter – an encounter resulting in injury to occupants or

deemed to require a ‘turbulence check’ of the aircraft.
(4) A wind shear encounter.
(5) Icing encounter resulting in handling difficulties, damage to the aircraft or loss or
malfunction of any essential service.
F. Security
(1) Unlawful interference with the aircraft including a bomb threat or hijack.
(2) Difficulty in controlling intoxicated, violent or unruly passengers.
(3) Discovery of a stowaway.
G. Other Occurrences
(1) Repetitive instances of a specific type of occurrence which in isolation would not
be considered 'reportable' but which due to the frequency at which they arise, form
a potential hazard.
(2) A bird strike which resulted in damage to the aircraft or loss or malfunction of any
essential service.
(3) Wake turbulence encounters.
(4) Any other occurrence of any type considered to have endangered or which might
have endangered the aircraft or its occupants on board the aircraft or on the ground.
II. AIRCRAFT TECHNICAL
A. Structural
Not all structural failures need to be reported. Engineering judgement is required to

decide whether a failure is serious enough to be reported. The following examples can
be taken into consideration:

11
(1) Damage to a Principal Structural Element that has not been qualified as damage
tolerant (life limited element). Principal Structural Elements are those which
contribute significantly to carrying flight, ground, and pressurisation loads, and
whose failure could result in a catastrophic failure of the aircraft. Typical examples
of such elements are listed for large aeroplanes in CS/FAR 25.571(a) "damage
tolerance and fatigue evaluation of structure", and in the applicable airworthiness
requirements for rotorcraft.
(2) Defect or damage exceeding admissible damages to a Principal Structural Element

that has been qualified as damage tolerant.
(3) Damage to or defect exceeding allowed tolerances of a structural element which

failure could reduce the structural stiffness to such an extent that the required
flutter, divergence or control reversal margins are no longer achieved.
(4) Damage to or defect of a structural element, which could result in the liberation of
items of mass that may injure occupants of the aircraft.
(5) Damage to or defect of a structural element, which could jeopardise proper

operation of systems. See paragraph II.B. below.
(6) Loss of any part of the aircraft structure in flight.
B. Systems
The following generic criteria applicable to all systems are proposed:
(1) Loss, significant malfunction or defect of any system, subsystem or set of

equipment when standard operating procedures, drills etc. could not be
satisfactorily accomplished.
(2) Inability of the crew to control the system, e.g.:
(a) uncommanded actions;

(b) incorrect and or incomplete response, including limitation of movement or
stiffness;
(c) runaway;
(d) mechanical disconnection or failure.
(3) Failure or malfunction of the exclusive function(s) of the system (one system could
integrate several functions).
(4) Interference within or between systems.
(5) Failure or malfunction of the protection device or emergency system associated

with the system.
(6) Loss of redundancy of the system.

12
(7) Any occurrence resulting from unforeseen behaviour of a system.
(8) For aircraft types with single main systems, subsystems or sets of equipment:
Loss, significant malfunctions or defect in any main system, subsystem or set of

equipment.
(9) For aircraft types with multiple independent main systems, subsystems or sets of
equipment: The loss, significant malfunction or defect of more than one main
system, subsystem or set of equipment.
(10)Operation of any primary warning system associated with aircraft systems or

equipment unless the crew conclusively established that the indication was false
provided that the false warning did not result in difficulty or hazard arising from
the crew response to the warning.
(11)Leakage of hydraulic fluids, fuel, oil or other fluids which resulted in a fire hazard
or possible hazardous contamination of aircraft structure, systems or equipment, or
risk to occupants.
(12)Malfunction or defect of any indication system when this results in the possibility
of misleading indications to the crew.
(13)Any failure, malfunction or defect if it occurs at a critical phase of flight and

relevant to the operation of that system.
(14)Occurrences of significant shortfall of the actual performances compared to the

approved performance which resulted in a hazardous situation (taking into account
the accuracy of the performance calculation method) including braking action, fuel
consumption etc.
(15)Asymmetry of flight controls; e.g. flaps, slats, spoilers etc.
Annex 1 to this GM gives a list of examples of reportable occurrences resulting from

the application of these generic criteria to specific systems
C. Propulsion (including Engines, Propellers and Rotor Systems) and APUs
(1) Flameout, shutdown or malfunction of any engine.
(2) Overspeed or inability to control the speed of any high speed rotating component
(for example: Auxiliary power unit, air starter, air cycle machine, air turbine motor,
propeller or rotor).
(3) Failure or malfunction of any part of an engine or powerplant resulting in any one
or more of the following:
(a) non containment of components/debris;

13
(b) uncontrolled internal or external fire, or hot gas breakout;
(c) thrust in a different direction from that demanded by the pilot;
(d) thrust reversing system failing to operate or operating inadvertently;
(e) inability to control power, thrust or rpm;
(f) failure of the engine mount structure;
(g) partial or complete loss of a major part of the power plant;
(h) Dense visible fumes or concentrations of toxic products sufficient to
incapacitate crew or passengers;
(i) inability, by use of normal procedures, to shutdown an engine;
(j) inability to restart a serviceable engine.
(4) An uncommanded thrust/power loss, change or oscillation which is classified as a

loss of thrust or power control (LOTC).
(a) for a single engine aircraft; or

(b) where it is considered excessive for the application, or
(c) where this could affect more than one engine in a multi-engine aircraft,
particularly in the case of a twin engine aircraft; or
(d) for a multi engine aircraft where the same, or similar, engine type is used in an
application where the event would be considered hazardous or critical.
(5) Any defect in a life controlled part causing retirement before completion of its full
life.
(6) Defects of common origin which could cause an in flight shut down rate so high
that there is the possibility of more than one engine being shut down on the same
flight.
(7) An engine limiter or control device failing to operate when required or operating
inadvertently.
(8) exceedance of engine parameters.
(9) FOD resulting in damage.
Propellers and -transmission
(10) Failure or malfunction of any part of a propeller or powerplant resulting in any one
or more of the following:
(a) an overspeed of the propeller;

(b) the development of excessive drag;
(c) a thrust in the opposite direction to that commanded by the pilot;
(d) a release of the propeller or any major portion of the propeller;
14
(e) a failure that results in excessive unbalance;
(f) the unintended movement of the propeller blades below the established
minimum in-flight low-pitch position;
(g) an inability to feather the propeller;
(h) an inability to command a change in propeller pitch;
(i) an uncommanded change in pitch;
(j) an uncontrollable torque or speed fluctuation;
(k) The release of low energy parts.
Rotors and -transmission
(11) Damage or defect of main rotor gearbox / attachment which could lead to in flight
separation of the rotor assembly, and /or malfunctions of the rotor control.
(12) Damage to tail rotor, transmission and equivalent systems.
APUs
(13) Shut down or failure when the APU is required to be available by operational
requirements, e.g. ETOPS, MEL.
(14) Inability to shut down the APU.
(15) Overspeed.
(16) Inability to start the APU when needed for operational reasons.
D. Human Factors
(1) Any incident where any feature or inadequacy of the aircraft design could have
led to an error of use that could contribute to a hazardous or catastrophic effect.
E. Other Occurrences
(1) Any incident where any feature or inadequacy of the aircraft design could have
led to an error of use that could contribute to a hazardous or catastrophic effect.
(2) An occurrence not normally considered as reportable (for example, furnishing

and cabin equipment, water systems), where the circumstances resulted in
endangering of the aircraft or its occupants.
(3) A fire, explosion, smoke or toxic or noxious fumes.
(4) Any other event which could hazard the aircraft, or affect the safety of the
occupants of the aircraft, or people or property in the vicinity of the aircraft or on
the ground.
15
(5) Failure or defect of passenger address system resulting in loss or inaudible
passenger address system.
(6) Loss of pilot’s seat control during flight.

16
Annex 1 to GM 21.3A(b)
Reportable occurrences to specific systems
The following subparagraphs give examples of reportable occurrences resulting from

the application of the generic criteria to specific systems listed in paragraph 8(g) II.B
of this GM.
1. Air conditioning/ventilation
(a) complete loss of avionics cooling
(b) depressurization
2. Autoflight system
(a) failure of the autoflight system to achieve the intended operation while engaged
(b) significant reported crew difficulty to control the aircraft linked to autoflight
system functioning
(c) failure of any autoflight system disconnect device
(d) Uncommanded autoflight mode change
3. Communications
(a) failure or defect of passenger address system resulting in loss or inaudible

passenger address
(b) total loss of communication in flight
4. Electrical system
(a) loss of one electrical system distribution system ( AC or DC)
(b) total loss or loss or more than one electrical generation system
(c) failure of the back up ( emergency ) electrical generating system
5. Cockpit/Cabin/Cargo
(a) pilot seat control loss during flight
(b) failure of any emergency system or equipment, including emergency evacuation

signalling system , all exit doors , emergency lighting, etc
(c) loss of retention capability of the cargo loading system

17
6. Fire protection system
(a) fire warnings, except those immediately confirmed as false
(b) undetected failure or defect of fire/smoke detection/protection system, which could

lead to loss or reduced fire detection/protection
(c) absence of warning in case of actual fire or smoke
7. Flight controls
(a) Asymmetry of flaps, slats, spoilers etc.
(b) limitation of movement, stiffness or poor or delayed response in the operation of

primary flight control systems or their associated tab and lock systems
(c) flight control surface run away
(d) flight control surface vibration felt by the crew
(e) mechanical flight control disconnection or failure
(f) significant interference with normal control of the aircraft or degradation of flying
qualities
8. Fuel system
(a) fuel quantity indicating system malfunction resulting in total loss or erroneous
indicated fuel quantity on board
(b) leakage of fuel which resulted in major loss, fire hazard , significant contamination
(c) malfunction or defects of the fuel jettisoning system which resulted in inadvertent
loss of significant quantity, fire hazard, hazardous contamination of aircraft
equipment or inability to jettison fuel
(d) fuel system malfunctions or defects which had a significant effect on fuel supply
and/or distribution
(e) inability to transfer or use total quantity of usable fuel
9. Hydraulics
(a) loss of one hydraulic system ( ETOPS only)
(b) failure of the isolation system to operate
(c) loss of more than one hydraulic circuit
(d) failure of the back up hydraulic system

18
(e) inadvertent Ram Air Turbine extension
10. Ice detection/protection system
(a) undetected loss or reduced performance of the anti-ice/de-ice system
(b) loss of more than one of the probe heating systems
(c) inability to obtain symmetrical wing de icing
(d) abnormal ice accumulation leading to significant effects on performance or

handling qualities
(e) crew vision significantly affected
11. Indicating/warning/recording systems
(a) malfunction or defect of any indicating system when the possibility of significant
misleading indications to the crew could result in an inappropriate crew action on
an essential system
(b) loss of a red warning function on a system
(c) for glass cockpits: loss or malfunction of more than one display unit or computer
involved in the display/warning function
12. Landing gear system /brakes/tires
(a) brake fire
(b) significant loss of braking action
(c) unsymmetrical braking leading to significant path deviation
(d) failure of the L/G free fall extension system ( including during scheduled tests)
(e) unwanted gear or gear doors extension/retraction
(f) multiple tires burst
13. Navigation systems (including precision approaches system) and air data
systems
(a) total loss or multiple navigation equipment failures
(b) total failure or multiple air data system equipment failures
(c) significant misleading indication

19
(d) Significant navigation errors attributed to incorrect data or a database coding error
(e) Unexpected deviations in lateral or vertical path not caused by pilot input.
(f) Problems with ground navigational facilities leading to significant navigation

errors not associated with transitions from inertial navigation mode to radio
navigation mode.
14. Oxygen
(a) for pressurised aircraft: loss of oxygen supply in the cockpit
(b) loss of oxygen supply to a significant number of passengers ( more than 10%),
including when found during maintenance or training or test purposes
15. Bleed air system
(a) hot bleed air leak resulting in fire warning or structural damage
(b) loss of all bleed air systems
(c) failure of bleed air leak detection system
AMC 21.3A(b)(2)Reporting to DGCA
Within the overall limit of 72 hours the degree of urgency for submission of a report
should be determined by the level of hazard judged to have resulted from the
occurrence.
Where an occurrence is judged by the person identifying the possible unsafe condition
to have resulted in an immediate and particularly significant hazard, DGCA expects to
be advised immediately and by the fastest possible means (telephone, fax, email, telex,
etc.) of whatever details are available at that time. This initial report must be followed
up by a full written report within 72 hours. A typical example would be an uncontained
engine failure resulting in damage to aircraft primary structure.
Where the occurrence is judged to have resulted in a less immediate and less significant
hazard, report submission may be delayed up to the maximum of three days in order to
provide more details.
GM 21.3B(d)(4)Defect correction – Sufficiency of proposed corrective action
This GM provides guidelines to assist in establishing rectification campaigns to remedy

discovered defects.
1. STATUS

20
This document contains GM of a general nature for use in conjunction with
engineering judgement, to aid airworthiness engineers in reaching decisions in
the state of technology at the material time.
While the main principles of this GM could be applied to small private

aeroplanes, helicopters, etc. the numerical values chosen for illustration are
appropriate to large aeroplanes for public transport.
2. INTRODUCTION
2.1 Over the years, target airworthiness risk levels underlying airworthiness
requirements have developed on the basis of traditional qualitative
airworthiness approaches; they have been given more precision in recent years
by being compared with achieved airworthiness levels (judged from accident
statistics) and by the general deliberations and discussions which accompanied
the introduction of rational performance requirements, and more recently, the
Safety Assessment approach in requirements. Although the target airworthiness
risk level tends to be discussed as a single figure (a fatal accident rate for
airworthiness reasons of not more than 1 in 10,000,000 flights/flying hours for
large aeroplanes) it has to be recognised that the requirements when applied to
particular aircraft types will result in achieved airworthiness levels at
certification lying within a band around the target level and that thereafter, for
particular aircraft types and for particular aircraft, the achieved level will vary
within that band from time to time.
2.2 The achieved airworthiness risk levels can vary so as to be below the target
levels, because it is difficult if not impossible to design to the minimum
requirements without being in excess of requirements in many areas; also
because aircraft are not always operated at the critical conditions (e.g., aircraft
weight, cg position and operational speeds; environmental conditions -
temperature, humidity, degree of turbulence). The achieved level may vary so
as to be above the target level because of undetected variations in material
standards or build standards, because of design deficiencies, because of
encountering unforeseen combinations of failures and/or combinations of
events, and because of unanticipated operating conditions or environmental
conditions.
2.3 There is now a recognition of the need to attempt to monitor the conditions
which tend to increase the level and to take appropriate corrective action when
the monitoring indicates the need to do so in order to prevent the level rising
above a predetermined "ceiling".
2.4 DGCA also has a duty in terms of providing the public with aviation services
and therefore should consider the penalties associated with curtailment or even
removal (by "grounding") of aviation services when establishing the
acceptability of any potential variation in airworthiness level.
2.5 Thus, the purpose of this GM is:

21
(a) To postulate basic principles which should be used to guide the course of actions
to be followed so as to maintain an adequate level of airworthiness risk after a
defect has occurred which, if uncorrected, would involve a potential
significant increase of the level of risk for an aircraft type.
(b) For those cases where it is not possible fully and immediately to restore an
adequate level of airworthiness risk by any possible alleviating action such as
an inspection or limitation, to state the criteria which should be used in order to
assess the residual increase in risk and to limit it to an appropriate small fraction
of the mean airworthiness through life risk.
3. DISCUSSION
3.1 Several parameters are involved in decisions on safety matters. In the past the
cost of proposed action has often been compared with the notional 'risk cost',
i.e. the cost of a catastrophe multiplied by its probability of occurrence.
3.2 This can be a useful exercise, but it should be held within the constraint of
acceptable airworthiness risk levels, i.e., within airworthiness risk targets
which represent the maximum levels of risk with which an aircraft design must
comply, i.e., in the upper part of the 'band'. Currently for large aeroplanes the
mean airworthiness risk level is set at a catastrophe rate for airworthiness
reasons of not more than one in every ten- million flights/flying hours. The
constraint is overriding in that any option, which could be permitted on risk
cost considerations, or other grounds, is unacceptable if it leads to significant
long-term violation of this safety requirement.
3.3 While it should clearly be the objective of all to react to and eliminate
emergency situations, i.e., those involving a potentially significant increase of
airworthiness risk levels, without unreasonable delay, DGCA should be able
finally to rule on what is a minimum acceptable campaign programme. It has
therefore seemed desirable to devise guidelines to be used in judging whether
a proposed campaign of corrective actions is sufficient in airworthiness terms,
and clearly this ought to be based on determining the summation of the
achieved airworthiness risk levels for the aircraft and passengers during any
periods of corrective action and comparing them with some agreed target.
3.4 As the period of corrective action will not be instantaneous (unless by

grounding), there is potentially an increase in the achieved airworthiness risk
level possibly to and, without controls, even above the higher part of the 'band',
and the amount by which the level is above the mean target figure, and the
period for which it should be allowed to continue, has been a matter of some
arbitrary judgement.
3.5 It would appear desirable to try to rationalise this judgement. For example, if
an aircraft were to spend 10% of its life at a level such that the risk of
catastrophe was increased by an order of magnitude, the average rate over its
whole life would be doubled which may not be in the public interest. A more
suitable criterion is perhaps one which would allow an average increase in risk
22
of, say one third on top of the basic design risk when spread over the whole
life of the aircraft an amount which would probably be acceptable within the
concept (See Figure 1). It would then be possible to regard the 'through life'
risk to an aircraft - e.g., a mean airworthiness target of not more than one
airworthiness catastrophe per 10 millions (107) hours, as made up of two parts,
the first being 3/4 of the total and catering for the basic design risk and the
other being 1/4 of the total, forming an allowance to be used during the
individual aircraft's whole life for unforeseen campaign situations such as
described above.
3.6 Investigation has shown that a total of ten such occasions might arise during
the life of an individual aircraft.
3.7 Using these criteria, there could then be during each of these emergency
periods (assumed to be ten in number) a risk allowance contributed by the
campaign alone of:
1 x 10-7 for 2.5% of the aircraft's life; or
1 x 10-5 for 0.025% of the aircraft's life, etc.
Without exceeding the agreed 'allowance' set -aside for this purpose.
3.8 Thus a 'reaction table' can be created as indicated in Table 1 (the last two
columns assuming a typical aircraft design life of 60,000 hours and an annual
utilisation of 3000 hours per annum) showing the flying or calendar time
within which a defect should be corrected if the suggested targets are to be
met.
Table 1
Estimated catastrophe rate Average reaction time for On a calendar basis

to aircraft due to the defect aircraft at risk (hours)
under consideration (per
a/c hour)
4 x 10-8 3750 15 months

5 x 10-8 3000 12 months
1 x 10-7 1500 6 months
2 x 10-7 750 3 months
5 x 10-7 300 6 weeks
1 x 10-6 150 3 weeks
1 x 10-5 15 Return to base
3.9 These principles may be applied to a single aircraft or a number of aircraft of

a fleet but in calculating risk, all the risk should be attributed to those aircraft
which may carry it, and should not be diluted by including other aircraft in the
fleet which are known to be free of risk. (It is permissible to spread the risk
over the whole fleet when a source is known to exist without knowing where).
Where a fleet of aircraft is involved Column 2 may be interpreted as the mean
time to rectification and not the time to the last one.
23
3.10 There is one further constraint. However little effect a situation may have on
the 'whole life' risk of an aircraft, the risk should not be allowed to reach too
high a level for any given flight. Thus while a very high risk could be tolerated
for a very short period without unacceptable degradation of the overall
airworthiness target, the few flights involved would be exposed to a quite
unacceptable level of risk. It is therefore proposed that the Table 1 should have
a cut-off at the 2 x 10-6 level so that no flight carries a risk greater than 20
times the target. At this level the defect is beginning to contribute to a greater
likelihood of catastrophe than that from all other causes, including non-
airworthiness causes, put together. If the situation is worse than this, grounding
appears to be the only alternative with possibly specially authorised high-risk
ferry flights to allow the aircraft to return to base empty. Figures 2 and 3 show
a visualisation chart equivalent to Table 1, giving average rectification time
(either in flight hours or months) based on probability of defect that must be
corrected.
3.11 It will be seen that the above suggestions imply a probability of catastrophe
from the campaign alone of 1.5/10,000 per aircraft during each separate
campaign period (i.e., p = 0.015 per 100 aircraft fleet).
3.12 In addition, in order to take into account large fleet size effect, the expected
probability of the catastrophic event during the rectification period on the
affected fleet shall not exceed 0.1. See Figure 4.
3.13 It should also be noted that in assessing campaign risks against 'design risk',
an element of conservatism is introduced, since the passenger knows only 'total
risk' (i.e. airworthiness plus operations risks) and the fatal accident rate for all
reasons is an order of magnitude greater than that for airworthiness reasons
only (i.e., 10-6 as against 10-7). The summated campaign risk allowance
proposed by this GM is therefore quite a small proportion of the total risk to
which a passenger is subject. When operating for short periods at the limit of
risk proposed (2 x 10-6 per hour) the defect is however contributing 100% more
risk than all other causes added together.
3.14 A similar approach is proposed to cover the case of defects associated to

hazardous failure conditions for which the safety objectives defined by the
applicable airworthiness requirements are not met. According to CS
25.1309/FAR 25.1309, the allowable probability for each hazardous failure
condition is set at 10-7 per flight hour compared to 10-9 per flight hour for a
catastrophic failure condition. Figure 5 is showing a visualisation chart giving
average rectification time based on probability of defect that should be
corrected. This is similar to figure 2 but with lower and upper boundaries
adapted to cover the case of hazardous failure conditions (probabilities of 10-
7
and 2x10-4 respectively).
3.15 In addition, in order to take into account large fleet size effect, the expected
probability of the hazardous event during the rectification period on the
affected fleet shall not exceed 0.5. See Figure 6.

24
4. GUIDELINES
4.1 The above would lead to the following guidelines for a rectification campaign
to remedy a discovered defect associated to a catastrophic failure condition
without grounding the aircraft:
(i) Establish all possible alleviating actions such as inspections, crew drills,
route restrictions, and other limitations.
(ii) Identify that part of the fleet, which is exposed to the residual risk, after
compliance has been established with paragraph (i).
(iii) Using reasonably cautious assumptions, calculate the likely catastrophic rate
for each aircraft carrying the risk in the affected fleet.
(iv) Compare the speed with which any suggested campaign will correct the
deficiency with the time suggested in Figure 2. The figure should not be used
beyond the 2x10-6 level, except for specially authorised flights.
(v) Also ensure that the expected probability of the catastrophic event during the
rectification period on the affected fleet is in accordance with Figure 4.
4.2 Similarly, the following guidelines would be applicable for a rectification
campaign to remedy a discovered defect associated to a hazardous failure
condition without grounding the aircraft:
(i) Establish all possible alleviating actions such as inspections, crew drills,
route restrictions, and other limitations.
(ii) Identify that part of the fleet, which is exposed to the residual risk, after
compliance has been established with paragraph (i).
(iii) Using reasonably cautious assumptions, calculate the likely hazardous rate
for each aircraft carrying the risk in the affected fleet.
(iv) Compare the speed with which any suggested campaign will correct the
deficiency with the time suggested in Figure 5.
(v) Also ensure that the expected probability of the hazardous event during the
rectification period on the affected fleet is in accordance with Figure 6.
4.3 It must be stressed that the benefit of these guidelines will be to form a datum
for what is considered to be the theoretically maximum reaction time. A
considerable amount of judgement will still be necessary in establishing many
of the input factors and the final decision may still need to be tempered by
non-numerical considerations, but the method proposed will at least provide a
rational 'departure point' for any exercise of such judgement.
4.4 It is not intended that the method should be used to avoid quicker reaction
times where these can be accommodated without high expense or disruption
of services.

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26
27
28
29
30
31
AMC 21.3B (b) Unsafe condition
An unsafe condition exists if there is factual evidence (from service experience, analysis
or tests) that:
(a) An event may occur that would result in fatalities, usually with the loss of the
aircraft, or reduce the capability of the aircraft or the ability of the crew to cope
with adverse operating conditions to the extent that there would be:
(i) A large reduction in safety margins or functional capabilities, or

(ii) Physical distress or excessive workload such that the flight crew cannot be
relied upon to perform their tasks accurately or completely, or
(iii) Serious or fatal injury to one or more occupants
unless it is shown that the probability of such an event is within the limit defined by the
applicable airworthiness requirements, or
(b) There is an unacceptable risk of serious or fatal injury to persons other than
occupants, or
(c) Design features intended to minimise the effects of survivable accidents are not
performing their intended function.
Note 1: Non-compliance with applicable airworthiness requirements is generally

considered as an unsafe condition, unless it is shown that possible events resulting from
this non-compliance do not constitute an unsafe condition as defined under paragraphs
(a), (b) and (c).
Note 2: An unsafe condition may exist even though applicable airworthiness

requirements are complied with.
Note 3: The above definition covers the majority of cases where DGCA considers there
is an unsafe condition. There may be other cases where overriding safety considerations
may lead DGCA to issue an airworthiness directive.
Note 4: There may be cases where events can be considered as an unsafe condition if
they occur too frequently (significantly beyond the applicable safety objectives) and
could eventually lead to consequences listed in paragraph (a) in specific operating
environments. Although having less severe immediate consequences than those listed
in paragraph (a), the referenced events may reduce the capability of the aircraft or the
ability of the crew to cope with adverse operating conditions to the extent that there
would be, for example, a significant reduction in safety margins or functional
capabilities, a significant increase in crew workload, or in conditions impairing crew
efficiency, or discomfort to occupants, possibly including injuries.

32
GM 21.3B (b) Determination of an unsafe condition
It is important to note that these guidelines are not exhaustive. However, this material
is intended to provide guidelines and examples that will cover most cases, taking into
account the applicable certification requirements.
1. INTRODUCTION
Certification or approval of a product, part or appliance is a demonstration of

compliance with requirements which are intended to ensure an acceptable level of
safety. This demonstration however includes certain accepted assumptions and
predicted behaviours, such as:
- fatigue behaviour is based on analysis supported by test,
- modelling techniques are used for “Aircraft Flight Manual” performances

calculations,
- the systems safety analyses give predictions of what the systems failure modes,
effects and probabilities may be,
- the system components reliability figures are predicted values derived from
general experience, tests or analysis,
- the crew is expected to have the skill to apply the procedures correctly, and
- the aircraft is assumed to be maintained in accordance with the prescribed

instructions for continued airworthiness (or maintenance programme), etc.
In-service experience, additional testing, further analysis, etc., may show that certain
initially accepted assumptions are not correct. Thus, certain conditions initially
demonstrated as safe, are revealed by experience as unsafe. In this case, it is necessary
to mandate corrective actions in order to restore a level of safety consistent with the
applicable certification requirements.
See AMC 21.3B (b) for definition of "unsafe condition" used in 21.3A (b).
2. GUIDELINES FOR ESTABLISHING IF A CONDITION IS UNSAFE
The following paragraphs give general guidelines for analysing the reported events and
determining if an unsafe condition exists, and are provided for each type of product,
part or appliance subject to a specific airworthiness approval: type-certificates (TC) or
supplemental type-certificates (STC) for aircraft, engines or propellers, or Indian
Technical Standard Orders (ITSO).
This analysis may be qualitative or quantitative, i.e. formal and quantitative safety
analyses may not be available for older or small aircraft. In such cases, the level of

33
analysis should be consistent with that required by the airworthiness requirements and
may be based on engineering judgement supported by service experience data.
2.1 Analysis method for aircraft
2.1.1 Accidents or incidents without any aircraft, engines, system, propeller or

part or appliance malfunction or failure
When an accident/incident does not involve any component malfunction or failure but
when a crew human factor has been a contributing factor, this should be assessed from
a man-machine interface standpoint to determine whether the design is adequate or not.
Paragraph 2.5 gives further details on this aspect.
2.1.2 Events involving an aircraft, engines, system, propeller or part or appliance

failure, malfunction or defect
The general approach for analysis of in-service events caused by malfunctions, failures
or defects will be to analyse the actual failure effects, taking into account previously
unforeseen failure modes or improper or unforeseen operating conditions revealed by
service experience.
These events may have occurred in service, or have been identified during maintenance,
or been identified as a result of subsequent tests, analyses, or quality control.
These may result from a design deficiency or a production deficiency (non conformity
with the type design), or from improper maintenance. In this case, it should be
determined if improper maintenance is limited to one aircraft, in which case an
airworthiness directive may not be issued, or if it is likely to be a general problem due
to improper design and/or maintenance procedures, as detailed in paragraph 2.5.
2.1.2.1 Flight
An unsafe condition exists if:
- There is a significant shortfall of the actual performance compared to the

approved performance (taking into account the accuracy of the performance
calculation method), or
- The handling qualities, although having been found to comply with the
applicable airworthiness requirements at the time of initial approval, are
subsequently shown by service experience not to comply.
2.1.2.2 Structural or mechanical systems
An unsafe condition exists if the deficiency may lead to a structural or mechanical

failure which:
- Could exist in a Principal Structural Element that has not been qualified as
damage tolerant. Principal Structural Elements are those which contribute

34
significantly to carrying flight, ground, and pressurisation loads, and whose
failure could result in a catastrophic failure of the aircraft.
Typical examples of such elements are listed for large aeroplanes in advisory
material related to CS/FAR 25.571(a) "damage tolerance and fatigue evaluation
of structure", and in the equivalent material for rotorcraft.
- Could exist in a Principal Structural Element that has been qualified as damage
tolerant, but for which the established inspections, or other procedures, have
been shown to be, or may be, inadequate to prevent catastrophic failure.
- Could reduce the structural stiffness to such an extent that the required flutter,
divergence or control reversal margins are no longer achieved.
- Could result in the loss of a structural piece that could damage vital parts of the
aircraft, cause serious or fatal injuries to persons other than occupants.
- Could, under ultimate load conditions, result in the liberation of items of mass
that may injure occupants of the aircraft.
- Could jeopardise proper operation of systems and may lead to hazardous or

catastrophic consequences, if this effect has not been taken adequately into
account in the initial certification safety assessment.
2.1.2.3 Systems
The consequences of reported systems components malfunctions, failures or defects

should be analysed.
For this analysis, the certification data may be used as supporting material, in particular
systems safety analyses.
The general approach for analysis of in-service events caused by systems malfunctions,
failures or defects will be to analyse the actual failure effects.
As a result of this analysis, an unsafe condition will be assumed if it cannot be shown

that the safety objectives for hazardous and catastrophic failure conditions are still
achieved, taking into account the actual failure modes and rates of the components
affected by the reported deficiency.
The failure probability of a system component may be affected by:
- A design deficiency (the design does not meet the specified reliability or
performance).
- A production deficiency (non conformity with the certified type design) that
affects either all components, or a certain batch of components.
- Improper installation (for instance, insufficient clearance of pipes to
surrounding structure).
- Susceptibility to adverse environment (corrosion, moisture, temperature,
vibrations etc.).
35
- Ageing effects (failure rate increase when the component ages).
- Improper maintenance.
When the failure of a component is not immediately detectable (hidden or latent

failures), it is often difficult to have a reasonably accurate estimation of the component
failure rate since the only data available are usually results of maintenance or flight
crew checks. This failure probability should therefore be conservatively assessed.
As it is difficult to justify that safety objectives for the following systems are still met,
a deficiency affecting these types of systems may often lead to a mandatory corrective
action:
- back up emergency systems, or

- fire detection and protection systems (including shut off means).
Deficiencies affecting systems used during an emergency evacuation (emergency exits,

evacuation assist means, emergency lighting system) and to locate the site of a crash
(Emergency Locator Transmitter) will also often lead to mandatory corrective action.
2.1.2.4 Others
In addition to the above, the following conditions are considered unsafe:
- There is a deficiency in certain components which are involved in fire protection

or which are intended to minimise/retard the effects of fire/smoke in a
survivable crash, preventing them to perform their intended function (for
instance, deficiency in cargo liners or cabin material leading to non-
compliance with the applicable flammability requirements).
- There is a deficiency in the lightning or High Intensity Radiated Fields

protection of a system which may lead to hazardous or catastrophic failure
conditions.
- There is a deficiency which could lead to a total loss of power or thrust due to
common mode failure.
If there is a deficiency in systems used to assist in the enquiry following an accident or

serious incident (e.g., Cockpit Voice Recorder, Flight Data Recorder), preventing them
to perform their intended function, DGCA may take mandatory action.
2.2 Engines
The consequences and probabilities of engine failures have to be assessed at the aircraft
level in accordance with paragraph 2.1, and also at the engine level for those failures
considered as Hazardous in applicable airworthiness requirements related to engine.
The latter will be assumed to constitute unsafe conditions, unless it can be shown that
the consequences at the aircraft level do not constitute an unsafe condition for a
particular aircraft installation.

36
2.3 Propellers
The consequences and probabilities of propeller failures have to be assessed at the

aircraft level in accordance with paragraph 2.1, and also at the propeller level for those
failures considered as hazardous in applicable airworthiness requirements related to
propellers.
The latter will be assumed to constitute unsafe conditions, unless it can be shown that
the consequences at the aircraft level do not constitute an unsafe condition for a
particular aircraft installation.
2.4 Parts and appliances
The consequences and probabilities of equipment failures have to be assessed at the

aircraft level in accordance with paragraph 2.1.
2.5 Human factors aspects in establishing and correcting unsafe conditions
This paragraph provides guidance on the way to treat an unsafe condition resulting from
a maintenance or crew error observed in service.
It is recognised that human factors techniques are under development. However, the
following is a preliminary guidance on the subject.
Systematic review should be used to assess whether the crew or maintenance error
raises issues that require regulatory action (whether in design or other areas), or should
be noted as an isolated event without intervention. This may need the establishment of
a multidisciplinary team (designers, crews, human factors experts, maintenance
experts, operators etc.)
The assessment should include at least the following:
- Characteristics of the design intended to prevent or discourage incorrect

assembly or operation;
- Characteristics of the design that allow or facilitate incorrect operation,
- Unique characteristics of a design feature differing from established design
practices;
- The presence of indications or feedback that alerts the operator to an erroneous
condition;
- The existence of similar previous events, and whether or not they resulted (on
those occasions) in unsafe conditions;
- Complexity of the system, associated procedures and training (Has the crew a
good understanding of the system and its logic after a standard crew
qualification programme?);
- Clarity/accuracy/availability/currency and practical applicability of manuals
and procedures;
- Any issues arising from interactions between personnel, such as shift
changeover, dual inspections, team operations, supervision (or lack of it), or
fatigue.

37
Apart from a design change, the corrective actions, if found necessary, may consist of
modifications of the manuals, inspections, training programmes, and/or information to
the operators about particular design features. DGCA may decide to make mandatory
such corrective actions, if necessary.
AMC 21.4Transferring of information on eligibility and approval status from the

design holder to production organisations
Where there is a need to provide (normally outside the design organisation) a visible
statement of approved design data or airworthiness or environmental protection data
associated with the approved design data, the following minimum information must be
provided. The need for a visible statement may be in relation to a company holding a
production organisation approval (POA) in relation to 21.163(c).
The procedures related to the use of forms or other electronic means to provide this
information must be agreed with DGCA.
Information to be provided:
Company Name: the name of the responsible design organisation (TC, STC,
approval of repair or minor change design, ITSO authorisation holder) issuing the
information.
Date: the date at which the information is released.
Eligibility: indicate the specific products or articles, in case of ITSO authorisation,

for which data have been approved.
Identification: the part number of the part or appliance. Preference should be given
to the use of the Illustrated Parts Catalogue (IPC) designation. Alternatively, the
reference to the instruction for continued airworthiness (e.g., SB, AMM, etc.) could
be stated. Marking requirements of CAR 21, Subpart Q should be taken into
account.
Description: the name or description of the part or document should be given. In

the case of a part or appliance preference should be given to use of IPC designation.
The description is to include reference to any applicable ITSO authorization or
previous national approvals still valid.
Purpose of data: the reason for the provision of the information should be stated
by the design organisation approval (DOA) holder.

38
Examples:
a) Provision of approved design data to a production organisation to permit

manufacture (AMC No 1 to 21.133(b) and (c))
b) Information regarding eligibility for installation (replacement parts, repair,

modification, etc.)
c) Direct Delivery Authorisation (AMC No 1 to 21.133(b) and (c))
If the data is in support of a change or repair, then reference to the aircraft level
approval should be given (make reference to the approved STC, change or
repair).
Limitations/Remarks: state any information, either directly or by reference to

supporting documentation that identifies any particular data or limitations
(including specific importing requirements) needed by a production organisation to
complete Block 13 of Form CA-1.
Approval: provide reference information related to the approval of the data (DGCA
document or DOA privilege).
Authorised signature: name and hand-written normal or electronic signature of a

person who has written authority from the design organisation, as indicated in the
procedures agreed with DGCA.

39
Subpart B – Type-certificates and Restricted Type-
Certificates
GM 21.14(b) Eligibility for alternative procedures
Design organisations approved under CAR 21 Subpart JA should be the normal

approach for type certification, supplemental type certification, approval of major
changes to type design or approval of major repair design, except when agreed
otherwise by DGCA in accordance with 21.14, 21.112B and 21.432B.
The acceptance of alternative procedures, as defined in AMC 21.14(b), should be

limited where DGCA finds it more appropriate for the conduct of type certification,
supplemental type certification, approval of changes to type design, approval of repair
design.
AMC 21.14(b) Alternative Procedures
Alternative procedures are an acceptable means to demonstrate design capability in the

cases described in 21.14, 21.112Bor 21.432B. This concept is the implementation, in
the context of specific projects, of procedures required in Subpart JA-DOA, to ensure
that the applicant will perform relevant activities as expected by DGCA, but without
the requirements on the organisation itself that can be found in Subpart JA. The
establishment of these alternative procedures may be seen as a starting phase for a
Subpart JA-DOA, allowing at a later stage, at the discretion of the applicant, to move
towards a full Subpart JA-DOA by the addition of the missing elements.
1 Scope
1.1 As alternative to DOA, a manual of procedures must set out specific design
practices, resources and sequence of activities relevant for the specific projects,
taking account of CAR 21 requirements.
1.2 These procedures must be concise and limited to the information needed for quality
and proper control of activities by the applicant/holder, and by DGCA.
2 Management of the (supplemental) type certification process
2.1Certification programme: See AMC 21.20(b) for type-certification and AMC 21.114
for supplemental type-certification
2.2Compliance documentation: see AMC 21.20(c)
3 Management of design changes
3.1 Approval of changes to type design, repairs and production deviations from
the approved design data

40
The TC or STC applicant must provide procedures acceptable to DGCA for
classification and approval of changes to type design (see paragraphs 3.2 and 3.3),
and repairs and production deviations from the approved design data (see
paragraph 3.4).
3.2 Classification
3.2.1 Content
The procedure must address the following points:
- identification of changes to type design

- airworthiness classification
- changes to type design initiated by subcontractors
- documents to justify the classification
- authorised signatories
Criteria used for classification must be in compliance with 21.91 and

corresponding interpretations.
3.2.2 Identification of changes to type design
The procedure must indicate how the following are identified:
- major changes to type design

- those minor changes to type design where additional work is necessary to
demonstrate compliance with the airworthiness requirements
- other minor changes to type design requiring no further demonstrating of
compliance.
3.2.3 Airworthiness classification
The procedure must show how the effects on airworthiness are analysed, from the very
beginning, by reference to the applicable requirements.
If no specific requirements are applicable to the change, the above review must be
carried out at the level of the part or system where the change is integrated and where
specific requirements are applicable.
3.2.4 Control of changes to type design initiated by subcontractors
The procedure must indicate, directly or by cross-reference to written procedures, how

changes to type design initiated by subcontractors are controlled.
3.2.5 Documents to justify the classification
All decisions of classification of changes to type design must be documented and

approved by DGCA. It may be in the format of meeting notes or register.
3.2.6 Authorised Signatories

41
The procedure should identify the persons authorised to sign the proposed classification
before release to DGCA for approval.
3.3 Approval of changes to type design
3.3.1 Content
- compliance documentation
- approval process
3.3.2 Compliance documentation
For major changes and those minor changes to type design where additional work to
demonstrate compliance with the applicable airworthiness requirements is necessary,
compliance documentation must be established in accordance with AMC 21.20(c).
3.3.3 Approval process
A For the approval of major changes to type design, a certification programme

as defined in AMC 21.97 must be established.
B For major changes and those minor changes to type design where additional
work to show compliance with the applicable airworthiness requirements is
necessary, the procedure should define a document to support the approval
process.
This document must include at least:
- identification and brief description of the change and its classification

- applicable requirements
- reference to the compliance documents
- effects, if any, on limitations and on the approved documentation
- authorised signatory
C For the other minor changes, the procedure must define a means:
- to identify the change

- to present the change to DGCA for approval.
3.3.4 Authorised Signatories
The procedure must identify the persons authorised to sign the change before
release to DGCA for approval.
3.4 Repairs and production deviations from the approved design data

42
A procedure following the principles of paragraphs 3.2 and 3.3 must be
established for the classification and approval of repairs and unintentional
deviations from the approved design data occurring in production (concessions
or non-conformance's). For repairs, the procedure must be established in
accordance with CAR 21 Subpart M and associated acceptable means of
compliance (AMC) or guidance material (GM).
4 Issue of information and instructions to owners, operators or others

required to use the data
4.1 General
The information or instructions issued by a TC, STC, approval of changes to

type design, approval of repair design holder are intended to provide the owners
of a product with all necessary data to implement a change on the product, or a
repair, or to inspect it.
The information or instructions may be issued in a format of a Service Bulletin

as defined in ATA 100 system, or in Structural Repair Manuals, Maintenance
Manuals, Engine and Propeller Manuals, etc.
The preparation of this data involves design, production and inspection. The
three aspects should be properly addressed and a procedure should exist.
4.2 Procedure
The procedure should address the following points:
- preparation
- verification of technical consistency with corresponding approved change(s),
repair(s) or approved data, including affectivity, description, effects on
airworthiness, especially when limitations are changed
- verification of the feasibility in practical applications.
The persons authorised to sign before release of information and instructions to

DGCA for approval should be identified in the procedure.
The procedure should include the information or instructions prepared by

subcontractors or vendors, and declared applicable to its products by the TC,
STC, approval of changes to type design or approval of repair design holders.
4.3 Statement
The information and instructions should contain a statement showing DGCA
approval.
5 Obligations addressed in 21.44 (TC holder), 21.118A (STC holder) or

21.451 (repair design approval holder)

43
The applicant should establish the necessary procedures to show to DGCA how
it will fulfil the obligations required under 21.44, 21.118A or 21.451, as
appropriate.
6 Control of design subcontractors

it will control design subcontractors.
GM 21.16BSpecial Conditions
21.16B introduces 3 categories of Special Conditions:
1 Novel and unusual design features;

2 Unconventional use of product;
3 Service experience has shown that unsafe conditions may exist.
However, the need for a Special Condition based on in-service experience should be
judged by using the following points as benchmarks:
- The words “unsafe conditions” are used in GM 21.3B (b) to justify the basis for an
airworthiness directive.
- The words “continued safe flight and landing”, according to advisory material
related to CS/FAR 25.1309, mean the capability for continued controlled flight and
landing, possibly using emergency procedures, but without requiring exceptional
pilot skill or strength. Some aircraft damage may be associated with a failure
condition, during flight or upon landing.
AMC 21.20(b) Certification programme
1. For a particular project and as part of the technical familiarisation, the applicant
provides a certification programme that includes:
1.1 a plan containing the following information:
- Description of the project and the kind of operations envisaged
- The proposed airworthiness codes, special conditions, equivalent safety findings
and environmental protection requirements
- The description on how compliance will be demonstrated, with proposed means
of compliance (see appendix to this AMC below for codes), and any selected
guidance material. The description of the means of compliance should be
sufficient to determine that all necessary data will be collected and compliance
can be demonstrated.
- A compliance checklist addressing each paragraphs of the type-certification basis
and environmental protection requirements applicable to the project, with
reference to the means of compliance and to the related compliance documents.
- Identification of relevant personnel making decisions affecting airworthiness and
environmental protection interfacing with the DGCA, unless otherwise identified
to the DGCA;

44
1.2 a project schedule including major milestones.
2. The certification programme can be developed step by step, when the information
needed is not available at the beginning of the project.
3. For a simple project, the certification programme can be proposed with the
application.
4. The certification programme can be based on modules that can be updated
independently.
Appendix to AMC 21.20(b) - Means of compliance codes
Type of Compliance Means of Compliance Associated Compliance

Documents
MC0 : - Type Design documents
- Compliance statement - Recorded statements
- Reference to Type
Design documents
- Election of methods,
Engineering evaluation factors
- Definitions
MC1: Design review - Descriptions
- Drawings
MC2: Calculation/ - Substantiation reports
Analysis
MC3: Safety assessment - Safety analysis
MC4: Laboratory tests
Tests MC5: Ground tests on - Test programmes
related product - Test reports
MC6: Flight tests - Test interpretations
MC8: Simulation
Inspection MC7: Design inspection/ - Inspection or audit

audit reports
Equipment qualification MC9: Equipment Note: Equipment

qualification qualification is a process
which may include all
previous means of
compliance.

45
GM 21.20(b) Update to the Certification Programme
The applicant should keep the certification programme current throughout the project
and submit all revised elements to the DGCA.
AMC 21.20(c) Compliance documentation

1. Compliance documentation comprises of one or more reports, drawings,
specifications, calculations, analysis etc. and provides a record of the means by
which compliance with the applicable type-certification basis and environmental
protection requirements is demonstrated.
2. Each compliance document should normally contain:
- an adequate link with the corresponding certification programme
- the reference of the airworthiness codes, special conditions or environmental
protection requirements addressed by the document
- data demonstrating compliance
- a statement by the applicant declaring that the document provides the proof of
compliance for which it has been created
- the appropriate authorised signature.
3. Each compliance document should have a number and issue date. The various
issues of a document should be controlled.
GM 21.20(d) Final statement
All compliance demonstrations should be completed before issuance of the final

statement of compliance required by 21.20(d).
If so agreed by the DGCA, some compliance documentation may be produced after
issuance of the final statement of compliance required by 21.20(d).
GM 21.20 (f) Acceptance of certification documents/reports approved by military

certification authority
i. Military certification basis and compliance demonstration will be acceptable to

DGCA if the military certification design code is found equivalent to/more
stringent than the applicable civil certification design code for the product
designed/manufactured within India and certified by military certification
authorities.
ii. If, the applicable military prototype structures and system are found equivalent
w.r.t. civil variant SOP in order to ascertain the data generated for military
prototype, can be made applicable to civil variant also. If required, the existing
analysis report should be updated for compliance demonstration to civil
requirements that was not a part of military compliance standards.

46
iii. For this purpose the applicant must provide
(a) a comparative analysis of civil standard vs. military standard,
(b) compliance plan to comply the civil standards where military applicable
standards are less stringent or does not have equivalent provision vis-a-vis
civil standards on mutually agreed means of compliance,
(c) copy of test specification for test article accepted by military certification
authority for compliance demonstration and amendments thereon
(d) other information that may come out during the deliberation process
In case applicant choose to demonstrate compliance directly to the applicable civil

requirements of already military certified aircraft/modifications, then the laid down
civil certification procedures shall be applicable.
GM 21.33 Investigation and Tests
The requirements of 21.33(a) should not preclude the applicant requesting DGCA to
make flight or other tests of particular aspects of the product during its development
and before the type design is fully defined and a Declaration of Compliance can be
issued for all the applicable CS/FAR. However, in case of flight test the applicant
should have performed subject tests and should ensure that no features of the product
preclude the safe conduct of the evaluation requested. DGCA may require to repeat any
such tests once the type design is fully defined to ensure that subsequent changes have
not adversely affected the conclusions from any earlier evaluation. A statement of
compliance with sub-paragraph 21.33(b) is also required for the above tests.GM
21.35Flight Tests
Detailed material on flight testing is included in the applicable advisory material related
to CS/FAR.
GM 21.35(b) (2) Objective and Content of Function and Reliability Testing
1 OBJECTIVE
The objective of this testing is to expose the aircraft to the variety of uses, including
training, that are likely to occur when in routine service to provide an assurance that it
performs its intended functions to the standard required for certification and should
continue to do so in service.
2 CONTENT OF FUNCTION AND RELIABILITY TESTING
The testing should cover both routine operations and some simulation of abnormal
conditions. The details of the programme should be agreed with DGCA prior to
commencement of testing.
It may be possible to combine this testing with any other requirements to show
compliance with the applicable CS/FAR. This will be agreed on a case-to-case basis
with DGCA.

47
Where possible, testing conditions should be defined with the co-operation of an
operator.
A substantial proportion of the flying should be on a single aircraft. The flying should
be carried out to a continuous schedule on an aircraft that is very close to the final type
design, operated as though it were in service and should include a range of
representative ambient operating conditions and airfields.
GM 21.35(f) (1)Flying Time for Function and Reliability Testing
All flying carried out with engines and associated systems not significantly different
from the final type-certificate standard may count towards the 300 hours airframe flight
time required by 21.35(f)(1). At least 150 of the 300 flying hours should be conducted
on a dedicated production configured aircraft. The requirement for 300 hours relevant
flight time whenever a new turbine engine is incorporated applies regardless of whether
the airframe/engine combination is subject to a new type-certificate or is to be
certificated as a change or supplement to an existing type-certificate.
GM 21.35(f) (2)Flying Time for Function and Reliability Testing
All flying carried out on an aircraft not significantly different from the final type design
may count towards the 150 hours airframe flight time required by 21.35(f)(2).

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Subpart C – Not applicable

49
Subpart D – Changes to type-certificates and
restricted type-certificates
GM 21.91Classification of changes to a type design
1. PURPOSE OF CLASSIFICATION
Classification of changes to a type design into MAJOR or MINOR is to determine the

approval route to be followed in CAR 21 Subpart D, i.e., either 21.95 or 21.97, or
alternatively whether application and approval has to be made in accordance with CAR
21 Subpart E.
2. INTRODUCTION
2.1 21.91 proposes criteria for the classification of changes to a type design as minor
and major.
(i) This GM is intended to provide guidance on the term appreciable effect

affecting the airworthiness of the product from 21.91, where
“airworthiness” is interpreted in the context of a product in conformity
with type design and in condition for safe operation.
It provides complementary guidelines to assess a design change in order
to fulfil the requirements of 21.91and 21.117 where classification
is the first step of a procedure.
Note: For classification of Repairs see GM 21.435(a).
(ii) Although this GM provides guidance on the classification of major

changes, as opposed to minor changes as defined in 21.91, the GM and
21.91are deemed entirely compatible.
2.2 For an ITSO authorisation, 21.611 gives specific additional requirements for
design changes to ITSO articles.
For APU, this GM should be used.
3 ASSESSMENT OF A DESIGN CHANGE FOR CLASSIFICATION
3.1 Changes to the type design
21.31 defines what constitutes the type design. Alteration to any of the data
included within the scope of 21.31is considered a change to the type design.
3.2 Classification Process (see attached diagram)
21.91requires all changes to be classified as either major or minor, using the

criteria of 21.91and the complementary guidance of paragraph 3.3.
On some occasions, the classification process is initiated at a time when some

data necessary to make a classification decision are not yet available.
50
Therefore, the applicant should wait for availability of data before proposing a
classification.
A simple design change planned to be mandated by an airworthiness directive
may be reclassified minor due to the involvement of DGCA in the continued
airworthiness process.
Reasons for a proposed classification should be submitted.
3.3 Complementary guidance for classification of changes

A change to the type design is judged to have an “appreciable effect on other
characteristics affecting the airworthiness of the product” and therefore should
be classified as major, in particular but not only, when one or more of the
following conditions are met:
(i) Where the change requires an adjustment of the type-certification basis
(such as special condition, equivalent safety finding, elect to comply, earlier
airworthiness codes (reversion), later airworthiness codes).
(ii) Where the applicant proposes a new interpretation of the requirements used
for the type-certification basis of the type of product that has not been
published as AMC material or otherwise agreed with DGCA.
(iii) Where the demonstration of compliance uses methods that have not been
previously accepted as appropriate for the nature of the change to the
product or for similar changes to other products designed by the applicant.
(iv) Where the extent of new substantiation data necessary to comply with the
applicable airworthiness requirements and the degree to which the original
substantiation data has to be re-assessed and re-evaluated is considerable.
(v) The change alters the Airworthiness Limitations or the Operating

Limitations.
(vi) The change is made mandatory by an airworthiness directive or the change

is the terminating action of an airworthiness directive (ref. 21.3B). See note
1.
(vii) Where the change introduces or affects functions where the failure effect is
classified as catastrophic or hazardous.
Note 1: The design change previously classified as minor and approved prior to the
airworthiness directive issuance decision needs no re-classification.
However, DGCA retains the right to review the change and re-classify/re-
approve if found necessary.
Note 2: These above conditions are an explanation of the criteria noted in 21.91.
For an understanding of how to apply the above conditions, it is useful to take
note of the examples given in Appendix A to GM 21.91.

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Appendix A to GM 21.91: Examples of Major Changes per discipline
The information below is intended to provide a few major change examples per
discipline, resulting from application of 21.91and paragraph 3.3 conditions. It
is not intended to present a comprehensive list of all major changes. Examples
are categorised per discipline and are applicable to all products (aircraft, engines
and propellers). However, a particular change may involve more than one
discipline, e.g., a change to engine controls may be covered in engines and
systems (software).
Those involved with classification should always be aware of the interaction
between disciplines and the consequences this will have when assessing the
effects of a change (i.e., operations and structures, systems and structures,
systems and systems, etc.; see example in paragraph 2 (ii).
Specific rules may exist which override the guidance of these examples.
In the CAR 21 a negative definition is given of minor changes only. However
in the following list of examples it was preferred to give examples of major
changes.
Where in this list of examples the words “has effect” or “affect(s)” are used,
they have always to be understood as being the opposite of “no appreciable
effect” as in the definition of minor change in 21.91. Strictly speaking the words
“has appreciable effect” and “appreciably affect(s)” should have been used, but
this has not been done to improve readability.
1 Structure
(i) changes such as a cargo door cut-out, fuselage plugs, change of dihedral,
addition of floats;
(ii) changes to materials, processes or methods of manufacture of primary
structural elements, such as spars, frames and critical parts;
(iii) changes that adversely affect fatigue or damage tolerance or life limit
characteristics;
(iv) changes that adversely affect aero elastic characteristics.
2 Cabin Safety
(i) changes which introduce a new cabin layout of sufficient change to
require a reassessment of emergency evacuation capability or which
adversely affect other aspects of passenger or crew safety.
Items to consider include, but are not limited to,
- changes to or introduction of dynamically tested seats.
- change to the pitch between seat rows.
- change of distance between seat and adjacent obstacle like a divider.
- changes to cabin lay outs that affect evacuation path or access to
exits.
- installation of new galleys, toilets, wardrobes, etc.
- installation of new type of electrically powered galley insert.
(ii) changes to the pressurisation control system which adversely affect

previously approved limitations.

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3 Flight
Changes which adversely affect the approved performance, such as high altitude
operation, brake changes that affect braking performance.
Changes which adversely affect the flight envelope.
Changes which adversely affect the handling qualities of the product including
changes to the flight controls function (gains adjustments, functional
modification to software) or changes to the flight protection or warning system.
4 Systems
For systems assessed under CS/ FAR 25.1309, the classification process is
based on the functional aspects of the change and its potential effects on safety.
(i) Where failure effect is 'Catastrophic' or 'Hazardous', the change should be
classified as major.
(ii) Where failure effect is 'major', the change should be classified as major if:
- aspects of the compliance demonstration use means that have not been
previously accepted for the nature of the change to the system; or
- the change affects the pilot/system interface (displays, controls,
approved procedures); or
- the change introduces new types of functions/systems such as GPS
primary, TCAS, Predictive wind shear, HUD.
The assessment of the criteria for software changes to systems also needs to be
performed. When software is involved, account should be taken also of the
following guidelines:
Where a change is made to software produced in accordance with the guidelines
of the latest edition of EUROCAE ED12/RTCA DO-178 "Software
Considerations in Airborne Systems and Equipment Certification", the change
should be classified as major if either of the following apply, and the failure
effect is Catastrophic, Hazardous or Major:
(1) the executable code for software, determined to be Level A or Level B in
accordance with the guidelines, is changed unless that change involves only
a variation of a parameter value within a range already verified for the
previous certification standard; or
(2) the software is upgraded to or downgraded from Level A, Level B or Level

C; or
(3) the executable code, determined to be level C, is deeply changed, e.g., after
a software reengineering process accompanying a change of processor.
For software developed to guidelines other than the latest edition of ED-12/DO-
178, the applicant should assess changes in accordance with the foregoing
principles.
For other codes the principles noted above may be used. However, due
consideration should be given to specific requirements/interpretations.

53
5 Propellers
Changes to:
(i) diameter
(ii) airfoil
(iii) planform
(iv) material
(v) blade retention system, etc.
6. Engines
Changes:
(i) that adversely affect operating speeds, temperatures, and other
limitations.
(ii) that affect or introduce parts identified by applicable airworthiness
requirements related to engine where the failure effect has been shown
to be hazardous.
(iii) that affect or introduce engine critical parts or their life limits.
(iv) to a structural part which requires a re-substantiation of the fatigue and
static load determination used during certification.
(v) to any part of the engine which adversely affects the existing
containment capability of the structure.
(vi) that adversely affect the fuel, oil and air systems, which alter the method
of operation, or require re-investigation against the type-certification
basis.
(vii) that introduce new materials or processes, particularly on critical
components.
7 Rotors and drive systems

Changes that:
(i) adversely affect fatigue evaluation unless the service life or inspection
interval are unchanged. This includes changes to materials, processes or
methods of manufacture of parts, such as
- rotor blades
- rotor hubs including dampers and controls
- gears
- drive shafts
- couplings
(ii) affect systems the failure of which may have hazardous or catastrophic
effects. The design assessment will include:
- cooling system
- lubrication system
- rotor controls
(iii) adversely affect the results of the rotor drive system endurance test, the
rotor drive system being defined in CS 27/29-917 or FAR 27/29-917.
(iv) adversely affect the results of the shafting critical speed analysis
required by CS 27/29-931or FAR 27/29-931.

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8 Environment
The introductory text to Appendix A to GM 21.91 describes how in CAR 21 a
negative definition is given of minor changes only. This philosophy is similar to the
manner in which the ICAO Standards and Recommended Practices for environmental
protection (ICAO Annex 16) and the associated Guidance Material (ICAO
Environmental Technical Manual) define changes affecting a product’s environmental
characteristics in terms of ‘no-acoustical changes’ and ‘no-emissions changes’ (i.e.
changes which do not appreciably affect the product’s environmental characteristics).
Following the general philosophy of this Appendix, however, it is preferred to
give examples of changes which might have an appreciable effect on a product’s
environmental characteristics (i.e. the effect might be greater than the no-acoustic
change and no-emissions change criteria) and might therefore lead to a major change
classification.
Where a change is made to an aircraft or aircraft engine, the effect of the change
on the product’s environmental characteristics should be taken into account. Examples
of changes that might have an appreciable effect on the product’s environmental
characteristics, and might therefore be classified as a major change, are listed below.
The examples are not exhaustive and will not, in every case, result in an appreciable
change to the product’s environmental characteristics, and therefore, will not per-se and
in every case result in a major change classification.
An appreciable effect is considered to be one which exceeds the ICAO criteria
for a no-acoustical change or a no-emissions change. For the definition of a no-
acoustical change refer to the section of the ICAO Environmental Technical Manual,
Volume I (ICAO Doc 9501, Volume I – Procedures for the Noise Certification of
Aircraft) concerning changes to aircraft type designs involving no-acoustical changes
(see also the definitions of a ‘derived version’ in ICAO Annex 16, Volume I). For the
definition of a no-emissions change refer to the section of the ICAO Environmental
Technical Manual, Volume II (ICAO Doc 9501, Volume II – Procedures for the
Emissions Certification of Aircraft Engines) concerning no-emissions changes.
(i) Noise: A change that introduces either:
- an increase in the noise certification level(s); or
- a reduction in the noise certification level(s) for which the applicant wishes to
take credit.
Examples of noise-related changes that might lead to a major change classification are:
(1) For jet and heavy (maximum take-off mass greater than 8618 kg) propeller-driven
aeroplanes:
- A change that might affect the aircraft’s take-off performance including:
• a change to the maximum take-off mass;
• a change to V2 (‘take-off safety speed’); or
• a change to the lift augmentation devices, including their configuration
under normal take-off operating conditions.
- A change that might affect the aircraft’s landing performance including:
• a change to the maximum landing mass;

55
• a change to VREF (reference landing speed); or
• a change to the lift augmentation devices, including their deployment under
normal landing operating conditions.
- A change to the Centre of Gravity (CG) limits;

- A change that increases the aircraft’s drag;
- A change that alters the external profile of the aircraft, including the installation
or change of shape or size of any item on the external surface of the aircraft that
might protrude into the airflow such as winglets and vortex generators;
generally the installation of small antennas does not represent an acoustical
change;
- A change that introduces an open-ended hollow cavity at more or less right
angles to the airflow (e.g. hollow pins in undercarriage assemblies);
- A change of engine or, if fitted, propeller type;
- A change in engine thrust rating;
- A change to the engine rotating parts or stators, such as geometry, blade profile
or blade number;
- A change to the aerodynamic flow lines through the engine;
- A change that affects the engine thermodynamic cycle, including a change to
the engine’s bypass ratio;
- A change to the engine nacelle, including a change to the acoustic liners;
- A change to the engine exhaust;
- A change to the engine bleed valves, including bleed valve scheduling;
- A change in the operation of engine power off-takes (e.g. the operation of the
Environmental Control System (ECS) during a normal take-off or approach);
- A change to the Auxiliary Power Unit (APU), including associated operating
limitations (e.g. a change that allows the APU to be operated during a normal
approach when previously it was not allowed);
- A change to the propeller pitch and/or propeller speed during a normal take-off
or approach;
- A change that causes a change to the angle at which air flows into the propeller.
(2) For light (maximum take-off mass 8618 kg or less) propeller-driven aeroplanes:
- A change that might affect the aircraft’s take-off performance including:
• a change to the maximum take-off mass;
• a change to the take-off distance;
• a change to the rate of climb; or
• a change to Vy (best rate of climb speed).
- A change that increases the aircraft’s drag (e.g. the installation of external cargo
pods, external fuel tanks, larger tyres to a fixed undercarriage, floats etc.);
- A change of engine or propeller type;
- A change in take-off power including a change in engine speed (tachometer ‘red
line’) or, for piston engines, a change to the manifold pressure limitations;
56
- A change to the highest power in the normal operating range (‘top of green arc’);
- In the case of an aircraft where take-off power/engine speed is time limited, a
change in the period over which take-off power/engine speed may be applied;
- A change to the engine inlet or exhaust including, if fitted, the inlet or exhaust
muffler;
- A change in propeller diameter, tip shape, blade thickness or the number of
blades;
- The installation of a variable or adjustable pitch propeller in place of a fixed
pitch propeller and vice versa;
- A change that causes a change to the angle at which air flows into the propeller.
(3) For helicopters:
- A change that might affect the take-off and/or landing performance, including a
change in take-off mass and VY (best rate of climb speed);
- A change to VNE (never-exceed airspeed) or to VH (airspeed in level flight
obtained using the torque corresponding to minimum engine installed,
maximum continuous power available for sea level pressure, 25°C ambient
conditions at the relevant maximum certificated mass);
- A change to the maximum take-off engine power or maximum continuous
power;
- A change to the gearbox torque limits;
- A change of engine type;
- A change to the engine intake or exhaust;
- A change to the maximum normal operating rpm of the main or tail rotors;
- A change to the main or tail rotors, including a change in diameter, blade
thickness or blade tip profile.
Note: The effect on the helicopter’s noise characteristics of either carrying
external loads or the installation of external equipment need not be considered.
(ii) Emissions: A change that introduces an increase or decrease in the emissions
certification levels. Examples of smoke and gaseous engine emission-related
changes that might lead to a major change classification are:
- A change in engine thrust rating;

- A change to the aerodynamic flow lines through the engine;
- A change that affects the engine thermodynamic cycle, specifically relevant
engine cycle parameters (e.g. combustor pressure P3, combustor entry
temperature T3, Air Fuel Ratio (AFR));
- A change to the compressor that might influence the combustor inlet conditions
and engine overall pressure ratio;
- A change to the combustor design (geometry);
- A change to the cooling of the combustor;
- A change to the air mass flow through the combustor;
- A change that affects the fuel spray characteristics.
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9 Power plant Installation
Changes which include:

(i) control system changes which affect the engine/propeller/airframe
interface;
(ii) new instrumentation displaying operating limits;
(iii) modifications to the fuel system and tanks (number, size and
configuration);
(iv) change of engine/propeller type.

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Classification process
Change in Type Design
Classification of Design Changes acc. 21.91

Goals:- determine approval route
-assess effect on airworthiness
Any of 21.91 following criteria met?

-appreciable effect on weight
-appreciable effect on balance Yes
-appreciable effect on structural strength
-appreciable effect on reliability
-appreciable effect on operational characteristics
…..of the product
Classification
No proposal should be
submitted to DGCA
Any of the following criteria met?
(i) adjustment of certification basis
(ii) new interpretation of the requirements used for the
TC basis
(iii) aspects for the compliance demonstration not
previously accepted
(iv) extent of new substantiation data and degree of
reassessment and reevaluation considerable
(v) alters the limitations directly approved by the DGCA
No (vi) mandated by AD or terminating action of AD
Yes
(vii) introduces or affects function where failure
condition is catastrophic or hazardous
See also Appendix A: Examples:

1. Structure 2. Cabin Safety 3. Flight
4. Systems 5. Propellers 6. Engines
7. Rotors and Drive Systems
8. Environment9.Power plant installation
Minor Major

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GM 21.93(b) Major Changes: Application
Identification of re-investigations necessary to show compliance does not mean the

showing of compliance itself, but the list of affected type design requirement paragraphs
for which a new demonstration is necessary, together with the means (calculation, test
or analysis) by which it is proposed to show compliance.
AMC 21.97 Compliance demonstration process for major changes
1. AMC/GM to 21.20 should be used for a major change.

2. For major changes not requiring long and complex compliance demonstration
activities, a certification programme, as described in AMC 21.20(b), can be
submitted with the application in a simplified format. The certification programme
should contain at least the following elements:
- Purpose of change
- Description of change
- Applicability
- Applicable airworthiness codes, special conditions, equivalent safety
findings and environmental protection requirements
- The description on how compliance will be demonstrated, with selected
means of compliance (see Appendix to AMC 21.20(b) for the codes to be
used) and reference to compliance documents
- If relevant, the delivery schedule of compliance documents.
GM 21.101 Establishment of the Type-Certification Basis of changed aeronautical

products
Foreword
This guidance material (GM) provides guidance for the application of the Changed
Product Rule (CPR) 21.101 and 21.19, for changes made to type-certificated
aeronautical products.
Chapter 1. Introduction
1. Purpose
a. The DGCA wrote this GM to provide guidance for establishing the type-certification
basis for changed aeronautical products in accordance with 21.101and to help identify if
it will be necessary to apply for a new type-certificate (TC) under 21.19. The guidance
describes the process for establishing the type-certification basis for changes to type
certificates or restricted type-certificates, supplemental type certificates (STC) and
amended STCs, detailing evaluations, classifications, and decisions made throughout the
process.
b. The content of this GM is divided into 4 Chapters and 5 Appendices:
(1) Chapter 1 explains the purpose of this GM, describes its content, specifies the
intended audience, and clarifies which changes are within the scope of
applicability of this GM. Chapter 1 also contains definitions and terminology
used in this GM for application of 21.101 and 21.19.
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(2) Chapter 2 provides a general overview of 21.101 and 21.19, clarifies the
principles and safety objectives and directs applicants to the applicable guidance
contained in subsequent chapters of this GM.
(3) Chapter 3 contains guidance for implementation of 21.101(a) and (b) to establish
the type-certification basis for changed aeronautical products. Chapter 3
describes in detail the various steps of the ‘top-down’ certification basis
development approach. Chapter 3 also addresses 21.19considerations to identify
conditions under which an applicant for a type design change is required to
submit application for a new TC and provides guidance at which stage of the
process this assessment is to be performed.
(4) Chapter 4 contains considerations for design related operating requirements,
guidance for establishing type-certification basis for changes on certain small
aeroplanes and rotorcraft under specified maximum weight (‘excepted
products’), guidance for use of special conditions under 21.101(d), guidance on
the effective period of an application, guidance for establishing the type-
certification basis for changes on aircraft designed or modified for a special
purpose (to operate under a special certificate of airworthiness) and guidance for
documentation of revisions to the type-certification basis.
(5) Appendix A contains examples of typical type design changes for small
aeroplanes, large aeroplanes, rotorcraft, engines, and propellers which are
categorised by the DGCA into individual tables according to the classifications
to the level of design change - substantial, significant, and not significant.
(6) Appendix B provides detailed guidance with examples for evaluating when
compliance would be impractical under the ‘impracticality’ exception in the rule.
(7) Appendix C provides guidance with examples on use of relevant service
experience in the certification process as one way to show that the latest
airworthiness codes may not contribute materially to the level of safety, allowing
the use of earlier airworthiness codes.
(8) Appendix D contains figures and tables considered useful for understanding of
the basic terms used and their mutual relations to assist correct application of this
GM.
(9) Appendix E contains cross-references to relevant requirements of CAR 21
related to application of 21.19and 21.101.
c. This GM describes an acceptable means, but not the only means to comply with
21.101and 21.19. However, if an applicant chooses to use the means described in this
GM, they must follow it entirely.
2. Audience
This GM is for applicants applying for:
- major changes to type design of products under 21.97 and to type design of
Auxiliary Power Units (APUs) under 21.604(b)),
- supplemental type-certificates (STCs) under 21.113, or
- major changes to STCs under 21.117 (b).
3. Applicability
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a. Reserved.
b. This GM applies to major type design changes under 21.101for aeronautical
products type-certificated, restricted type-certificated, supplemental type-
certificated or ITSO approved (APU) under CAR 21 (ref. 21.21. 21.23,
21.115, 21.604), with application for the type-certification basis of the
airworthiness code of the applicable CS (CS-VLA, CS-22, CS-23, CS-25
etc.).
c. Minor type design changes are automatically considered not significant
under 21.101(b) and the existing type-certification basis is considered
adequate for their approval under 21.95.
d. Reserved.
e. For the purpose of this GM, the term aeronautical products, or products,
means type-certificated or restricted type-certificated aircraft, engines, and
propellers or ITSO approved APUs.
f. This GM is not intended to be used to determine the applicable
environmental protection requirements (aircraft noise, fuel venting and
exhaust emission requirements) for changed products.
4. Definitions and Terminology
Adequate Type-certification Basis – The type-certification basis for a changed
product under 21.101is considered adequate when the DGCA determines that it
provides adequate standards for the design change, i.e. when the requirements of
the applicable airworthiness code and prescribed special conditions provide an
appropriate level of safety for the changed product and do not result in any unsafe
design features.
Aeronautical product – The terms aeronautical product or product(s) used in
this guidance material include type-certificated or restricted type-certificated
aircraft, engines, propellers and ITSO approved Auxiliary Power Units (APUs).
Affected area, system, part or appliance – any system, part, or appliance which
is either physically altered by a proposed design change or, even if not altered
physically, its functional characteristics are altered due to the effects of the
physical change.
Design change – A change in the type design of an aeronautical product. In the
context of this document the terms ‘change’, ‘design change’ and ‘type design
change’ are synonymous.
Earlier requirements– The requirements of the applicable airworthiness code
in effect prior to the date of application for the change, but not prior to the
existing type-certification basis.
Existing type-certification basis – The requirements of the applicable
airworthiness code, special conditions and equivalent level of safety findings
incorporated by reference in the type-certificate of the product to be changed.
Latest requirements– The requirements of the applicable airworthiness code in
effect on the date of application for the change.

62
Previous relevant design changes – Previous design changes, the cumulative
effect of which could result in a product significantly or substantially different
from the original product or model, when considered from the last time the latest
airworthiness codes were applied.
Product level change – A change or combination of changes that makes the
product distinct from other models of the product (for example, range, payload,
speed, design philosophy). Product level change is defined at the aircraft, engine,
propeller, or APU level of change.
Secondary change – A change is a secondary change if compliance to the latest
amendment would not contribute materially to the level of safety and where it is
part of and consequential to an overall significant change. A secondary change
is a physical change that restores without changing the system, structural
capacity, or functionality, but is necessary to support a significant change.
Significant change – A change to the type-certificate significant to the extent
that it changes at the product level one or more of the following: general
configuration, principles of construction, or the assumptions used for
certification, but not to the extent to be considered a substantial change. The
significance of the change must be considered in the context of all previous
relevant design changes and all related revisions to the applicable airworthiness
codes. Not all product level changes are significant.
Significant change in an area (for excepted aircraft under 21.101(c) only) – A
change in an area is significant if the general configuration or the principles of
construction in that area are not retained, or the assumptions used for certification
of that area do not remain valid.
Substantial change – A change which is so extensive that a substantially
complete investigation of compliance with the applicable type-certification basis
is required, and consequently a new type certificate, in accordance with 21.19.
Type-certification basis – The requirements of the applicable airworthiness
code as established in 21.17 and 21.101, as appropriate; special conditions; and
equivalent level of safety findings applicable to the product to be certificated.

63
Chapter 2. Overview of 21.19 and 21.101
1. 21.19
a. 21.19 requires an applicant to obtain a new type-certificate (TC) for a changed
product if the change in design, power, thrust, or weight is found by the DGCA so
extensive that a substantially complete investigation of compliance with the
applicable type-certification basis is required.
b. Changes that require a substantial re-evaluation of the product’s compliance
findings are referred to as ‘substantial changes’. For guidance, see Section 3 of
Chapter 3. Appendix A to this GM provides examples of type design changes that
will require application for a new TC.
c. If the DGCA has determined through 21.19that the proposed design change does
not require a new TC, see 21.101 for the applicable implementing rules to establish
the type-certification basis for the proposed design change. For guidance, see
Chapter 3 and the examples in Appendix A of this GM.
2. 21.101
a. 21.101(a) requires a change to a TC to comply with the requirements of the
airworthiness code that is applicable to the changed product and that is in effect at
the date of the application for the change, unless the change meets the criteria for
the exceptions identified in 21.101(b) and (c) or compliance with airworthiness
codes of later effective amendments is chosen by the applicant or required under
21.101(e) and (f). The intent of 21.101is to enhance safety through the incorporation
of the latest regulatory standards in the type-certification basis for changed products
to the greatest extent practicable.
b. An applicant can comply with airworthiness codes of an earlier amendment of the
airworthiness code consistent with the requirements of 21.101(b), when:
• a change is not significant (see 21.101(b)(1)), or
• an area, system, part or appliance is not affected by the change (see 21.101 (b)
(2)), or
• compliance with the latest amendment for a significant change does not
contribute materially to the level of safety (see 21.101(b)(3)), or
• compliance with the latest amendment would be impractical (see 21.101(b)(3)).
c. Note that earlier amendments may not precede the corresponding amendment of the
airworthiness code incorporated by reference in the type-certificate.
d. 21.101(b)allows a changed product to comply with an earlier amendment of the
applicable airworthiness code, provided one of the criteria in 21.101(b)(1),(2) or (3)
are met and the earlier amendment is considered adequate. However, when a
proposed design change involves features or characteristics considered novel or
unusual, or the intended use of the changed product is unconventional, or experience
from other similar products in service or products having similar design features has
shown that unsafe conditions may develop, and the proposed airworthiness
standards do not contain adequate or appropriate standards for the changed product,
later amendments and/or special conditions will be applied.

64
e. 21.101(b)(1)(i) and (ii) describe the automatic criteria establishing that a change is
significant.
f. 21.101(c)provides an exception from the requirements of 21.101(a)for a change to
certain aircraft with less than specified maximum weight. If an applicant applies for
a type design change to an aircraft (other than rotorcraft) of 2 722 kg (6 000 pounds)
or less maximum weight, or to a non-turbine powered rotorcraft of 1 361 kg (3 000
pounds) or less maximum weight, the applicant can demonstrate that the changed
product complies with the type-certification basis incorporated by reference in the
TC. The applicant can also elect to comply, or may be required to comply, with a
later amendment. See Chapter 4, Section 2 in this GM for specific guidance on this
provision.
g. 21.101(d)provides for the use of special conditions, under 21.16B, when the
proposed amendment of the applicable airworthiness code and any later amendment
do not provide adequate standards to the proposed change.
h. 21.101(e)prescribes the effective period an application will remain valid for a
change. This section is consistent with the requirements of 21.17 for a new TC.
i. 21.101(f)requires that if an applicant chooses (elects) to comply with a requirement
of an amendment to the airworthiness codes that is effective after the filing of the
application for a change to a type, the applicant shall also comply with any other
airworthiness codes that the DGCA finds is directly related.
Chapter 3. The process for establishing the type-certification basis for changed
products 21.101 (a) and (b)
1. Overview
a. Both the applicant and the DGCA have responsibility under 21.101(a) and (b). The
applicant must demonstrate that the change complies with the latest applicable
airworthiness codes unless use of an exception per 21.101(b) is justified. If an
exception is proposed, the applicant should make a preliminary classification
whether the change is significant or not significant, and propose an appropriate type-
certification basis. The DGCA determines whether the applicant’s classification of
the change and proposal for the type-certification basis are consistent with the
applicable rules and their interpretation, but should not be dependent on whether the
TC holder or applicant for a STC is originating the change. The type-certification
basis can vary depending on the magnitude and scope of the change. The steps
below present a streamlined approach for making this determination. In addition to
assisting in the determination of significance and establishing the type-certification
basis, this guidance will help to establish the appropriate amount of coordination
required between the applicant and the DGCA.
b. Classifications of typical type design changes are in Appendix A, Classification of
Changes. See paragraph 6(c) of this chapter for instructions on how to use Appendix
A.
c. In cases where the examples in Appendix A are not applicable for the proposed
change, use the following steps in conjunction with Figure 1 on the next page to
establish the appropriate type-certification basis for the type design change.

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Issue II, Rev.3, 24th April, 2015
66
2. Step 1 of Figure 1. Identify the proposed type design change to an aeronautical
product
a. Prior to describing the proposed change(s), it is important to clearly identify the type
design configuration to be changed. A series of derivative aircraft, engines, or
propellers (for example, x-100, x-200, x-300) may evolve based on predecessor type
designs, each with its own design changes that make it distinct from the other series.
The applicant should identify which model or series within that model is the specific
configuration that will be modified.
Note: An STC is not a product; it is a change to a product. When changing or amending
an STC the starting point is the existing modified product (TC with existing STC
installed). For example, if an applicant were amending an STC for an external
cargo locker and the applicant proposed changing the configuration of the locker,
then the starting point would be the existing TC with the existing STC installed.
The applicant would then compare that configuration (TC with existing STC
installed) to the changed product (TC with proposed amended STC installed).
b. Changes to a product can include physical design changes, changes to an operating
envelope and/or performance changes. The change can be a single change or a
collection of changes. The purpose of this process step is to identify and describe the
Issue II, Rev.3, 24th April, 2015

67
change to the aeronautical product. The applicant for a type design change should
consider all previous related design changes and the amendment level of the type-
certification basis for these changes.
Note 1: By definition all previously incorporated changes have been approved. The
purpose of step 1 is to consider the net cumulative effect of the changes since the
last time the certification basis for the changed/affected area was upgraded from
that of the original type design.
Note 2: Substantiating data for the proposed type design change can include compliance
findings from a previously approved design change, in supporting compliance
findings for the proposed change. However, for the purpose of classifying the
proposed design change, such previously approved design and compliance data
should be now considered in relation to the proposed type design change and
should be taken into account as a part of the proposed design change
classification.
c. When identifying the changes being proposed as part of a modification, consider
previous relevant changes that create a cumulative effect, as these may influence the
decisions regarding substantial and significant changes later in the process. By
previous relevant changes those design changes are meant whose effects
accumulate, such as successive thrust increases, incremental weight increases, or
sectional increases in fuselage length. Any previous relevant design changes in the
area affected by the current change that did not involve an upgrade of the existing
type-certification basis should be taken into account in the next design change
proposal.
(1) Example 1: A 5 % weight increase is currently being proposed, but a previous
10 % and another 15 % weight increase has been incorporated into this aircraft
without upgrading the existing type-certification basis. In the current proposal
for a 5 % weight increase, the cumulative effects of the two previous weight
increases that did not involve upgrade of the type-certification basis will now
be accounted for as an approximately 30 % increase in weight, for the purpose
of making the substantial and/or significant decisions. Note that the cumulative
effects to be considered are only those incremental increases from the last time
the applicable airworthiness codes in the type-certification basis were
upgraded.
(2) Example 2: The TC for aeroplane model X lists three series, namely X-300, X-
200, and X-100. The X-300 is a derivative of the X-200 which is a derivative
of the original X-100 series. An applicant proposes a design change to the X-
300 series aeroplane. During the review of the X-300 type-certification basis
and the airworthiness codes affected by the proposed change, it was identified
that one airworthiness code, CS-25.571 (damage tolerance), remained at the
same amendment level as the X-100 original type-certification basis
(derogation from 21.101(a) was allowed). Since the amendment level for this
particular airworthiness code was not changed for the two subsequent aeroplane
series (X-200 and X-300), the cumulative effects of these two previous design
changes that are related to the proposed change and the damage tolerance
requirements should now be addressed.
d. To identify and describe the proposed changes to any aeronautical product, use a
high-level description of the design change that characterises the intent of, or the
reason for, the change. No complex technical details are necessary at this stage. For

68
example, a proposal to increase maximum passenger-carrying capacity may require
an addition of a fuselage plug, and as such a ‘fuselage plug’ becomes one possible
high-level description of this design change. Similarly, a thrust increase, a complete
new interior, an avionics system upgrade, or a passenger-to-cargo conversion are all
high-level descriptions that characterise typical changes to the aircraft, each driven
by a specific goal, objective or purpose.
e. Evolutionary Changes. Evolutionary changes that occur during the course of a
certification programme may require re-evaluation of the type-certification basis
and may result in re-classification of the change. That is, any evolution in the
proposed design change after the type-certification basis has been agreed to (or
established) will necessitate a revisit of the type-certification basis to ensure that
‘evolved’ aspects of the design change are still covered by the agreed upon
certification basis.
3. Step 2 of Figure 1. Is the change substantial?
a. 21.19 requires an applicant to apply for a new TC for a changed product if the
proposed change in design, power, thrust, or weight is so extensive that a
substantially complete investigation of compliance with the applicable type-
certification basis is required. A new TC could be required for either an extensive
change to a previously type-certificated product or for a changed design derived
through the cumulative effect of a series of design changes from a previously type-
certificated product.
b. A ‘substantially complete investigation’ of compliance is required when most of the
existing substantiation is not applicable to the changed product. A substantial
change proposal will require the need to comply with all the airworthiness codes
applicable to a particular category of product. The number of airworthiness codes
to which compliance must be re-established for the changed product may not
necessarily be the sole determination criteria as to whether the change is substantial,
but rather the extent of effort to establish compliance, or the depth of investigation
required to be done. In other words, the design change may be considered substantial
if it is so extensive (making the product sufficiently different from its predecessor)
that the design models, methodologies and approaches used to demonstrate a
previous compliance finding could not be used.
c. To address the question if a change is substantial at the beginning of the process,
the applicant should evaluate the total or combined effect of all the proposed
changes identified in Step 1, including the cumulative effects of previous relevant
design changes since the last update of the type-certification basis (as explained in
Step 1).
d. If it is not initially clear that a new TC is required, Appendix A provides some
examples of substantial changes to aid in this classification. A substantial change
requires application for a new TC under 21.17 and 21.19. If the change is not
substantial, then follow the 21.101 process.
4. Step 3 of Figure 1. Will the latest airworthiness codes be used?
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a. The applicant can upfront elect to use the latest airworthiness codes for their
proposed type design change. If the latest airworthiness codes are used, the applicant
will meet the intent of 21.101and no further classification (significant or not
significant) and justification is needed. However, the decision to voluntarily comply
with the latest airworthiness codes for a design change sets a new regulatory
baseline for all future related changes in the same affected area. Even though one
applicant elects to use the latest airworthiness codes, another applicant could apply
21.101for a similar design change proposal, and use the exceptions in accordance
with 21.101(b). If the latest airworthiness codes are not used, then proceed as
follows:
5. Step 4 of Figure 1. Relation of changes
a. Once the proposed changes are identified using high-level descriptions, the next step
is to determine if any of these changes are related to each other. Related changes are
those that cannot exist without one another, are co-dependent, or a prerequisite of
one another. For example, a need to carry more passengers could require the
addition of a fuselage plug, which will result in a weight increase, and may
necessitate a thrust increase. Thus the fuselage plug, weight increase and thrust
increase are all related high-level changes that will be needed to achieve the goal of
carrying more passengers. A decision to upgrade the cockpit to more modern
avionics at the same time as these other design changes may be considered
unrelated, as the avionics upgrade is not necessarily needed to carry more
passengers (it has a separate purpose, likely just modernisation). The proposed
avionics upgrade would then be considered an unrelated (or a stand-alone) change.
However, the simultaneous introduction of a complete new interior may be
considered related since a cabin length change will have an impact on occupant
safety considerations. Even if a new cabin interior is not included in the product
level change, the functional effect of the fuselage plug has implications on occupant
safety (e.g., the dynamic environment in an emergency landing, emergency
evacuation, etc.), and thus the cabin interior becomes an affected area.
b. Once the change(s) are organised into groupings of those that are related and those
that are unrelated (or stand-alone), the applicant is ready for Step 5 of Figure 1. The
grouping of related and unrelated changes is particularly relevant to the ‘significant’
Yes/No decision, (21.101(b)(1)), described in Step 5 of Figure 1. Each group of
related changes and each unrelated (stand-alone) change is evaluated on its own
merit for significance.
c. After describing the groupings and the associated or supporting technical details for
each change, the applicant should identify areas, systems, parts or appliances of the
70
product that are affected by the design change and the corresponding airworthiness
codes associated with these areas. For each group, the applicant should assess the
physical and/or functional effects of the change on other areas, systems, parts, or
appliances of the product. The characteristics affected by the change are not only
physical changes, but also functional changes brought about by the physical
changes. Examples of physical aspects are: structures, systems, parts and
appliances, software in combination with the affected hardware. Examples of
functional characteristics are performance, handling qualities, aeroelastic
characteristics, and emergency egress. The intent is to encompass all aspects where
there is a need for re-evaluation, that is, where the substantiation presented for the
product being changed should be updated or rewritten.
6. Step 5 of Figure 1. Is the proposed change significant?
a. In Step 5 it is the applicant’s responsibility to justify that a grouping of related

changes or an unrelated change does not qualify as a significant change. Significant
changes are product level changes which are distinct from the vast majority of major
changes. In general, these changes are either the result of an accumulation of
changes or occur through an isolated extensive change that makes the changed
product distinct from its predecessors. Step 1 explains the accumulation of changes
that should be considered.
21.101(b)(1)defines a significant change as existing when one or more of three
automatic criteria apply:
(1) Changes where the general configuration is not retained (significant

change to general configuration). A change to the general configuration at the
product level that distinguishes the resulting product from other product
models, for example performance or interchangeability of major components.
Typically, for these changes an applicant will designate a new aircraft model
number, although this is not required. For examples, see Appendix A to this
GM.
(2) Changes where the principles of construction are not retained (significant
change to principles of construction). A change at the product level to the
materials and/or construction methods that affect the overall products’
operating characteristics or inherent strength and would require extensive
reinvestigation to demonstrate compliance. For examples, see Appendix A to
this GM.
(3) Changes that invalidate the assumptions used for certification (significant
change to the assumptions used for certification). A change to the

71
assumptions at the product level associated with the compliance demonstration,
performance or operating envelope that by itself is so different that the original
assumptions or methodologies of demonstrating compliance are invalidated.
For examples, see Appendix A to this GM.
Note: The word ‘assumptions’ in 21.101 bears a meaning different from CS E-30 and
CS-P-30. CS-E and CS-P address the conditions that may be imposed on the
engine or propeller when it is eventually installed in the aircraft and are published
in the installation manual.
b. The above criteria are used to determine if each change grouping and each stand-
alone change is significant. These three criteria are assessed at the product level. In
applying the automatic criteria the applicant should focus on the design change
itself. Consideration of only the regulatory importance or safety benefit of the latest
airworthiness codes is not a justification by itself to cause a design change to be
classified or re-classified as a significant change.
c. Appendix A includes tables of typical changes for large aeroplanes, small
aeroplanes, rotorcraft, and engines/propellers that meet the definition of significant.
The appendix also includes typical changes that do not achieve the significant level.
In these tables, one or more of the three automatic criteria in 21.101(b)(1) apply for
each case where the changes are identified as significant. Experience has shown the
concept of having only the three automatic criteria seems to fit most projects. The
tables can be used in one of two ways:
(1) To classify a proposed change that is listed in the table, or
(2) In conjunction with the three automatic criteria, to help classify a proposed
change not listed in the tables of the appendix by comparing the proposed
change to changes which are similar in type and/or magnitude.
d. Design changes can trigger one or more of the automatic criteria listed in
21.101(b)(1)(i) and (ii) for the proposed design change. When assessing the design
change grouping, consider the cumulative effect of previous relevant design
changes. Design changes may have been incorporated over time with no change in
the type-certification basis and the final product may be significantly different than
would be represented by the existing type-certification basis.
e. Each grouping of related changes and each unrelated (stand-alone) change,
identified using high-level descriptions, will be evaluated to determine if it is a
significant or not significant change. Use the tables in Appendix A as guidance to
make the classification of significant or not significant. Only when one or more of
the three criteria is met, the type design change can be considered significant for
that grouping or unrelated change. The starting point for assessing the cumulative
effects of previous relevant design changes is from the last time the applicable
airworthiness codes in the type-certification basis for the affected area, system, part,
or appliance were upgraded.
f. Typically, a change to a single area, system, part or appliance may not result in a
product level change. However, there may be distinct cases where the change to a
single system or part may, in fact, result in a significant change due to its effect on
the product overall. Examples may include addition of winglets, leading edge slats
or change in primary flight controls to fly-by-wire system.
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g. A change is a secondary change if compliance to the latest amendment does not
contribute materially to the level of safety and where it is part of and consequential
to an overall significant change. A secondary change is a physical change that
restores without changing the system, structural capacity or functionality, but is
necessary to support a significant change. Based on this description, a secondary
change is not required to comply with the latest airworthiness codes because it is
considered ‘not contributing materially to the level of safety’, and therefore eligible
for an exception under 21.101(b)(3). Determining whether a change meets the
description for secondary change, and thus is eligible for an exception, should be
straightforward. Hence the substantiation or justification need only be minimal. If
this determination is not straightforward, then the proposed change is very likely
not a secondary change.
(1) In some cases the change which restores functionality may in fact contribute
materially to the level of safety by meeting a later amendment. If this is the
case, it would not be considered a secondary change.
(2) An example of secondary change is lengthening existing control cables passing
through the new fuselage plug to restore existing functions to systems that could
be situated within or beyond the new plug. The lengthening of these cables can
be accepted as not adding system capacity or capability, so these changes can
be identified as secondary changes and not be required to meet the latest
amendment.
h. A new model number designation to a changed product is not necessarily indicative
that the design change is significant under 21.101. Conversely, retaining the existing
model designation does not mean that the design change is not significant. All
changes are considered in light of the magnitude of the type design change.
i. Making the determination. The final determination of whether a design change is
significant or not significant is retained by the DGCA. To assist the applicant in
their assessment, the DGCA has predetermined the classification of several typical
design changes that can be used for reference, and these examples are listed in
Appendix A to this GM.
j. At this point, the determination of significant or not significant for each of the
groupings of related changes and each stand-alone change has been made. For
significant changes, if the applicant proposes to comply with an earlier requirement,
the procedure outlined in paragraph 7 below should be used.
7. Proposing an amendment level for a significant change
a. If an unrelated (stand-alone) change or a grouping of related changes is classified as
significant, the applicant will comply with airworthiness codes of the latest
amendment of the applicable airworthiness code for certification of the changed
product, unless the applicant can justify use of one of the exceptions provided in
21.101(b)(2) and/or (3) to demonstrate compliance with earlier amendment(s). The
final type-certification basis may consist of a combination of airworthiness codes of
the applicable airworthiness code at different amendment levels ranging from the
original type-certification basis to the most current amendments.
b. If the classification of the change is significant, all areas, systems, parts or
appliances affected by the change must comply with requirements of the applicable
airworthiness code at the amendment level in effect on the date of application for
the change. The applicant will need to show that an area, system, part or appliance
73
is not affected by the change to justify use of the exception in 21.101(b)(2) (see
Section 9 for guidance on whether or not an area is affected by the proposed change).
c. Reserved.
d. 21.101(b)(3) provides two more exceptions applicable to areas, systems, parts or
appliances which are affected by the significant change but for which compliance
with the latest airworthiness codes would either not contribute materially to the level
of safety or would be impractical (see Section 10 for more guidance).
e. Reserved.
f. The applicant should provide acceptable justification for the application of earlier
amendments for areas affected by a significant change. Your justification should
show that compliance with later amendment in these areas would not contribute
materially to the level of safety or would be impractical. Such justification should
address all the aspects of the area, system, part or appliance affected by the
significant change.
g. The final type-certification basis may combine airworthiness codes at the latest
amendment level, earlier (intermediate) amendment levels, and the amendment
level of the existing type-certification basis, but cannot contain airworthiness codes
preceding the existing type-certification basis.
h. Note that should an applicant decide to use the latest airworthiness codes without
any exceptions, no further evaluations and justifications are needed. In such a case,
proceed to step 8 (Section 11).
8. Proposing an amendment level for a not significant change
a. When a change is classified not significant, the rule (21.101(b)(1)) allows the use of
the earlier airworthiness codes, but not dated prior to the existing type-certification
basis. Within this limit, the applicant is allowed to propose an amendment level for
each airworthiness code for the affected area. However, the applicant should be
aware that their proposal for the type-certification basis will be reviewed by the
DGCA to ensure that the type-certification basis is adequate for the proposed change
(see paragraph 8.d).
b. Reserved
c. When choosing the above option of the existing type-certification basis, an applicant
can elect to comply with a specific airworthiness code or a subset of airworthiness
codes at later amendments. In such a case, the applicant should consult with the
DGCA to ensure the type-certification basis includes other airworthiness codes that
are directly related. Some later airworthiness codes may be less restrictive;
therefore, the applicant may see advantage in using them on the elect to comply
basis. However, the applicant is recommended not to make a final decision until
they have learned from the DGCA which other airworthiness codes are considered
directly related.
d. For a design change that contains features which are not covered in the proposed
type-certification basis, i.e. when the type-certification basis is not considered
‘adequate’ (see the definition of ‘adequate type-certification basis’ in Chapter 1,
Section 4), the DGCA will designate the applicable airworthiness codes at the
appropriate amendment level, beginning with the existing type certification basis
and progressing to the most appropriate later amendment level for the change. For
74
a change that contains new design features that are novel or unusual, for which there
is no later applicable airworthiness codes, the DGCA will designate special
conditions.
9. Step 6 of Figure 1. Is the area affected by the proposed change?
a. An unaffected area is any area, system, part, or appliance that is not affected by the
proposed type design change. For a type design change, it is important that the
effects of such change on other areas, systems, parts, or appliances of the product
are properly assessed because areas that have not been physically changed may still
be considered part of the affected area. If a new compliance finding is required,
regardless of its amendment level, it is an affected area. If the significant change
does not affect the area, then the type-certification basis of that area does not need
to be revisited, in other words, the unaffected area continues to comply with the
existing amendment level without further substantiation.
b. To determine whether an area is affected or not, consider the following aspects of a
type design change:
(1) Physical aspects. The physical aspects include direct changes to structures,
systems, parts, and appliances (physical aspects may include software/airborne
electronic hardware changes and the resulting effect on systems functions).
(2) Performance/functional characteristics. The less obvious aspect of the word
‘areas’ covers general characteristics of the type-certificated product, such as
performance features, handling qualities, emergency egress, structural integrity,
aeroelastic characteristics, or crashworthiness. These characteristics may be
affected by a product level change. For example, adding a fuselage plug could
affect performance and handling qualities, and thus specifications associated
with these aspects would be considered part of the affected area. Another
example is the addition of a fuel tank and new fuel conditioning unit. This change
affects the fuel transfer and fuel quantity indication system resulting in the
aeroplane’s unchanged fuel tanks being affected. Thus, the entire fuel system
(changed and unchanged areas) becomes part of the affected area due to the
change in functional characteristics.
Note: Substantiating data for the affected area for a proposed type design change can
include compliance findings from a previously approved design change, in
supporting compliance findings for your proposal. However, your proposal to use
previously approved compliance data must be considered part of the entire proposed
type design change and should be approved as part of your proposed design change.
c. All areas affected by the proposed design change must comply with the latest
airworthiness codes, unless the applicant can show that demonstrating compliance
with the latest amendment of an airworthiness code would not

75
contribute to the level of safety or would be impractical. Step 7 provides further
explanation.
10. Step 7 of Figure 1. Are the latest airworthiness codes practical and do they
contribute materially to the level of safety?
a. Contribute materially to the level of safety. Compliance with the latest airworthiness
codes could be considered not to contribute materially to the level of safety if the existing
type design and/or relevant experience demonstrates a level of safety comparable to that
provided by the latest airworthiness codes. The applicant should provide sufficient
justification to allow the DGCA to make this determination. This exception could be
applicable in the situations described in the paragraphs below:
Note: Compliance with later airworthiness codes would not be required where the
amendment is of administrative nature and has been made only to correct
inconsequential errors or omissions, consolidate text, or clarify an existing
airworthiness code.
(1) Design features that exceed the existing type-certification basis specifications,
but do not meet the latest airworthiness codes, can be used as a basis for
granting an exception under the ‘does not contribute materially’ exception.
These design features, if accepted as a justification for an exception, must be
incorporated in the amended type design configuration and recorded in the
TCDS or STC, where necessary, as an integral part of the type-certification
basis. For example1, an applicant proposes to install winglets on a FAR Part-
25 airplane. Part of the design involves adding a small number of new wing fuel
tank fasteners. The latest § 25.981 at amendment 25-102 requires structural
lightning protection. The applicant proposes an exception from these latest
structural lightning protection airworthiness codes because the design change
uses new wing fuel tank fasteners with cap seals installed. The cap seal is a
design feature that exceeds the requirement of § 25.981 at a previous
amendment level, but does not meet the latest amendment 25-102. If the
applicant can successfully substantiate that compliance with amendment 25-
102 would not materially increase the level of safety of the changed product,
then this design feature can be accepted as an exception to compliance with the
latest amendment.
(2) Consistency of design should be considered when applying the latest
airworthiness codes. Below, an aeroplane example is provided for describing
how this provision may be used; however, the rationale in this example may be
applied to any product covered by this GM.
 For example, when a small fuselage plug is added, additional seats and overhead
bins are likely to be installed, and the lower cargo hold extended. These
components may be identical to the existing components. The level of safety may
not materially increase by applying the latest airworthiness codes.
76
 However, if a fuselage plug is large enough in relation to the original certificated
aircraft structure, seats, bins, doors, and cargo compartment, the change may
require compliance with the latest airworthiness codes, comparable with what
will be required for a new aeroplane. In these circumstances the proposed type-
certification basis should encompass the airworthiness codes in effect on the date
of application for the change.
(3) Service experience: Relevant service experience, such as fleet performance or
utilisation over time (relevant flight hours or cycles), is one way of showing that
a later amendment may not contribute materially to the level of safety, so the use
of earlier airworthiness codes could be appropriate. Appendix C provides
additional guidance on the use of service experience, along with examples.
 There may be cases for rotorcraft and small aeroplanes where relevant data may
not be sufficient or not available at all because of the reduced utilisation and the
different amount and type of data available. In such cases, other service history
information may provide sufficient data to justify the use of earlier airworthiness
codes, such as: warranty, repair, and parts usage data; accident, incident, and
service difficulty reports; Service Bulletins; airworthiness directives; or other
pertinent and sufficient data collected by the manufacturers, authorities, or other
entities.
 The service experience levels necessary to demonstrate the appropriate level of
safety as they relate to the proposed design change would have to be reviewed
and agreed to by the DGCA.
b. Impractical. Compliance with the latest airworthiness codes may be considered
impractical if the applicant can justify that it would result in additional resource
requirements that are not commensurate with the incremental safety benefit
(difference between the latest and the proposed type-certification basis). The
additional resource requirements could include those arising from design changes
required for compliance and the effort required to demonstrate compliance, but
excludes resource expenditures for prior product changes.
(1) The position that compliance is impractical should be supported with a
substantiating data and analyses. While evaluating the applicant’s position and
their substantiating data regarding impracticality, the DGCA may consider
other factors (for example, the costs and safety benefits for a comparable new
design).
(2) A review of large aeroplane projects showed that in certain cases, where an
earlier amendment to applicable airworthiness codes was allowed, design
changes were made to nearly comply with the latest amendments. In these
cases, the applicants were able to successfully demonstrate that full compliance
would require a substantial increase in the outlay or expenditure of resources
with a very small increase in the level of safety. These design features can be
used as a basis for granting an exception under the ‘impracticality’ exception.
(3) Appendix B provides additional guidance and examples for determining
procedures for evaluating impracticality of applying latest airworthiness codes
to a changed product rule.
a) The exception of impracticality is a qualitative and/or quantitative
cost/safety benefit assessment for which it is difficult to specify clear
criteria. Experience to date with applicants has shown that justification of
impracticality is more feasible when both applicant and authority agree
at an earlier discussion that the effort (in terms of cost, changes in
77
manufacturing, etc.), required to comply would not be commensurate
with a small incremental safety gain. This would be clear even without
the need to perform any detailed cost/safety benefit analysis (although
cost analysis could always be used to support an appropriate amendment
level).
Note: The impractical exception should not be based on the size of the applicant’s
company or their financial resources. Costs to comply with a later amendment should
be evaluated against the safety benefit of complying with the later amendment.
Applicants that may not be able to afford the cost because of reasons such as fewer
resources, will not be granted the impractical exception when the cost is comparable
to the safety benefit achieved by complying with a later amendment.
b) For example, a complex redesign of an area of the baseline aircraft may
be required to comply with a new airworthiness code, and that redesign
may make the changed product uncommon with respect to design and
manufacturing processes from the existing family of derivatives.
Relevant service experience of the existing fleet of the baseline aircraft
family would be required to show that there has not been a history of
problems associated with the hazard that the new amendment in question
was meant to address. In this way, the incremental cost/impact to the
applicant is onerous and the incremental safety benefit that would be
realised by complying with the later amendment would be minimal, and
this would be justified with a demonstrated acceptable service experience
in relation to the hazard that the new airworthiness code addresses.
11. Step 8 of Figure 1. Is the proposed type-certification basis adequate?
a. Regardless of whether the change is significant or not, the applicant’s proposed

type- certification basis may be deemed inadequate – that is, the change includes
features or characteristics that were not foreseen during the initial (or previously
approved) type- certification. These features or characteristics, if not adequately
addressed, may make the product unsafe for the uses for which certification is
requested. This would obstruct issuance of the requested approval for the change.
The change must comply with later standards (such as, a later amendment or a
special condition). An example is adding a flight critical system such as an
electronic air data display on FAR/CS-25 aeroplane whose existing type-
certification basis did not have lightning protection airworthiness codes. In this case,
compliance with the airworthiness code for lightning protection will be required,
even though this is not a significant change.
b. In cases where inadequate or no airworthiness standards exist for the change in the
proposed type-certification basis, but adequate standards exist in a subsequent

78
amendment of the applicable airworthiness code, the subsequent amendment will
be made part of the type-certification basis to assure its adequacy.
c. In cases where no adequate standard exists in any subsequent amendment of the
applicable airworthiness code because of one or more reasons specified in
21.16B(a), the DGCA will prescribe special conditions containing necessary safety
standard per 21.16B(b). 21.101(d) allows for the application of special conditions,
or for changes to the existing special conditions, to address the changed designs
where the proposed type-certification basis does not provide adequate standards
with respect to the proposed change. Reference Section 3 of Chapter 4 for additional
information pertaining to special conditions.
d. Reserved
e. The final type-certification basis may consist of a combination of the requirement
of the applicable airworthiness code at different amendment levels ranging from the
original type-certification basis to the most current amendments, and special
conditions.
Chapter 4. Other considerations
1. Design related operating requirements
The use of exceptions under 21.101 is not intended to alleviate or preclude compliance
with applicable operating rules or directives that prescribe compliance with the
applicable additional airworthiness (design-related) specifications for operations.
2. Excepted products under 21.101(c)
a. An applicant for a design change to an excepted product may
demonstrate that the changed product complies with the existing type-
certification basis incorporated by reference in the TC. If the DGCA
finds that the change is significant ‘in an area’, the DGCA will require
compliance with a later amendment to the existing type-certification
basis that applies to that affected area and any airworthiness code the
DGCA finds is directly related. For excepted products, changes that
meet one of the following criteria, in the area of change, are
automatically considered significant if:
 The general configuration or the principles of construction are not
retained, or
 The assumptions used for certification of the product to be changed
do not remain valid.
b. However, the DGCA may allow the applicant to comply with an earlier
amendment to the airworthiness code initially designated or with the
existing type-certification basis if the DGCA agrees to the applicant’s
justification.
c. For a design change to an excepted product that contains new features,
which are not covered in the existing type-certification basis, the DGCA
will designate the applicable airworthiness codes at the appropriate
amendment level, beginning with the existing type-certification basis
and progressing to the most appropriate later amendment level for the
change. For a change that contains new design features that are novel
and unusual for which there are no later

79
applicable airworthiness codes at a later amendment level, the DGCA
will designate special conditions per 21.101(d).
d. The exception provided for excepted products under 21.101(c) applies
at the aircraft level only. Design changes to type-certificated engines
and propellers installed on these excepted aircrafts are assessed as
separate products using 21.101(a) and (b).
3. Special conditions, 21.101(d) allows for the application of special conditions, or for
changes to existing special conditions, to address the changed designs where the
proposed type-certification basis does not provide adequate standards for an area,
system, part or appliance related to the change and no adequate standard exist in any
subsequent amendment of the applicable requirement up to the airworthiness code in
effect on the date of the application for the change. The objective is to achieve a level of
safety consistent with that provided for other areas, systems, parts or appliances affected
by the change by the other airworthiness codes of the proposed type-certification basis.
The application of special conditions to a design change is not, in itself, a reason for it
to be classified as either a substantial change or a significant change. When the change
is significant with earlier airworthiness codes allowed through exceptions, or not
significant, the level of safety intended by the special conditions should be consistent
with the agreed type-certification basis. Note that special conditions may also be applied
under 21.16B when the intended use of the changed product is unconventional or
experience from other similar products in service or products having similar design
features has shown that unsafe conditions may develop.
4. Effective period for an application to change a Type-Certificate (21.101(e))
Per 21.101(e), an application for, or a change to, a TC for large aeroplanes and large
rotorcraft is effective for 5 years, and an application for a change to any other TC is
effective for 3 years. This is intended to ensure that the type-certification basis for the
changed product is as current as practical. According to 21.101(e)(1) and (2), in a case
where the change has not been approved, or it is clear that it will not be approved under
the time limit established under this subparagraph, the applicant may:
1. File a new application for a change to the type-certificate and comply with all
the provisions of paragraph 21.101(a)applicable to an original application for a
change; or
2. File for an extension of the original application and comply with the provisions
of paragraph (a) for an effective date of application, to be selected by the
applicant, not earlier than the date which precedes the date of approval of the
change by the time period established under this subparagraph for the original
application for the change.
This is consistent with the requirements of 21.17 for a new TC and defines the process
of updating the type-certification basis if these time limits are exceeded.
5. Special purpose aircraft
When a change is proposed to aircraft which is designed or modified for a special
purpose to operate in restricted airworthiness category (under a special certificate of
airworthiness), the process of establishing the type-certification basis of the changed
product is in principle the same as for aircraft with a standard certificate

80
of airworthiness. 21.101 is equally applicable to those special purpose aircraft, except
that the applicable airworthiness codes, the proposed change must comply with, can
exclude the paragraphs of the applicable airworthiness code that the DGCA finds
inappropriate for the special purpose for which the aircraft is to be used and may include
possible alternative specifications to address that special purpose. Nevertheless, the ‘top-
down’ approach under 21.101(a) and (b) (and the guidance in Chapter 3 of this GM)
generally applies also to special purpose aircraft unless the aircraft is meeting the criteria
in 21.101(c) for excepted products, for which ‘bottom-up’ approach applies (see above
Section 2 in this Chapter). All the exception routes under 21.101(b)(1), (2) and (3) are
still available, in particular the ‘not materially contributing to the level of safety’ and
‘impractical’ exceptions may be found justifiable considering the intended special
purpose of the aircraft.
6. During compliance demonstration, in case the applicant desires to take the credit of
military certification approved data then the applicant shall require to comply with GM
21.20 (f).
7. Documentation.
All changes that result in a revision to the product’s type-certification basis should be
reflected on the amended TC or STC. The resulting type-certification basis should be
retained as it forms part of the compliance record required by the applicable DGCA’s
internal working procedures.
Appendix A to GM 21.101 Classification of Changes
The following examples of substantial, significant and not significant changes are
adopted by the Federal Aviation Administration (FAA), European Aviation Safety
DGCA (EASA) and Transport Canada Civil Aviation (TCCA) through an international
collaboration. The classification may change due to cumulative effects and/or
combinations of individual changes. The ‘N/A’ indicated in the substantial example
tables indicates ‘Not Applicable’ at the 21.19 ‘Substantial’ evaluation phase.

81
Table 1. Examples of changes for Small Aeroplanes:
The following examples are for SUBSTANTIAL changes for Small Aeroplanes (FAR/CS-23):
Description of Is there a Is there a Have the Notes

change Change to the Change to the assumptions used
General Principles of for Certification
Configuration? Construction? been invalidated?
21.101(b)(1)( i) 21.101(b)(1)( i) 21.101(b)(1)( ii)
Change in wing N/A N/A N/A Proposed change in design is

location (tandem, so extensive that a
forward, canard, substantially complete
high/low) investigation of compliance
with the applicable
requirements is required.
Fixed wing to tilt N/A N/A N/A Proposed change in design is
wing so extensive that a
substantially complete
investigation of compliance
with the applicable
Increase in the N/A N/A N/A Proposed change in design is
number of engines so extensive that a
from one to two substantially complete
with the applicable
Replacement of N/A N/A N/A Proposed change in design is
piston or turbo-prop so extensive that a
engines with substantially complete
turbojet or turbofan investigation of compliance
engines with the applicable
Change in engine N/A N/A N/A Proposed change in design is
configuration so extensive that a
(tractor to pusher) substantially complete
with the applicable
Change from an all N/A N/A N/A Proposed change in design is
metal airplane to all so extensive that a
composite primary substantially complete
structure (fuselage, investigation of compliance
wing, empennage). with the applicable
Increase from N/A N/A N/A Proposed change in design is

subsonic to so extensive that a
supersonic flight substantially complete
regime investigation of compliance
with the applicable

82
The following examples are for SIGNIFICANT changes for Small Aeroplanes (FAR/CS-23):

change Change to the Change to the assumptions used
General Principles of for Certification
Configuration? Construction? been invalidated?
21.101(b)(1)(i) 21.101(b)(1)(i) 21.101(b)(1)(ii)
Conventional tail to Yes No Yes Change in general

T-tail or Y-tail, or vice versa configuration. Requires
extensive structural, flying
qualities and performance re-
investigation. Requires new
AFM to address performance
and flight characteristics.
Changes in wing Yes No Yes Change in general
configuration (addition of tail configuration . Likely
strakes or change in dihedral, requires extensive changes to
changes in wing span, flap or wing structure.
aileron span, angle of Requires new AFM to address
incidence of the tail, addition performance and flight
of winglets, or wing sweep of characteristics.
more than 10% at the quarter Note: Small changes to
chord wingtip are not
significant changes. See table
for not significant changes.
Tricycle / tail wheel Yes No No Change in general
undercarriage change or configuration. Likely, at
addition of floats airplane level, general
configuration
and certification assumptions
remain valid.
Passenger to freighter Yes No Yes Change in general
configuration conversion configuration affecting load
which involves the paths, aero elastic
introduction of a cargo door characteristics, aircraft related
or an increase in floor loading systems, etc. . Change in
of more than 20%, or design assumptions.
provision for carriage of
passengers and freight
together
Replace reciprocating No No Yes Invalidates certification
engines with the same assumptions. Requires new
number of turbo-propeller AFM to address performance
engines where the operating and flight
envelope is expanded characteristics.
Addition of a turbo-charger No No Yes Invalidates certification
that changes the power assumptions due to changes in
envelope, operating range, or operating envelope and
limitations. limitations. Requires new
The replacement of an engine No Yes Yes Invalidates certification
of higher rated power or assumptions. Requires new
increase thrust would be AFM to address performance
considered significant if it and flight characteristics.
would invalidate the existing Likely changes to primary
substantiation, or would structure. Requires extensive
83
change the primary structure, construction reinvestigation.
aerodynamics, or operating
envelope sufficiently to
invalidate the assumptions of
certification
A change in the type of No Yes Yes Change in principles of
material, such as composites construction and design from
in place of metal (or one conventional practices. Likely
composite fiber material change in design/certification
system with another (e.g., assumptions.
carbon for fiber glass), for
primary structure would
normally be assessed as a
significant change.
Change involving No No Yes Certification assumptions
appreciable increase in invalidated. Requires new
design speeds Vd, Vmo, Vc, or AFM to address performance
Va and flight characteristics.
Short take-off and landing No No Yes Certification assumptions
(STOL) kit invalidated. Requires new
A change in the rated power No No Yes Certification assumptions
or thrust is likely to be invalidated. Requires new
regarded as significant if the AFM to address performance
design speeds are thereby and flight characteristics.
changed so that compliance
needs to be re-justified with a
majority of requirements.
Fuel state: such as No No Yes Changes in
compressed gaseous fuels, or design/certification
fuel cells. This could assumptions. Extensive
completely alter the fuel alteration of fuel storage and
storage and handling systems handling systems.
and possibly affect the
aeroplane structure.
A design change that alters No No Yes Certification assumptions
the aircraft flight invalidated. Requires new
characteristics or AFM to address performance
performance from the type and flight characteristics.
design would normally be
significant if it appreciably
changes the kinematics or
dynamics of the aeroplane.
A change in the flight control No No Yes Changes in design and
concept for an aircraft, for certification assumptions.
example to fly by wire Requires extensive systems
(FBW) and side-stick architecture and integration
control, or a change from re-investigation. Requires a
hydraulic to electronically new AFM.
actuated flight controls,
would in isolation normally
be regarded as a significant
change.

84
Change to aeroplane’s cabin No No Yes An increase greater than 10 %
operating altitude, or in maximum cabin pressure
operating pressure differential invalidates
certification assumptions and
the fundamental approach
used in decompression,
structural strength, and
fatigue.
Addition of cabin No No Yes Extensive airframe changes
pressurisation system affecting load paths, fatigue
evaluation, aero elastic
characteristics, etc.
Invalidates design
assumptions.
Changes in types and number Yes No Yes Emergency egress

of emergency exits or an requirements exceed those
increase in passenger previously substantiated.
capacity in excess of Invalidates assumptions of
maximum passenger certification.
capacity demonstrated for the
aircraft type.
A change in the required No No Yes Extensive changes to avionics
number of flight crew, which and aircraft systems.
necessitates a complete Invalidates certification
cockpit rearrangement, assumptions. Requires new
and/or an increase in pilot AFM.
workload would be a
significant change.
Expansion of an aircraft's No No Yes An appreciable expansion of
operating envelope operating capability would
normally be a significant
change (e.g., an increase in
maximum altitude limitation,
approval for flight in known
icing conditions, or an
increase in airspeed
limitations). Merely operating
a product to an expanded
envelope for which it was
originally designed is
generally not a significant
change. In this case, the
assumptions used for
certification of the basic
product remain valid and the
results can be applied to cover
the changed product with
predictable effects or can be
demonstrated without
significant changes to the
product.
Replacement of an aviation A major change to the
gasoline engine with an aeroplane. The general
engine of approximately the configuration and principles
same horsepower utilising of construction will usually
diesel fuel remain valid; however, the
assumptions for certification
are invalidated.

85
Comprehensive flight deck No No Yes Affects avionics and electrical
upgrade, such as conversion systems integration and
from entirely federated, architecture concepts, or
independent electro- philosophies.
mechanical flight
instruments to highly
integrated and combined
electronic display systems
with extensive use of
software and/or complex
electronic
Introduction of autoland No No Yes Invalidates original design

assumptions.
Airframe life extension No No Yes This modification pertains to
fuselage and/or wing limits,
and ageing aeroplane
concerns. An increase from
the original life limit which
constitutes a
re-evaluation of certification
design assumptions.
Extensive structural airframe Yes No No Requires extensive changes to
modification, such as a large fuselage structure, affects
opening in fuselage aircraft systems, and requires
a new AFM to address
performance and flight
characteristics.
Fuselage stretch or Yes No Yes Cabin interior changes are

shortening in the cabin or related changes since
pressure vessel occupant safety
considerations are impacted
by a cabin length change.
Even if a new cabin interior is
not included in the product
level change, the functional
effect of the fuselage plug has
implications on occupant
safety (e.g., the dynamic
environment in an emergency
landing, emergency
evacuation, etc.), and thus the
existing cabin interior
becomes an affected area.
Conversion from normal Yes No Yes In many cases this change

category to commuter could be considered a
category aeroplane substantial change to the type
design. Therefore, a proposed
change of this nature would be
subject to DGCA
determination under 21.19.

86
The following examples are for NOT SIGNIFICANT changes for Small Aeroplanes (FAR/CS-23):
Description of change Is there aIs there aHave the Notes

Change to theChange to theassumptions
General Principles ofused for
Configuration? Construction? Certification
21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
Addition of wingtip No No No Although a major change to the
modifications (not winglets) airplane. Likely the original general
configuration, principles of
construction and certification
assumptions remain valid.
Installation of skis or wheel skis No No No Although a major change to the
airplane, likely the original general
FLIR or surveillance camera No No No Additional flight or structural
installation. evaluation may be necessary but the
change does not alter basic airplane
certification.
Litter, berth and cargo tie down No No No
device installation
Increased tire size, including No No No

tundra tires
Replacement of one propeller No No No Although a major change to the

type with another (irrespective airplane, likely the original general
of increase in number of blades) configuration, principles of
Addition of a turbocharger that No No No
does not change the power
envelope, operating range, or
limitations (e.g., a turbo—
normalised engine), (e.g., where
the additional power is used to
enhance high altitude or hot day
performance.)
Substitution of one method of No No No
bonding for another (e.g., change
in type of adhesive)
Substitution of one type of metal No No No
for another
Any change in construction or No No No
fastening not involving primary
structure
A new fabric type for fabric No No No
skinned aircraft
Increase in flap speed or No No No Although a major change to the
undercarriage limit speed airplane, likely the original general

87
Structural strength increases No No No Although a major change to the
airplane, likely the original general
IFR upgrades involving No No No
installation of components
(where the original certification
does not indicate that the
aeroplane is not suitable as an
IFR platform, e.g., special
handling concerns).
Fuel lines, where engine No No No
horsepower is increased but fuel
flow is not increased beyond the
certified maximum amount.
Fuel tanks, where fuel is No No No
changed from gasoline to diesel
fuel and tank support loads are
small enough that an
extrapolation from the previous
analysis would be valid.
Chemical compatibility would
have to be substantiated
Limited changes in a No No No Although a major change to the
pressurisation system, e.g., airplane, likely the original general
number of outflow valves, type configuration, principles of
of controller, or size of construction and certification
pressurised compartment, but assumptions remain valid.
the system must be re-
substantiated if the original test
data is invalidated.
Install a quieter exhaust system No No No
Changes in engine cooling or No No No

cowling
Changing fuels of substantially No No No Although a major change to the
the same type: Such as AvGas to airplane, likely the original general
AutoGas, AvGas (80/87) to configuration, principles of
AvGas (100LL), Ethanol to construction and certification
Isopropyl Alcohol, Jet B to Jet A assumptions remain valid.
(although Jet A to Jet B may be
considered significant due to the
fact that Jet B is considered
potentially more explosive).
Fuels that specify different No No No Although a major change to the
levels of "conventional" fuel airplane, likely the original general
additives that do not change the configuration, principles of
primary fuel type. Different construction and certification
additives(MTBE, ETBE, assumptions remain valid.
Ethanol, Amines, etc.) in AvGas
would not be considered a
significant change.
A change to the maximum take- No No No Although a major change to the
off weight of less than 5% unless airplane, likely the original general
assumptions made in configuration, principles of
justification of the design are construction and certification
thereby invalidated. assumptions remain valid.

88
An additional aileron tab (e.g. on No No No Although a major change to the
the other wing) airplane, likely the original general
Larger diameter flight control No No No
cables with no change in routing,
or other system design
Autopilot installation (for IFR No No No Although a major change to the
use, where the original airplane, likely the original general
certification does not indicate configuration, principles of
that the aeroplane is not suitable construction and certification
as an IFR platform) assumptions remain valid.
Increased battery capacity or No No No
relocate battery
Replace generator with No No No
alternator
Additional lighting (e.g., No No No
navigation lights, strobes)
Higher capacity brake No No No
assemblies
Increase in fuel tank capacity No No No Not a product level change, unless
it is tied with an increase in gross
weight.
Addition of an oxygen system No No No
Relocation of a galley. No No No
Passenger to freight (only) No No No Although a major change to the

conversion with no change to airplane, likely the original general
basic fuselage structure. configuration, principles of
assumptions remain valid. Requires
certification substantiation
applicable to freighter
requirements.
New cabin interior with no No No No
fuselage length change
Installation of new seat belt or No No No
shoulder harness
A small increase in cg range. No No No At airplane level, no change in
general configuration, principles of
construction & certification
assumptions.
APU Installation that is not flight No No No A major change to the airplane
essential level, likely the original general
assumptions remain valid. Requires
certification substantiation
applicable to APU installation
requirements.
An alternative autopilot No No No
Addition of Class B Terrain No No No

Awareness and Warning
Systems (TAWS)

89
Table 2. Examples of changes for Large Aeroplanes (FAR/CS-25)
The following examples are for SUBSTANTIAL changes for Large Aeroplanes (FAR/CS-25):

change Change to the Change to the assumptions
General Principles of used for
21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
Change in the number or N/A N/A N/A Proposed change in
location of engines, e.g., four design is so extensive that a
to two wing-mounted substantially
engines or two wing- complete investigation of
mounted to two body- compliance with the
mounted engines. applicable requirements is
required.
Change from a high wing to N/A N/A N/A Proposed change in design is
low wing configuration. so extensive that a
with the applicable
Change from an all N/A N/A N/A Proposed change in
metal airplane to all design is so extensive that a
composite primary substantially
structure (fuselage, complete investigation of
wing, empennage). compliance with the
applicable requirements is
required.
Change of empennage N/A N/A N/A Proposed change in design is
configuration for larger so extensive that a
aeroplanes (cruciform vs. ‘T’ substantially complete
or ‘V’ tail) investigation of compliance
with the applicable
regulations is required.
Increase from subsonic to N/A N/A N/A Proposed change in

supersonic flight regime design is so extensive that a
with the applicable

90
The following examples are for SIGNIFICANT changes for Large Aeroplanes (FAR/CS-25):

change Change to Change to the assumptions
the General Principles of used for
Configurati Construction? Certificatio
on? 21.101(b) n been
21.101(b) (1)(i) invalidated?
(1)(i) 21.101(b)(1
)(ii)
Reduction in the number of flight Yes No Yes Extensive changes to avionics and
crew (In conjunction aircraft systems. Impact to crew
with flight deck update). workload and human factors, pilot
type rating.
Modify an aeroplane for flight in Yes No Yes New aircraft operating envelop.
known icing conditions by adding Requires major new systems
systems for ice detection and installation and aircraft evaluation.
elimination Operating envelope changed.
Conversion-passenger or combi to Yes No Yes Extensive airframe changes affecting
all freighter including cargo door, load paths, aeroelastic characteristics,
redesign floor structure and 9g net or aircraft related systems for fire
rigid barrier protection, etc. Design assumptions
changed from passenger to freighter.
Increase in cabin No No Yes Typically, a change greater than 10 %

Pressurization in operational cabin pressure
differential.
May require extensive airframe
changes affecting load paths, fatigue
evaluation, aeroelastic characteristics,
etc. Invalidates design assumptions.
Addition of leading Yes No No Requires extensive changes to wing
edge slats structure, adds aircraft level systems,
and requires a new aeroplane flight
manual to address
performance and flight characteristics.
Fuselage stretch or shortening in the Yes No Yes Cabin interior changes are related
cabin or pressure vessel changes since occupant safety
considerations are impacted by a cabin
length change. Even if a new cabin
interior is not included in the product
level change, the functional effect of
the fuselage plug has implications on
occupant safety (e.g., the dynamic
environment in an emergency landing,
emergency evacuation, etc.), and thus
the cabin interior becomes an affected
area.
Extensive structural Yes No No Requires extensive changes to
airframe modification, such fuselage structure, affects aircraft
as installation of a level systems, and requires a new
large telescope with aeroplane flight manual to address
large opening in fuselage. performance and flight characteristics.
Changing the number of axles or Yes No No Requires extensive changes to aircraft

number of landing gear done in structure, affects aircraft l systems and
context with a product level change requires AFM changes..

91
which involves changing the
aeroplane gross weight.
Primary structure changes from No Yes No Change in principles of construction
metallic material to composite and design from conventional
material. practices.
Airframe life extension No No Yes This modification pertains to fuselage
and/or wing limits, and ageing
aeroplane concerns. An increase from
the original life limit which constitutes
a re-evaluation of certification design
assumptions.
Typically, an increase in design No No Yes When it requires extensive re-
weight of more than substantiation of aircraft structure,
10% aircraft performance and flying
qualities and associated systems.
Installation of winglets. Yes No Yes
Wing changes in span, sweep, and Yes No Yes When it requires extensive changes to
tip designs or wing chord wing structure, adds aircraft level
systems, and requires a new AFM to
address performance and flight
characteristics.
(NOTE: Potentially substantial if it is
a change from a high wing to a low
wing, or a new wing.)
Change in type or number of No No Yes The new emergency egress

emergency exits in conjunction with requirements exceed those previously
an increase in the number of substantiated.
passengers demonstrated.
Comprehensive flight deck upgrade, No No Yes Affects avionics and electrical

such as conversion from entirely systems integration and architecture
federated, independent electro- concepts and philosophies.
mechanical flight instruments to
highly integrated and combined
electronic display systems with
extensive use of software and
possibly complex hardware
Change in primary flight controls to No No Yes When the degree of change is so

fly by wire (FBW) system. (Some extensive that it affects basic aircraft
airplanes have systems integration and architecture
some degree of FBW. Achieving concepts and philosophies. This drives
full FBW may be a not significant a complete reassessment of flight
change crew workload, handling qualities,
on some airplanes.) and performance evaluation, which
are different from the original design
assumptions.
Replace Yes No No Requires extensive

reciprocating with turbo-propeller changes to airframe structure, adds
engines aircraft level systems,
and requires a new aeroplane flight
manual to address performance and
flight characteristics.

92
Typically a thrust No No Yes When it requires extensive re-
increase of more than 10% substantiation of powerplant
installation, and has a marked effect
on aircraft performance and flying
qualities.
Initial installation of No No Yes Baseline airplane noted signed for
an autoland system autoland operation, potential crew
work load and systems compatibility
issues
Installation of a new fuel No No Yes Requires changes to airframe, systems
tank(horizontal stabilizer tank or and AFM. Results in performance
auxiliary fuel tank in the fuselage changes.
outside the wing in
conjunction with increased
maximum takeoff weight and
takeoff thrust)
Main deck cargo Yes No No Redistribution of
door installation. internal loads, change in aeroelastic
characteristics, system changes.
Expansion of an aircraft’s operating No No Yes An expansion of operating capability
envelope would normally be a significant
change (e.g. an increase in maximum
altitude limitation, approval for flight
in known icing conditions, or an
increase in airspeed limitations).
Merely operating a product to an
expanded envelope for which it was
originally designed
is generally not a significant change.
In this case, the assumptions used for
certification of the basic product
remain valid and the results can be
applied to cover the changed product
with predictable effects or can be
demonstrated without significant
physical changes to the product.
Conversion from a passenger floor No No Yes Completely new floor loading and
to a cargo floor and design. Redistribution of internal
installation of a cargo handling loads, change in cabin safety
system. requirements, system changes.
Initial installation of an APU No No Yes Changes emergency electrical power
essential for aircraft flight operation. requirements, change in flight manual
and operating characteristics.
Conversion from hydraulically No No Yes Assumptions of certification for
actuated brakes to electrically aeroplane performance are changed.
actuated brakes
Change to aeroplane’s cabin No No Yes An increase greater than 10 % in
operating altitude, or operating maximum cabin pressure differential
pressure invalidates certification assumptions
and the fundamental approach used in
decompression. structural strength,
and fatigue analysis.
Installation of engine thrust Yes No Yes
reversers

93
The following examples are for NOT SIGNIFICANT changes for Large Aeroplanes (FAR/CS-25):

21.101(b)(1)( i) 21.101(b)(1)( i) been
invalidated?
21.101(b)(1)(ii)
Alternate engine No No No Although an aeroplane level
installation or hush kit at change, it is not significant so
same position long as there is not more than
a 10% increase in thrust or a
change in the principles of
propulsion.
A small change in fuselage No No No For cruise performance
length due to re-fairing the reasons, where such changes
aft body or radome do not require extensive
structural, systems,
aerodynamic or AFM
changes.
Re-fairing of wing tip caps No No No Does not require extensive

(e.g., for lights, fuel dump structural, AFM, or systems
pipes) and addition of splitter changes.
plates to the trailing edge
thickness of the cruise airfoil.
Additional power No No No Usually no change in basic

used to enhance high altitude operating envelope. Existing
or hot cert data can be
day performance extrapolated. Could be
significant product change if
the additional power is
provided by installation of a
rocket motor or additional,
on demand engine due to
changes in certification
assumptions.
Initial installation of an No No See Note It may be possible that the
autopilot system modification is adaptive in
nature, with no change to
original certification
assumptions. However, in
certain cases the installation
of an auto-pilot may include
extensive changes and design
features which change the
assumptions for certification
(i.e. installation of the auto-
pilot may introduce a number
of additional mechanical and
electronic failure modes and
change the hazard
classification of given
aircraft level failures).
Change from assembled No No No Method of construction must

94
primary structure to be well understood.
monolithic or integrally
machined structure
Modification to ice No No No Re-certification required, but
protection systems type-certification basis is
adequate.
Brakes: design or material No No No Re-certification required, but
change, e.g., steel to carbon type-certification basis is
adequate.
Redesign floor structure No No No By itself, this is not a
significant product level
change. It could be a
significant change if part of a
cargo converted passenger
airplane.
New cabin interior with no No No No A new cabin interior includes
fuselage length change new ceiling and sidewall
panels, stowage, galleys,
lavatories, and seats. New
and novel features in the
cabin interior may require
special conditions.
Many interior related
requirements are
incorporated in operational
rules. Even though the design
approval holder may not be
required to comply with
these requirements, the
operator may be required to
comply.
A re-arrangement of an No No No Re-arrangement requires the
interior (e.g. seats, galleys, use of the existing floor
lavatories, closets, etc.) mounting structure.
Novel or unusual method of No No No Special conditions could be

construction of a component. required if there are no
existing requirements that
adequately address these
features. The component
change does not rise to the
product level change
A stand-alone initial APU
Initial installation of a non- No No No installation on an airplane
essential APU originally designed to use
ground/airport supplied
electricity, and air-
conditioning. In this case, the
APU would be an option to
be independent of airport
power.

95
Table 3. Examples of changes for Rotorcraft (FAR/CS-27 and-29):
The following examples are for SUBSTANTIAL changes for Rotorcraft (FAR/CS-27 and FAR/CS-29):

21.101(b)(1)( i) 21.101(b)(1)( i) been
invalidated?
21.101(b)(1)(ii)
Change from the N/A N/A N/A Proposed change in
number and or configuration design is so extensive that a
of substantially complete
rotors (e.g., main & investigation of compliance with
tail rotor system to the applicable requirements is
two main rotors. required.
Change from an all- N/A N/A N/A Proposed change in

metal rotorcraft to all design is so extensive that a
composite substantially complete
rotorcraft. investigation of compliance with
the applicable requirements is
required.
The following examples are for SIGNIFICANT changes for Rotorcraft (FAR/CS-27 and FAR/CS-29):

21.101(b)(1)( i) 21.101(b)(1)( i) been
invalidated?
21.101(b)(1)(ii)
Comprehensive flight deck No No Yes Affects avionics and electrical
upgrade, such as conversion systems integration and
from entirely federated, architecture concepts and
independent electro- philosophies.
mechanical flight
instruments to highly
integrated and combined
electronic display systems
with extensive use of
software and/or complex
electronic hardware
Certification for flight into No No Yes
known icing conditions.
(Fixed) flying controls from No No Yes This drives a complete re-
mechanical to fly by wire assessment of the rotorcraft
controllability and flight control
failure.
Addition of an engine; e.g., Yes Yes Yes May be Substantial depend upon
from single to twin or project details
reduction of the number of
engines; e.g., from twin to
single

96
A change of rotor drive No Yes Yes
system primary gearbox
splash type lubrication
system to a pressure
lubricated system due to an
increase in horsepower of an
engine or changing a piston
engine to a turbine engine
A fuselage or tail boom Yes No Yes
modification that changes the
primary structure,
aerodynamics, and operating
envelope sufficiently to
invalidate the certification
assumptions
Application of an approved No Yes Yes
primary structure to a
different approved model
(e.g., installation on a former
model of the main rotor
approved on a new model
that results in increase
performance
Extensive Primary No Yes Yes Change in principles of
structure changes from construction and assumptions used
metallic material to for certification for the product
composite material. level change.
Changes of a few individual
elements from metal to composite
are not typically considered a
significant change .
Emergency Medical No No Yes Many EMS configurations will not
Service (EMS) configuration be classified as significant.
with primary structural Modifications made for EMS are
changes sufficiently typically internal, and the general
to invalidate the certification external configuration is normally
assumptions not affected. These changes should
not automatically be classified as
significant.
Skid landing gear to Yes No Yes
wheel landing gear or wheel
landing to skid
Change of the Yes No No
number of rotor blades
Change tail anti-torque Yes Yes No
device (e.g., tail rotor, ducted
fan or other technology)
Passenger configured Yes No Yes Depends on the fire fighting
helicopter to a fire fighting configuration.
equipment configured
helicopter
Passenger configured Yes No Yes Depends on the agricultural
helicopter to an agricultural configuration.
configured helicopter
A new Category A No No Yes
certification approval to an
existing configuration

97
Instrument Flight Rules No No Yes
(IFR) upgrades involving
installation of upgraded
components for new IFR
configuration
Human External Cargo No No Yes Must comply with the latest HEC
(HEC) certification approval airworthiness codes in order to
obtain operational approval. HEC
include fatigue, Quick Release
Systems, High Intensity Radio
Frequency (HIRF), One Engine
Inoperative (OEI) performance
and OEI procedures.
Reducing the number of No No Yes
pilots for IFR from 2 to 1
The following examples are for NOT SIGNIFICANT changes for Rotorcraft (FAR/CS-27 and -29):

21.101(b)(1)( i) 21.101(b)(1)( i) been
invalidated?
21.101(b)(1)(ii)
Emergency floats No No No Must Comply to the specific
applicable requirements for
emergency floats. This
installation, in itself, does not
change the rotorcraft
configuration, overall
performance, or operational
capability. Expanding an
operating envelope (such as
operating altitude and
temperature) and mission profile
(such as passenger carrying
operations to external load
operations, or flight over water, or
operations in snow conditions) are
not by themselves so different that
the original certification
assumptions are no longer valid at
the type-certificated product level.
FLIR or surveillance No No No Additional flight or structural
camera installation evaluation may be necessary but
the change does not alter the basic
rotorcraft certification
Helicopter Terrain No No No Certified per rotorcraft HTAWS
Awareness Warning System AC guidance material and ETSO-
(HTAWS) C194.
for operational credit
Health Usage Monitoring No No No Certified per rotorcraft HUMS AC
System (HUMS) for guidance material
Maintenance Credit

98
Expanded limitations with No No No Expanding an operating envelope
minimal or no design (such as operating altitude and
changes, following further temperature) and mission profile
tests/justifications or (such as passenger carrying
different mix of limitations operations to external load
(CG limits, oil temperatures, operations, or flight over water, or
altitude, minimum/maximum operations in snow conditions) are
weight, minimum/max not by themselves so different that
external temperatures, the original certification
speed, ratings structure) assumptions are no longer valid at
Installation of a new engine No No No Refer to AC 27-1 or AC 29-2 for
type, equivalent to the former guidance
one; leaving a/c installation
and limitations substantially
unchanged
Windscreen installation No No No Does not change the rotorcraft
overall product configuration
Snow skis, "Bear No No No Must comply with
Paws" specific requirements associated
with the change. Expanding an
External Cargo No No No Must Comply to the specific
Hoist applicable requirements for
external loads. This installation, in
itself, does not change the
rotorcraft configuration, overall
performance, or operational
capability. Expanding an
Instrument Flight Rules No No No Not a rotorcraft level change.

(IFR) upgrades involving
installation of upgraded
components to replace
existing components.

99
Table 4. Examples for Engines (FAR-33/CS-E)
The following are examples of SUBSTANTIAL changes for Engines (FAR 33/CS-E):
Turbine engines
Description of change Is there a Is there a Have the Notes

Change to the Change to the assumptions
21.101(b) (1)(i) 21.101(b) (1)(i) been
invalidated?
21.101(b)(1)(ii)
Traditional turbofan to N/A N/A N/A Proposed change in design is so
geared-fan engine extensive that a substantially
complete investigation of
compliance with the applicable
Note: There may be certain
circumstances where this change
would be significant.
Low bypass ratio N/A N/A N/A Proposed change in design is so
engine to high bypass ratio extensive that a substantially
engine complete investigation of
with an increased compliance with the applicable
inlet area. regulations is required.
Turbojet to N/A N/A N/A Proposed change in design is so

Turbofan extensive that a substantially
Turbo-shaft to N/A N/A N/A Proposed change in design is so
turbo-propeller extensive that a substantially
Conventional ducted fan to N/A N/A N/A Proposed change in design is so
unducted fan extensive that a substantially
Conventional engine for N/A N/A N/A Proposed change in design is so
subsonic operation to after- extensive that a substantially
burning engine for complete investigation of
supersonic operation compliance with the applicable
100
The following are examples of SIGNIFICANT changes for Engines (FAR 33/CS-E):
Turbine engines

21.101(b) (1)(i) 21.101(b) (1)(i) been
invalidated?
21.101(b)(1)(ii)
Increase/decrease Yes No Yes Change is associated with other
in the number of changes to the ratings and
compressor/turbine operating limitations; engine
stages with dynamic behaviour in terms of
resultant change in backbone bending, torque spike
approved limitations*. effects on casing, surge and stall
(* excludes life characteristics, etc.
limits)
New design fan blade and fan Yes No Yes Change is associated with other
hub, or a bladed fan disk to a changes to the engine thrust,
blisk or a fan diameter ratings and operating limitations;
change that could not be engine dynamic behaviour in
retrofitted terms of backbone bending, torque
spike effects on casing, foreign
object ingestion behaviour, burst
model protection for the aircraft. If
there is a diameter change,
installation will be also affected.
Hydro-Mechanical control to Yes No No Change in engine control
FADEC/EEC without hydro- configuration.
mechanical backup Not interchangeable. Likely
fundamental change to engine
operation.
A change in the No Yes No Change in methods of construction
containment case from hard- that have affected inherent
wall to composite or vice- strength, backbone bending, blade
versa, that could to case clearance retention,
not be retrofitted without containment wave effect on
additional major changes to installation, effect on burst model,
the engine or torque spike effects.
restrictions in the
initial limitations in
the installation manual
Replacement of the No No Yes Change is associated with other
gas generator (core) with a changes that would affect
different one that is performance envelope and may
associated with affect the dynamic behaviour of
changes in approved the engine Assumptions used for
limitations* (* excludes life certification may no longer be
limits) valid

101
Piston engines

21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
Convert from Mechanical to Yes Yes No Change in engine control
Electronic Control System configuration. : Installation
interface of engine changed
Changes to principles of
construction: Digital controllers
and sensors require new
construction techniques and
environmental testing.
Add Turbocharger that Yes No Yes Change in general configuration:
increases performance and Installation interface of engine
changes in overall product changed (exhaust system)
Certification assumptions
invalidated. Change in engine
configuration Change in operating
envelope and performance
Convert from air-cooled Yes No Yes Change in general configuration:
cylinders to liquid cooled Installation interface of engine
cylinders. changed (cooling lines from
radiator, change to cooling baffles)
invalidated.
Change in operating envelope and
engine
temperature requirements.
Convert from spark- Yes No Yes Change in general configuration:
ignition to compression- Installation interface of engine
ignition changed (no mixture lever)
invalidated: Change in operating
envelope and performance.
The following are examples of NOT SIGNIFICANT changes for Engines (FAR 33/CS-E):
Turbine engines

21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
Change in the material from No No No No change in performance.
one type of metal to another Assumptions are still valid.
type of metal of a compressor
drum
Increase/decrease in the No No No No change in performance.
number of Assumptions are still valid.
compressor/turbine stages

102
without resultant change in
performance envelope
New components internal to No No No No change in configuration.

the FADEC/EEC the Retrofitable.
introduction of which does Assumptions used for certification
not change the function of the are still valid. Possible changes in
system principles of construction are
insignificant
Software changes No No No
Rub-strip design changes No No No
A new combustor that does No No No
not change the approved
limitations*, or dynamic
behaviour (* excludes life
limits)
Bearing changes No No No
New blade designs with No No No
similar material that can be
retrofitted
Fan blade re-design that can No No No
be retrofitted
Oil tank re-design No No No
Change from one hydro- No No No
mechanical control to
another hydro-mechanical
control
Change to limits on life No No No
limited components
Changes to limits on exhaust No No No
gas temperature
Changes in certification No No No
maintenance requirements
(CMR) with no configuration
changes
Bump ratings within the No No No
product’s physical
capabilities that may be
enhanced with gas path
changes that are limited to
such changes as blade re-
stagger, cooling hole
patterns, blade coating
changes, etc.
A change in principal No No No Component Level Change
physical properties and
mechanics of load transfer of
a material of primary
structure or highly loaded
components. For example,
change from traditional metal
to either an exotic alloy or a
composite material on a
highly loaded component
Piston engines

103
21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
A change in principal physical properties and No No No
mechanics of load transfer of a material of
primary structure or highly loaded
components. For example, change from
traditional metal to either an exotic alloy or a
composite material on a highly loaded
component
New or redesigned cylinder head, or valves No No No

or pistons.
Changes in crankshaft No No No
Changes in crankcase No No No
Changes in carburettor No No No
Changes in mechanical fuel injection system No No No
Changes in mechanical fuel injection pump No No No
Engine model change to accommodate new No No No

airplane installation. No change in principles
of operation of major subsystems; no
significant expansion in power or operating
envelopes or in limitations
No change in basic principles of operation, or No No No
a simple mechanical change. For example,
change from dual magneto to two single
magnetos on a model
Subsystem change produces no change in No No No
base input parameters, and previous analysis
can be reliably extended. For example, a
change in turbocharger where induction
system inlet conditions remain unchanged, or
if changed, the effects can be reliably
extrapolated
Change in material of secondary structure or No No No
not highly loaded component. For example, a
change from metal to composite material in a
non-highly loaded component, such as an oil
pan that is not used as a mount pad
Change in material that retains the physical No No No
properties and mechanics of load transfer.
For example, a change in trace elements in a
metal casting for ease of pouring or to update
to a newer or more readily available alloy
with similar mechanical properties

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Table 5. Examples of Changes for Propellers (FAR-35/CS-P)
The following are examples of SUBSTANTIAL changes for Propellers (FAR 35/CS-P):

21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
Change in the number of N/A N/A N/A Proposed change in design is so
blades extensive that a substantially
The following are examples of SIGNIFICANT changes for Propellers (FAR 35/CS-P):

21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
Principle of pitch change Yes Yes Yes Requires extensive modification
such as a change from single of the pitch change system with the
acting to dual acting introduction of back-up systems.
The inherent control system
requires re-evaluation.
Introduction of a different Yes Yes No Requires extensive modification
principle of blade retention of the propeller hub and blade
such as a single row to a dual structure.
row bearing The inherent strength requires re-
evaluation.
A hub configuration change Yes Yes No Requires extensive modification
such as a split hub to a one- of the propeller hub structure.
piece hub The inherent strength requires re-
evaluation.
Changing the method of Yes Yes No Requires extensive modification
mounting the propeller to the of the propeller hub structure.
engine such as a spline to a Note: Such a change could be
flange mount considered not significant if
implemented without a change in
general configuration or principals
of construction.
Change in hub material from Yes Yes No Requires extensive modification
steel to aluminium of the propeller hub structure and
change to method of blade
retention.
The inherent strength requires re-
evaluation.

105
Change in blade material Yes Yes Yes Requires extensive modification
from metal to composite of the propeller blade structure and
change to method of blade
retention. Composite construction
methods required.
The inherent strength requires re-
evaluation.
Change from hydro- Yes Yes Yes Electronic manufacturing and
mechanical to electronic design methods required.
control Assumptions used for certification
are no longer valid or were not
addressed in the original
certification, i.e., high intensity
radio frequency (HIRF) and
lightning protection, fault
tolerance, software certification
and other aspects.
The propeller will require special
conditions under 21.16B
The following are examples of NON-SIGNIFICANT changes for Propellers (FAR 35/CS-P):

21.101(b)(1)(i) 21.101(b)(1)(i) been
invalidated?
21.101(b)(1)(ii)
Change in the material of a No No No
blade bearing
Change to a component in the No No No
control system
Change to a de-icer boot
Changes to the operational No No No Propeller's operating

design envelope such as an characteristics and inherent
increase in power. strength require re-evaluation.
Change to the intended usage No No No Propeller's operating

such as normal to aerobatic characteristics and inherent
category. strength require re-evaluation.

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Appendix B to GM 21.101 Procedure for evaluating impracticality of applying
latest airworthiness codes to a changed product
1. Introduction
a. The basic principle of enhancing the level of safety of changed aeronautical
products is to apply the latest airworthiness codes for significant design changes
to the greatest extent practical. In certain cases, the cost of complying fully with a
later airworthiness codes may not be commensurate with the small safety benefit
achieved. It is recognised that the existing fleet and newly produced aeroplanes,
engines and propellers are safe, and any unsafe condition is immediately addressed
through the airworthiness directive process. These factors form the basis where
compliance with the latest airworthiness codes may be considered impractical,
thereby allowing compliance with an earlier airworthiness codes. This appendix
gives one method of determining if compliance with a later requirement standard
is impractical; however, this does not preclude the use of other methods for
improving the safety of aeronautical products.
b. This GM recognises that other procedures can be used and have historically been
accepted on a case-by-case basis. The acceptance of results through the use of
these procedures may vary from state to state. Consequently, they may not be
accepted through all bilateral certification processes. Regardless of which method
is used, the process should show that a proposed type-certification basis is able to
achieve a positive safety benefit for the overall product.
c. In this regard, any method used should encourage incorporating safety
enhancements that will have the most dramatic impact on the level of safety of the
aircraft while considering effective use of resources. This important point is
illustrated graphically in the accompanying figure. This figure notionally shows
the interrelation between the total resources required for incorporating each
potential safety enhancement with the corresponding net increase in safety benefit.
Figure 2. Safety Benefits vs. Resources
d. Typically, one will find that there are proposals that can achieve a positive safety
benefit and that are resource effective. Conversely, there are proposals that may

107
achieve a small safety benefit at the expense of a large amount of resources to
implement. Clearly, there will be a point where a large percentage of the potential
safety benefit can be achieved with a reasonable expenditure of resources. The
focus of the methods used should be to determine the most appropriate standards
relative to the respective cost to reach this point.
e. This Appendix to GM 21.101 provides procedural guidance for determining the
practicality of applying a airworthiness codes at a particular amendment level to a
changed product. This guidance can be used to evaluate the safety benefit and
resource impact of implementing the latest airworthiness codes in the type-
certification basis of a changed product. The procedure is generic in nature and
describes the steps and necessary inputs that any applicant can use on any project
to develop a position.
f. The procedure is intended to be used, along with good engineering judgment, to
evaluate the relative merits of a changed product complying with the latest
airworthiness codes. It provides a means, but not the only means, for an applicant
to present its position in regard to impracticality.
g. The type-certification basis for a change to a product will not be at an amendment
level earlier than the existing type-certification basis. Therefore, when determining
the impracticality of applying a airworthiness codes at the latest amendment level,
only the increase in safety benefits and costs beyond compliance with the existing
type-certification basis should be considered.
2. Procedure for evaluating Impracticality of applying latest airworthiness codes to a
changed product
The following are steps to determine the impracticality of applying a airworthiness codes
at a particular amendment level. The first step will be to identify the regulatory change
being evaluated.
a. Step 1: Identify the regulatory change being evaluated.
In this step, it will be necessary to document:
(1) The specific airworthiness codes (for example, CS 25.365);
(2) The amendment level of the existing type-certification basis for the
airworthiness codes; and
(3) The latest amendment level of the airworthiness codes.
b. Step 2: Identify the specific hazard that the Requirement addresses

(1) Each airworthiness codes and subsequent amendments are intended to
address a hazard or hazards. In this step the specific hazard(s) is/are
identified. This identification will allow for a comparison of the
effectiveness of amendment levels of the airworthiness codes at
addressing the hazard.
(2) In many cases the hazard and the cause of the hazard will be obvious.
When the hazard and its related cause are not immediately obvious, it may
be necessary to review the available background information from
development and adoption of this airworthiness codes (Explanatory Note

108
and Comment/Response Document to the NPA. It may also be helpful to
discuss the hazard with the DGCA).
c. Step 3: Review the consequences of the hazard(s)
(1) Once the hazard has been identified, it is possible to identify the types of
consequences that may occur because of the presence of the hazard. More
than one consequence can be attributed for the same hazard. Typical
examples of consequences would include, but are not be limited to:
• Incidents where only injuries occurred;
• Accidents where less than 10 % of the passengers died;
• Accidents where 10 % or more passengers died; and
• Accidents where a total hull loss occurred.
(2) The background information from development and adoption of the

airworthiness codes may provide useful information regarding the
consequences of the hazard the requirement is intended to address.
d. Step 4: Identify the historical and predicted frequency of each consequence
(1) Another source for determining impracticality is the historical record of
the consequences of the hazard that led to a requirement or an amendment
to a requirement. From these data, a frequency of hazard occurrence can
be determined. It is important to recognise that the frequency of
occurrence may be higher or lower in the future. Therefore, it is also
necessary to predict the frequency of future occurrences.
(2) More than one consequence can be attributed for the same hazard.
Therefore, when applicable, the combination of consequences and
frequencies of those consequences should be considered together.
(3) The background information from development and adoption of the
airworthiness codes may provide useful information regarding the
frequency of occurrence.
e. Step 5: Determine how effective full compliance with the latest amendment of the
Requirement would be at addressing the hazard
(1) When each amendment is promulgated, it is usually expected that
compliance with the airworthiness codes would be completely effective
at addressing the associated hazard. It is expected that the hazard would
be eliminated, avoided, or dealt with. However, in a limited number of
situations, this may not be the case. It is also possible that earlier
amendment levels may have addressed the hazard but were not
completely effective. Therefore, in comparing the benefits of compliance
with the existing type-certification basis to the latest amendment level, it
is useful to estimate the effectiveness of both amendment levels in dealing
with the hazard.
(2) It is recognised that the determination of levels of effectiveness is
normally of a subjective nature. These are relative assessments of a
qualitative nature that should not be treated as absolute determinations.
Therefore, prudence should be exercised when making these
determinations. In all cases, it is necessary to document the assumptions
and data that support the determination.
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(3) The following five levels of effectiveness are provided as a guideline:
(a) Fully effective in all cases.

Compliance with the requirement eliminates the hazard or provides a
means to avoid the hazard completely.
(b) Considerable potential for eliminating or avoiding the hazard.
means to avoid completely the hazard for all probable or likely cases,
but it does not cover all situations or scenarios.
(c) Adequately deals with the hazard.
means to avoid the hazard completely in many cases. However, the
hazard is not eliminated or avoided in all probable or likely cases.
Usually this action only addresses a significant part of a larger or
broader hazard.
(d) Hazard only partly addressed.
In some cases compliance with the requirement partly eliminates the
hazard or does not completely avoid the hazard. The hazard is not
eliminated or avoided in all probable or likely cases. Usually this action
only addresses part of a hazard.
(e) Hazard only partly addressed but action has negative side effect.
Compliance with the requirement does not eliminate or avoid the hazard
or may have negative safety side effects. The action is of questionable
benefit.
f. Step 6: Determine resource costs and cost avoidance

(1) There is always cost associated with complying with a requirement. This
cost may range from minimal administrative efforts to the resource
expenditures that support full scale testing or the redesign of a large
portion of an aircraft. However, there are also potential cost savings from
compliance with a requirement. . For example, compliance with a
requirement may avoid aircraft damage or accidents and the associated
costs to the manufacturer for investigating accidents. Compliance with
the latest amendment of a airworthiness codes may also facilitate
certification of a product by the competent authority of a third country.
(2) When determining the impracticality of applying a airworthiness codes at
the latest amendment level, only the incremental costs and safety benefits
from complying with the existing type-certification basis should be
considered.
(3) When evaluating the incremental cost, it may be beneficial for the
applicant to compare the increase in cost to comply with the latest
airworthiness codes to the cost to incorporate the same design feature in
a new aeroplane. In many cases an estimate for the cost of incorporation
in a new aeroplane is provided in the regulatory evaluation Regulatory
Impact Assessment (RIA) by the DGCA, which was presented when the
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corresponding airworthiness codes was first promulgated. Incremental
costs of retrofit/incorporation on existing designs may be higher than that
for production. Examples of costs may include but are not limited to:
(a) Costs: The accuracies of fleet size projections, utilisation, etc. may be
different than that experienced for derivative product designs and must
be validated.
• Labour: Work carried out in the design, fabrication, inspection,
operation or maintenance of a product for the purpose of
incorporating or demonstrating compliance with a proposed action.
Non-recurring labour requirements, including training, should be
considered.
• Capital: Construction of new, modified or temporary facilities for
design, production, tooling, training, or maintenance.
• Material: Cost associated with product materials, product
components, inventory, kits, and spares.
• Operating Costs: Costs associated with fuel, oil, fees, and
expendables.
• Revenue/Utility Loss: Costs resulting from earning/usage
capability reductions from departure delays, product downtime,
capability reductions of performance loss due to seats, cargo, range,
or airport restrictions.
(b) Cost Avoidance:
• Avoiding cost of accidents, including investigation of accidents,
lawsuits, public relations activities, insurance, and lost revenue.
• Foreign Certification: Achieve a singular effort that would
demonstrate compliance to the requirements airworthiness
standards of most certifying agencies, thus minimising certification
costs.
g. Step 7: Document conclusion. Once the information from previous steps has been
documented and reviewed, the applicant’s position and rationale regarding
practicality can be documented. Examples of possible positions would include, but
are not limited to:
(1) Compliance with the latest airworthiness codes is necessary. The
applicant would pursue the change at the latest amendment level.
(2) Compliance with an amendment level between the existing type-
certification basis and the latest amendment would adequately address the
hazard at an acceptable cost, while meeting the latest amendment level
would be impractical. The applicant would then propose the intermediate
amendment level of the airworthiness codes.
(3) The increased level of safety is not commensurate with the increased costs
associated with meeting the latest amendment instead of the

111
existing type-certification basis. Therefore, the applicant would propose the
existing type-certification basis.
(4) The results of this analysis were inconclusive. Further discussions with
the DGCA are warranted.
Note: This process may result in a required type-certification basis that renders
the proposed modification economically not viable.
3. Examples of how to certify changed aircraft. The following examples are for large
aeroplanes and illustrate the typical process an applicant follows. The process will be
the same for all product types.
a. Example 1: CS 25.963 (e) Fuel tank access covers
(1) This change is part of a significant large aeroplane change that increases
passenger payload and gross weight by extending the fuselage by 20 feet.
To accommodate the higher design weights and increased braking
certification specification, and to reduce runway loading, the applicant
will change the landing gear from a two-wheel to four-wheel
configuration; this changes the debris scatter on the wing from the
landing gear. The new model aeroplane will be required to comply with
the latest applicable certification specification based on the date of
application.
(2) The wing will be strengthened locally at the side of the body and at the
attachment of engines and landing gear, but the applicant would not like
to alter wing access panels and the fuel tank access covers. Although the
applicant recognises that the scatter pattern and impact loading on the
wing from debris being thrown from the landing gear will change, he
proposes that it would be impractical to redesign the fuel tank access
covers.
(3) Step 1: Identify the regulatory change being evaluated
(a) The existing certification basis of the aeroplane that is being changed
is CS-25 prior to Amendment 3.
(b) Amendment 3 to CS-25 added the requirement certification
specification that fuel tank access covers on large aeroplanes be
designed to minimise penetration by likely foreign objects, and be
fire resistant.
(4) Step 2: Identify the specific hazard that the Regulation certification
specification addresses
Fuel tank access covers have failed in service due to impact with high-
energy objects such as failed tire tread material and engine debris
following engine failures. In one accident, debris from the runway
impacted a fuel tank access cover, causing its failure and subsequent fire,
which resulted in fatalities and loss of the aeroplane. Amendment 3
ensures that all access covers on all fuel tanks are designed or located to
minimise penetration by likely foreign objects, and are fire resistant.
(5) Step 3: Review the history of the consequences of the hazard(s)
Occurrences with injuries and with more than 10 % deaths.
112
(6) Step 4: Identify the historical and predicted frequency of each
consequence
(a) In 200 million departures of large jets:
• One occurrence with more than 10 % deaths; and
• One occurrence with injuries.
(b) There is no reason to believe that the future rate of accidents will be
significantly different than the historical record.
(7) Step 5: Determine how effective full compliance with the latest
amendment of the Regulation certification specification would be at
addressing the hazard
(a) Considerable potential for eliminating or avoiding the hazard.
(b) Compliance with Amendment 3 eliminates the hazard or provides a
means to avoid the hazard completely for all probable or likely cases.
However, it does not cover all situations or scenarios.
(8) Step 6: Determine resource costs and cost avoidance
(a) Costs:
• For a newly developed aeroplane, there would be minor
increases in labour resulting from design and fabrication.
• There would be a negligible increase in costs related to materials,
operating costs, and revenue utility loss.
(b) Cost avoidance:
• There were two accidents in 200 million departures. The
applicant believes that it will manufacture more than 2 000 of
these aeroplanes or derivatives of these aeroplanes. These
aeroplanes would average five flights a day. Therefore,
statistically there will be accidents in the future if the hazard is
not alleviated. Compliance will provide cost benefits related to
avoiding lawsuits, accident investigations, and public relation
costs.
• There are cost savings associated with meeting a single type-
certification basis for the DGCA and foreign regulations.
(9) Conclusion
It is concluded that compliance with the latest certification specification
increases the level of safety at a minimal cost to the applicant. Based on
the arguments and information presented by the applicant through the
Certification Review Item (CRI) process, the DGCA determined that
meeting the latest amendment would be practical.
b. Example 2: 14 CFR § 25.365 pressurised compartment loads
Note: This example is taken from the FAA certification experience
gained, so references to FAR sections and amendments are kept.
(1) This example is a passenger to freighter conversion STC.

113
(2) This change affects the floor loads on the airplane as well as the
decompression venting.
(3) Step 1: Identify the regulatory change being evaluated
(a) The existing certification basis of the airplane that is being changed
includes 14 CFR § 25.365 at Amendment 25-40 25-0. The initial
release of 14 CFR § 25.365 required that the interior structure of
passenger compartments be designed to withstand the effects of a
sudden release of pressure through an opening resulting from the
failure or penetration of an external door, window, or windshield
panel, or from structural fatigue or penetration of the fuselage, unless
shown to be extremely remote.
(b) Amendment 25-54 revised 14 CFR § 25.365 to require that the
interior structure be designed for an opening resulting from
penetration by a portion of an engine, an opening in any compartment
of a size defined by 14 CFR § 25.365(e)(2), or the maximum opening
caused by a failure not shown to be extremely improbable. The most
significant change is the ‘formula hole size’ requirement introduced
into § 25.365(e)(2) at Amendment 25-54.
(c) Amendment 25-71/72 (Amendments 25-71 and 25-72 are identical)
extended the requirement to all pressurised compartments, not just
passenger compartments, and to the pressurisation of unpressurised
areas. Pressurisation of unpressurised areas had previously been
identified as an unsafe feature under 14 CFR § 21.21(b)(2).
(d) Amendment 25-87 redefined the pressure differential load factor that
applies above an altitude of 45 000 feet. Compliance with
Amendment 25-87 is not affected since the airplane does not operate
above an altitude of 45 000 feet. The applicant proposes to meet the
‘pressurisation into unpressurised areas’ requirement introduced in
Amendment 25-71/72. The applicant does not propose to comply
with the formula hole size requirement introduced in § 25.365(e)(2)
at Amendment 25-54.
(4) Step 2: Identify the specific hazard that the regulation addresses
The hazard is a catastrophic structure and/or system failure produced by
a sudden release of pressure through an opening in any compartment in
flight. This opening could be caused by an uncontained engine failure, an
opening of a prescribed size due to the inadvertent opening of an external
door in flight, or an opening caused by a failure not shown to be
extremely improbable. The opening could be produced by an event that
has yet to be identified.
(5) Step 3: Review the history of the consequences of the hazard(s)
Occurrences with injuries, less than 10 % deaths, and more than 10 %
deaths.
(6) Step 4: Identify the historical and predicted frequency of each
consequence
(a) In 200 million departures of large jets:

114
• Two occurrences with more than 10 % deaths;
• One occurrence with less than 10 % deaths; and
• One occurrence with injuries.
(b) There is no reason to believe that the future rate of accidents will be
significantly different than the historical record.
(7) Step 5: Determine how effective full compliance with the latest
amendment of the regulation would be at addressing the hazard
(a) Compliance with the latest amendment eliminates the hazard or
provides a means to avoid the hazard completely.
(b) Design changes made to the proposed derivative airplane bring it
closer to full compliance with 14 CFR § 25.365 at Amendment 25-
54. The original airplane was shown to meet the requirements for a
hole size of 1.1 square feet. Amendment 25-54 would require a hole
size of 5.74 square feet, and the current reinforcements for the
converted airplane can sustain a hole size of 3.65 square feet in the
forward area and 2.65 at the aft area. This is 3.1 and 2.4 times
respectively better than the original design condition of Amendment
25-0 and is a significant improvement over the worldwide passenger
fleet in service.
(8) Step 6: Determine resource costs and cost avoidance
(a) Costs: There would be savings in both labour and capital costs if
compliance were shown demonstrated to Amendment 25-0 instead of
Amendment 25-54. Major modifications to the floor beams would be
necessary to meet the formula hole size requirement in Amendment
25-54.
(b) Cost Avoidance:
(1) There were four accidents in 200 million departures. The applicant
believes that it will manufacture more than 2 000 of these
airplanes or derivatives of these airplanes. These airplanes would
average two flights a day. Therefore, statistically there will be
accidents in the future if the hazard is not alleviated. Compliance
will provide cost benefits related to avoiding lawsuits, accident
investigations, and public relation costs.
(2) There are cost savings associated with meeting a single
certification basis for FAA and foreign regulations.
(9) Step 7: Document conclusion regarding practicality.
The design complies with 14 CFR § 25.365 at Amendment 25-0, 25-
71/72, and 25-87, and is nearly in full compliance with Amendment 25-
54 (and certain aspects of Amendments 25-71/72 and 25-87). The design
would adequately address the hazard at an acceptable cost. Therefore,
based on arguments of impracticality discussed in an issue paper, the
FAA accepts the applicant’s proposal to comply with 14 CFR § 25.365
at Amendment 25-0.

115
Appendix C to GM 21.101 The use of service experience in the certification process
1. Introduction
Service experience may be utilised to support the application of an earlier
airworthiness codes if, in conjunction with the applicable service experience and
other compliance measures, the earlier standard provides airworthiness codes
provide a level of safety comparable to that provided by the latest airworthiness
codes. It is incumbent on the applicant to provide sufficient substantiation to
allow the DGCA to make this determination. A statistical approach may be used,
subject to the availability and relevance of data, however sound engineering
judgement must be used. For service history to be acceptable, the data must be
both sufficient and pertinent.
The essentials of the process involve:
a. A clear understanding of the requirement airworthiness codes change and
the purpose for the change and hazard addressed;
b. A determination based on detailed knowledge of the proposed design
feature;
c. The availability of pertinent and sufficient service experience data, and
d. A comprehensive review of that service experience data.
2. Guidelines
The Certification Review Item (CRI) procedure (either a stand-alone CRI or
included in the CRI A-1) would be used and the applicant should provide
documentation to support the following:
a. The identification of the differences between the airworthiness codes in the
existing basis and the airworthiness codes as amended, and the effect of the
change in the airworthiness codes.
b. A description as to what aspect of the latest airworthiness codes the proposed
changed product would not meet.
c. Evidence showing that the proposed type-certification basis for the changed
product, together with applicable service experience, provides a level of
safety consistent with complying with the latest airworthiness codes.
d. A description of the design feature and its intended function.
e. Data for the product pertinent to the airworthiness codes:
(1) Service experience from such sources as the following:
(a) Accident reports;
(b) Incident reports;
(c) Service Bulletins;
(d) Airworthiness directives;
(e) Repairs;
(f) Modifications;
(g) Flight hours/cycles for fleet leader and total fleet;

116
(h) World airline accident summary data;
(i) Service Difficulty Reports;
(j) Reports from accident investigation boards;
(k) Warranty, repair and parts usage data.
(2) Show that the data presented represents all relevant service experience for
the product, including the results of any operator surveys, and is
comprehensive enough to be representative.
(3) Show that the service experience is relevant to the hazard.
(4) Identification and evaluation of each of the main areas of concern, with
regard to:
(a) recurring and/or common failure modes;
(b) cause;
(c) probability, by qualitative reasoning; and
(d) measures already taken and their effects.
(5) Relevant data pertaining to aircraft of similar design and construction may
be included.
(6) Evaluation of failure modes and consequences through analytical processes.
The analytical processes should be supported by:
(a) A review of previous test results; and
(b) Additional detailed testing as required; or
(c) A review aircraft functional hazard assessments (FHA) and any
applicable system safety assessments (SSA) as required.
f. A conclusion that draws together the data and the rationale.
g. These guidelines are not intended to be limiting, either in setting required
minimum elements or in precluding alternative forms of submission. Each
case may be different, based on the particulars of the system being examined
and the requirement to be addressed.
3. Example: Transport Airplanes: § 25.1141(f) Powerplant controls: Auxiliary Power
Unit (APU) Fuel Valve Position Indication
NOTE: This example is taken from FAA certification experience gained, so references
are made to FAR sections and amendments are kept.)
a. The following example, for transport airplanes (14 CFR § 25.1141(f)
Auxiliary Power Unit (APU) Fuel Valve Position Indication System),
illustrates the typical process an applicant follows. The process will be the
same for all product types.
b. This example comes from a derivative model transport aeroplane where
significant changes were made to the main airframe components, engines
and systems, and APU. The baseline airplane has an extensive service
history. The example shows how the use of service experience supports a
finding that compliance with the latest requirement would not contribute
materially to the level of safety, and that application of the existing type-
117
certification basis (or earlier amendment) would be appropriate. The
example is for significant derivatives of transport airplanes with extensive
service history, and illustrates the process, following the guidelines in this
appendix, but does not include the level of detail normally required.
(1) Determine the differences between the requirement in the existing type-
certification basis and the requirement as amended, and the effect of the
change in the requirement.
The existing type-certification basis of the airplane that is being changed is
the initial release of part 25. Amendment 25-40 added the requirement 14
CFR §25.1141(f), which mandates that power-assisted valves must have a
means to indicate to the flight crew when the valve is in the fully open or
closed position, or is moving between these positions. The addressed hazard
would be risk of APU fire due to fuel accumulation caused by excessive
unsuccessful APU start attempts.
(2) What aspect of the proposed changed product would not meet the latest
requirements?
The proposed APU fuel valve position indication system does not provide
the flight crew with fuel valve position or transition indication, and,
therefore, does not comply with the requirements of 14 CFR §25.1141(f).
(3) Evidence that the proposed type-certification basis for the changed product,
together with applicable service experience and other compliance measures
provide an acceptable level of safety.
The APU fuel shut-off valve and actuator are unchanged from those used on
the current family of airplanes, and have been found to comply with the
earlier amendment 25-11 of 14 CFR §25.1141(f). The existing fleet has
achieved approximately (#) flights during which service experience of the
existing design has been found to be acceptable. If one assumes a complete
APU cycle, i.e. start up and shutdown for each flight, the number of APU
fuel shut off valve operations would be over 108 cycles, which demonstrates
that the valve successfully meets its intended function and complies with the
intent of the requirement. In addition, the system design for the changed
product incorporates features, which increase the level of functionality and
safety.
(4) A description of the design feature and its intended function
The fuel shut off valve, actuator design, and operation is essentially
unchanged, with the system design ensuring that the valve is monitored for
proper cycling from closed to open at start initiation. If the valve is not in
the appropriate position (i.e., closed) then the APU start is terminated, an
indication is displayed on the flight deck and any further APU starts are
prevented. Design improvements using the capability of the APU Electronic
Control Unit (ECU) have been incorporated in this proposed product change.
These design changes ensure that the fuel valve indication system will
indicate failure of proper valve operation to the flight crew, but the system
does not indicate valve position as required by 14 CFR §25.1141(f).

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(5) Data for the product pertinent to the requirement
The FAA and applicant record the data in an issue paper (G-1 or a technical
issue paper). An issue paper was co-ordinated which included data, or
referenced reports, documenting relevant service experience that has been
compiled from incident reports, fleet flight hour/cycle data, and maintenance
records. The issue paper also discussed existing and proposed design details,
failure modes, and analyses showing to what extent the proposed aeroplane
complies with the latest amendment of 14 CFR §25.1141. Information is
presented to support the applicant’s argument that compliance with the latest
amendment would not materially increase the level of safety. Comparative
data pertaining to aircraft of similar design and construction are also
presented.
(6) Conclusion
Conclusion, drawing together the data and rationale, is documented in the
G-1 issue paper. The additional features incorporated in the APU fuel shut-
off valve will provide a significant increase in safety to an existing design
with satisfactory service experience. The applicant proposes that compliance
with the latest amendment would not materially increase the level of safety,
and that compliance with 14 CFR §25.1141 at amendment 25-11 would
provide an acceptable level of safety for the proposed product change.

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Appendix D to GM 21.101 Tables and figures to assist CPR understanding
Figure 3: Affected and Unaffected area

120
Figure 4: Example of Related and Unrelated changes –Increase in Maximum Number of Passengers

121
Figure 5: Establishing TC basis for Substantial, Significant and Not significant changes according to 21.101 (a) and ((b)
Substantial Significant Not significant

(21.19) (21.101 (a) and (b)) (21.101(b)(1))
Full product Affected area Unaffected area Affected area Unaffected area
(Changed areas and/or physically unchanged but functionally affected areas) No new (Changed areas and/or No new
demonstration of physically unchanged demonstration of
New demonstration of New demonstration of compliance is required but functionally compliance is
compliance is
compliance for full affected areas). required.
Compliance with the latest amendment No material contribution to required.
changed product
materially contributes to safety safety New demonstration of Unaffected area
required. Unaffected area
compliance is continues to
(Practical) Impractical Secondary and not continues to comply
required. comply with the
secondary with the existing TC
The applicant may propose The applicant may existing TC basis.
Previously approved basis.
type design and a certification basis using The applicant may propose a propose a certification The applicant may
an earlier amendment but certification basis using an The applicant may basis using an earlier elect to comply
compliance data may
not earlier than the existing earlier amendment but not elect to comply with amendment but not with later
be allowed if valid for
TC basis. earlier than the existing TC later airworthiness earlier than the airworthiness codes
the changed product.
basis. codes. existing TC basis.
TC basis proposed by the Applicant
Airworthiness codes of the latest Airworthiness codes of an earlier amendment Elects to comply An earlier amendment Elects to comply
amendment
+ elects to comply (later than the existing + elects to comply (later than the
+ elects to comply TC basis existing TC basis)
TC basis recorded by the DGCA
Airworthiness codes of Airworthiness codes of the Airworthiness codes of the Elects to comply The proposed Elects to comply as
the latest amendment proposed amendment proposed amendment (if as proposed amendment (if proposed
or, adequate) adequate)
+ SC
if not adequate, the first or, or
(if the latest amendment is not adequate)
+ elects to comply appropriate later if not adequate, the first First appropriate later
amendment (if available) appropriate later amendment amendment (if
or (if available) available)
SC + elects to comply or or
SC + elects to comply SC + elects to comply

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Figure 6: Establishing TC basis for a change on Excepted Products (21.101(c))
Affected area Unaffected area

(Changed areas and/or physically unchanged but functionally affected areas) No new demonstration of compliance is
required.
New demonstration of compliance is required
Unaffected area continues to comply with the
existing TC basis.
The applicant may elect to comply with later
airworthiness codes.
TC basis proposed by the Applicant
The existing TC basis + elects to comply Elects to comply
(later than the existing TC basis)
Found by the DGCA ‘significant in an area’ (Not significant in an
area)
Compliance with a later amendment materially contributes to safety No material contribution to safety
(Practical) Impractical
TC basis recorded by the DGCA

Airworthiness codes of The existing TC basis The existing TC basis The existing TC basis Elects to comply
a later amendment designated by or, or, or, (later than the existing TC basis)
the DGCA + SC + elects to comply
if not adequate, the first appropriate if not adequate, the first appropriate if not adequate, the first
later amendment later amendment (if available) appropriate later
amendment (if available)
(if available) or
or
or (if not) SC +elects to comply
(if not) SC +elects to
(if not) SC + elects to comply comply

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Appendix E to GM 21.101 Related CAR 21 Requirements
21.16A Airworthiness codes

21.16B Special conditions
21.17 Type-certification basis
airworthiness codes
21.19 Changes requiring a new type-certificate
21.21 Issue of a type-certificate
21.23 Issue of a restricted type-certificate
21.90 Scope
21.91 Classification of changes in type design
21.93 Application
21.95 Minor changes
21.97 Major changes
requirements
21.103 Issue of approval
21.111 Scope
21.113 Application for a supplemental type-certificate
21.114, Demonstration of compliance
21.115 Issue of a supplemental type-certificate
21.117 Changes to that part of a product covered by a supplemental type-certificate
21.604 ITSO Authorisation for an auxiliary power unit (APU)

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Subpart E – Supplemental Type-Certificates
GM 21.112BDemonstration of capability for supplemental type-certificate cases
See also AMC 21.14(b) for the details of the alternative procedures.
The following examples of major changes to type design (ref: CAR 21.91) are classified
in two groups. Group 1 contains cases where a design organisation approved under
CAR 21 Subpart JA (“Subpart JA-DOA”) should be required and Group 2 cases where
the alternative procedure may be accepted. They are typical examples but each STC
case should be addressed on its merits and there would be exceptions in practice. This
classification is valid for new STCs, not for evolution of STCs, and may depend upon
the nature of the STC (complete design or installation).
Product Discipline Kind of STC Group

CS-23/FAR-23
(products where
JA - DOA is
required for TC)
Notes :
* STC which leads to reassess the loads on large parts of primary structure should be in group
1.
* 2/1 means that an assessment of consequences in terms of handling qualities, performance
or complexity of demonstration of compliance may lead to classification in group 1.
Aircraft
Conversion to tail wheel configuration 1
Auxiliary fuel tank installations 2/1
Glass fiber wing tips 2/1
Fairings: nacelle, landing gear 2
Gap seals: aileron, flap, empennage, doors 2
Vortex generators 2/1
Spoiler installation 1
Increase in MTOW 1
Structures
Stretcher installation 2
Change to seating configuration 2
Product Discipline Kind of STC Group

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Windshield replacement (heated, single 2
piece, etc)
Light weight floor panels 2
Ski installations 2/1
Propulsion
Engine model change 1
Fixed pitch propeller installation 2
Constant speed propeller installation 2/1
Installation of exhaust silencer 2
Installation of Graphic engine monitor 2
Installation of fuel flow meter 2
Accessory replacement (alternator, 2

magnetos, etc.)
Inlet modifications: oil cooler; induction air 2
Equipment
Avionics upgrades (EFIS, GPS, etc) 2/1
Engine instrument replacements 2
Carburetor ice detection system 2
Autopilot system installation 1
Wing tip landing light; recognition lights 2
WX radar installation 2
Aeromedical system installations 2
De- and anti-ice system installations 1
Emergency power supply installations 2
CS-25 / FAR-25
Cabin Safety
Note : Basically all changes related Cabin layout (installation of seats (16G),
to cabin configuration should be in galleys, single class or business / economy 2
Group 2. class, etc)
Floor path marking 2

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Crew rest compartment 1
Change of cargo compartment classification
(from class D to class C) 1
Structure
Note : STC which leads to reassess Cargo door 1
the loads on large parts of primary
structure should be in Group 1.
Change from Passenger to Freighter 1
configuration
Avionics
Notes : For CS-25 / FAR-25 CVR 2
products, the existence of
ITSO/ETSO/TSO is not taken into
account for the classification ;
Impact on aircraft performance, and
influence of aircraft performance are
criteria to assess the classification ;
Subjective assessment of human
factors is considered for
determination of classification.
VHF 2
NAV (ADF, VOR, GPS, BRNAV) 2
Autopilot, HUD, EFIS, FMS 1
DFDR 2/1
Meteo radar 2
ILS Cat 3 1
RVSM 1
TCAS, EGPWS 1
GPWS 2
Powerplant
Auxiliary fuel tanks 1
Thrust Reverser system 1
Hushkit 1
Fire detection 1
Fuel gauging 1
Change of Engine or Propeller 1
CS-27 or 29 / All disciplines
FAR-27 or FAR-
29
Note : 2/1 means that an assessment Main rotor or tail rotor blades replacement 1
of consequences in terms of handling
qualities and performance may lead
to classification in Group 1.
Autopilot 1
Engine type change 1
GPS installation 2
Jettisonable overhead raft installation 2
st
Issue II, Rev.0, 1 June, 2008
127
Utility basket installation 2/1
Nose or side mount camera installation 2/1
Passenger access step installation 2/1
Protection net & handle installation 2
(parachuting)
VIP cabin layout 2
Navigation system installation 2
Fuel boost pump automatic switch-on 2
installation
Decrease of maximum seating capacity 2
Agricultural spray kit installation 2/1
Long exhaust pipe installation 2
Flotation gear installation 2/1
Wipers installation 2
Engine oil filter installation 2
Skid gear covering installation 2/1
Gutter installation (top pilot door) 2
Cable cutter installation 2
Auxiliary fuel tank fixed parts installation 2
Cabin doors windows replacement 2
Radio-altimeter aural warning installation 2
Stand-by horizon autonomous power supply 2
Fire attack system 2/1
Hoisting system installation 2/1
External loads hook installation 2
Emergency flotation gear installation 2/1
Heating/demisting (P2 supply) 2

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AMC 21.114 Compliance demonstration process for Supplemental Type-
Certificate
1. AMC/GM to 21.20 should be used for a supplemental type-certificate.
2. For major changes approved under a supplemental type-certificate and not requiring
long and complex compliance demonstration activities, a certification programme, as
described in AMC 21.20(b), can be submitted with the application in a simplified
format. The certification programme should contain at least the following elements:
- Purpose of change
- Description of change
- Applicability
- Applicable airworthiness codes, special conditions, equivalent safety findings
and environmental protection requirements
- The description on how compliance will be demonstrated, with selected means
of compliance (see appendix to AMC 21.20(b) for the codes to be used) and
reference to compliance documents
- As appropriate, the involvement of the type-certificate holder of the product on
which the STC is proposed (see 21.113 and 115).
- If relevant, the delivery schedule of compliance documents.

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Subpart F – Production without production
organisation approval
GM No. 1 to 21.121Applicability - Individual product, part or appliance
In this context, “demonstrating the conformity with the applicable design data of a
product, part and appliance” means that conformity with the applicable design data has
to be established and shown for each and every product, part, or appliance produced.
GM No. 2 to 21.121Applicability – Applicable design data
Applicable design data is defined as all necessary drawings, specifications and other
technical information provided by the applicant for, or holder of a design organisation
approval, TC, STC, approval of repair or minor change design, or ITSO authorisation
(or equivalent when CAR 21, Subpart F is used for production of products, parts or
appliances, the design of which has been approved other than according to CAR 21),
and released in a controlled manner to the manufacturer producing under CAR 21,
Subpart F. This should be sufficient for the development of production data to enable
manufacture in conformity with the design data.
Prior to issue of the TC, STC, approval of repair or minor change design or ITSO
authorisation, or equivalent, design data is defined as ‘not approved’, but parts and
appliances may be released with a Form CA-1 as a certificate of conformity.
After issue of the TC, STC, approval of repair or minor change or ITSO authorisation,
or equivalent, this design data is defined as ‘approved’ and items manufactured in
conformity are eligible for release on a Form CA-1for airworthiness purposes.
For the purpose of Subpart F of CAR 21 the term ‘applicable design data’ includes, in
the case of engines and when applicable, the information related to the applicable
emissions production cut-off requirement
AMC No. 1 to 21.122Eligibility – Link between design and production
An “arrangement” is considered suitable if it is documented and satisfies DGCA that

coordination is satisfactory.
To achieve satisfactory co-ordination, the documented arrangements must at least

define the following aspects irrespective of whether the design organisation and the
person producing or intending to produce under CAR 21, Subpart F, are separate legal
entities or not:
1. The responsibilities of a design organisation which assure correct and timely

transfer of up-to-date applicable design data (e.g., drawings, material
specifications, dimensional data, processes, surface treatments, shipping
conditions, quality requirements, etc.);

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2. The responsibilities and procedures of the manufacturer for receiving, managing
and using the applicable design data provided by the design organization;
3. The responsibilities and procedures of the manufacturer for developing, where

applicable, its own manufacturing data in compliance with the applicable design
data package;
4. The responsibilities of the manufacturer, to assist the design organization, in

dealing with continuing airworthiness matters and for required actions (e.g.,
traceability of parts in case of direct delivery to users, retrofitting of modifications,
traceability of processes’ outputs and approved deviations for individual parts as
applicable, technical information and assistance, etc.);
5. The scope of the arrangements covering Subpart F requirements, in particular:

CAR 21.126A(a) (4) and CAR 21.129(d) and (f) and any associated GM or AMC;
6. The responsibilities of the manufacturer, in case of products prior to type

certification to assist a design organisation in showing compliance with CS / FAR
(access and suitability of production and test facilities for manufacturing and
testing of prototype models and test specimen);
7. The procedures to deal adequately with production deviations and non-conforming

parts;
8. The means to achieve adequate configuration control of manufactured parts, to

enable the manufacturer to make the final determination and identification for
conformity or airworthiness release and eligibility status;
9. The identification of responsible persons/offices who controls the above;
10. The acknowledgment by the holder of the TC/STC/repair or change approval/ITSO

authorisation that the approved design data provided, controlled and modified in
accordance with the arrangement are recognised as approved.
In many cases the person producing or intending to produce under CAR 21, Subpart F
may receive the approved design data through an intermediate production organisation.
This is acceptable provided an effective link between the design approval holder and
the production organisation can be maintained to satisfy the intent of CAR 21.122.
When the design organisation and the manufacturer are two separate legal entities a
Direct Delivery Authorisation should be available, for direct delivery to end users, in
order to guarantee continued airworthiness control of the released parts and appliances.
Where there is no general agreement for Direct Delivery Authorisation, specific

permissions may be granted (see AMC 21.4).

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AMC No. 2 to 21.122Eligibility – Link between design and production
In accordance with AMC No.1 to 21.122 the person producing or intending to produce
under CAR 21, Subpart F should demonstrate to the authority that it has entered into an
arrangement with the design organisation. The arrangement must be documented
irrespective of whether the two organisations are separate legal entities or not.
The documented arrangement must facilitate the person producing or intending to

produce under CAR 21, Subpart F, to demonstrate compliance with the requirement of
CAR 21.122 by means of written documents agreed.
In the case where the design organisation and the person producing or intending to
produce under CAR 21 Subpart F are part of the same legal entity these interfaces may
be demonstrated by company procedures acceptable to DGCA.
In all other cases to define such a design/production interface the following sample
format is offered:

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Arrangement Sample Form
ARRANGEMENT
In accordance with CAR 21.122
The undersigned agree on the following commitments: relevant
interface
procedures
The design organisation [NAME] takes responsibility to
 assure correct and timely transfer of up-to-date applicable

design data (e.g., drawings, material specifications,
dimensional data, processes, surface treatments, shipping
conditions, quality requirements, etc.) to the person
producing under CAR 21, Subpart F [NAME]
 provide visible statement(s) of approved design data

The person producing under CAR 21, Subpart F [NAME] takes
responsibility to
 assist the design organisation [Name] in dealing with
continuing airworthiness matter and for required actions
 Assist the design organisation [Name] in case of products

prior to type certification in showing compliance with
certification requirements
 develop, where applicable, its own manufacturing data in

compliance with the airworthiness data package
The design organisation [Name] and the person producing under

CAR 21 Subpart F [Name] take joint responsibility to
 deal adequately with production deviations and non

conforming parts in accordance with the applicable
procedures of the design organisation and the
manufacturer producing under CAR 21, Subpart F.
 achieve adequate configuration control of manufactured

parts, to enable the manufacturer producing under CAR
21, Subpart F to make the final determination and
identification for conformity or airworthiness release and
eligibility status.
The scope of production covered by this arrangement is detailed

in……[DOCUMENT REFERENCE/ ATTACHED LIST]
[When the design organisation is not the same legal entity as the manufacturer
producing under CAR 21 Subpart F ]

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Transfer of approved design data
The TC/STC/ITSO authorisation holder [NAME] acknowledges that the approved

design data provided, controlled and modified in accordance with the arrangement
are recognised as approved by the DGCA and therefore the parts and appliances
manufactured in accordance with these data and found in a condition for safe
operation. may be released certifying that the item was manufactured in conformity
to approved design data and is in a condition for safe operation.
[When the design organisation is not the same legal entity as the manufacturer
producing under CAR 21, Subpart F]
Direct Delivery Authorisation
This acknowledgment includes also [OR does not include] the general agreement for
direct delivery to end users in order to guarantee continued airworthiness control of
the released parts and appliances.
for the [NAME of the design organisation/ for the [NAME of the person
DOA holder] producing under CAR 21, Subpart F]
date signature date signature

xx.xx.xxxx xx.xx.xxxx
([NAME in block letters]) ([NAME in block
letters])

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Instructions for completion:
Title: The title of the relevant document must clearly indicate that it serves the purpose
of a design/production interface arrangement in accordance with CAR 21.122.
Commitment: The document must include the basic commitments between the design
organisation and the manufacturer producing under CAR 21, Subpart F as addressed in
AMC 21.4 and AMC No. 1 to 21.122.
Relevant Procedures: Identify an entry point into the documentary system of the
organisations with respect to the implementation of the arrangement (for example a
contract, quality plan, handbooks, common applicable procedures, working plans etc.).
Scope of arrangement: The scope of arrangement must state by means of a list or

reference to relevant documents those products, parts or appliances that are covered by
the arrangement.
Transfer of approved design data: Identify the relevant procedures, for the transfer
of the applicable design data, required by CAR 21.122 and AMC No. 1 to 21.122from
the design organisation to the person producing under CAR 21, Subpart F. The means
by which the design organisation advises the person producing under CAR 21, Subpart
F, whether such data is approved or not approved must also be identified (ref. CAR
21.4 / AMC 21.4).
Direct Delivery Authorisation: Where the design organisation and the person
producing under CAR 21, Subpart F are separate legal entities the arrangement must
clearly identify whether authorization, for direct delivery to end users, is permitted or
not.
Where any intermediate production/design organisation is involved in the chain

between the original design organisation and the person producing under CAR 21,
Subpart F, evidence must be available that this intermediate organisation has received
authority from the design organisation to grant Direct Delivery Authorisation.
Signature: AMC No. 1 to 21.122requests the identification of the responsible

persons/offices who control the commitments laid down in the arrangement. Therefore
the basic document must be signed mutually by the authorised representatives of the
design organisation and the manufacturer producing under CAR 21, Subpart F in this
regard.
GM 21.124(a) Application – Application form
DGCA Form 60 should be obtained from DGCA (or DGCA website) and completed
by the applicant.
An application may be accepted from:
 An individual applying on his or her own behalf, or

135
 In the case of an organisation, an individual with the DGCA to make agreements
on behalf of the organisation.
The completed form should be forwarded to DGCA.
GM 21.124(b) (1) (i) Applicability - Inappropriate approval under Subpart G
The issue of a letter of agreement of production under CAR 21, Subpart F may be
agreed by DGCA when:
1. The applicant produces or intends to produce aeronautical products, parts, and/or

appliances, intended for airborne use, as part of a type-certificated product (this
excludes simulators, ground equipment and tools), and
2. DGCA determines that CAR 21,Subpart G would be inappropriate, and

consequently CAR 21, Subpart F applies. The main difference between CAR 21,
Subpart G and F is that, Subpart G requires the existence of a Quality System which
provides DGCA with the necessary confidence to grant to the manufacturer the
privileges of certifying its own production. There are situations where a Quality
System, including independent monitoring and continuous internal evaluation
functions, is not justified and /or feasible. In making the determination that Subpart
F may apply, DGCA may take into account one or a combination of parameters
such as the following:
 no flow production (infrequent or low volume of production);
 simple technology (enabling effective inspection phases during the

manufacturing process);
 very small organisation.
GM 21.124(b) (1) (ii) Certification or approval needed in advance of the issue of a

POA
In cases where CAR 21, Subpart G is applicable, but when some time is needed for the
organisation to achieve compliance with Subpart G, i.e., to establish the necessary
documented quality system, DGCA may agree to use CAR 21, Subpart F for a limited
period (transient phase).
In cases where CAR 21, Subpart G is applicable, such as to produce ITSO articles, a
letter of agreement to produce under CAR 21, Subpart F should not be given unless an
application has been made for organisation approval under Subpart G, and reasonable
progress is being made towards compliance with Subpart G. Long-term production
under CAR 21, Subpart F will not be permitted.

136
GM 21.124(b) (2) Application - Minimum information to include with the
application
At this early stage, provision of the complete manual is not necessary, but at least the
following items should be covered:
1. Table of contents of the manual (including list of existing inspection system

documents or procedures);
2. Description of items to be manufactured (including intended quantities/deliveries);
3. List of possible suppliers;
4. General description of facilities;
5. General description of production means;
6. Human resources.
7. Name and bio-data of a responsible person in the organisation, to be approved by

DGCA as Authorised Signatory, to validate Statement of Conformity (Form
CA-52) and Authorised Release Certificate (Form CA-1).
8. Description of quality assurance and independent monitoring function existing

in the organization.
GM No. 1 to 21.125A Letter of agreement - Meaning of individual
“Individual” means that each part number or type of item (i.e., product, part, or
appliance) to be produced should be specifically referenced, either directly or through
a referenced capability list, in the letter of agreement from DGCA. The letter may also
specify any limitation in the production rate.
GM No. 1 to 21.125A (b)Letter of agreement - Contents of the Manual
The manual referred in CAR 21.125A (b) should include, at least the following
information:
1. Declaration by the applicant of undertaking in respect of
1.1 the requirements defined in CAR 21 ,Subpart F,
1.2 the procedures contained in the manual and in the documentation

mentioned herein,
1.3 every legal provision laid down for the carrying on of the business activities
(statutory declaration);

137
2. Declaration by the applicant certifying the conformity of the manual to the
requirements defined in CAR 21 Subpart F;
3. Jobs, power and responsibilities of the accountable personnel;
4. Organisation chart, if required by DGCA;
5. Description of the resources, including human resources, with an indication of the

personnel qualification criteria;
6. Description of location and equipment;
7. Description of the scope of work, the production processes and techniques, and
reference to the “capability list”;
8. Communications with DGCA, and specifically those required by CAR 21.125A(c);
9. Assistance and communication with the design approval holder, and the means of
compliance with CAR 21.125A (c);
10. Amendments to the manual;
11. Description of the Inspection System (including test, see GM No. 2 to 21.125A(b),
and 21.127 and 21.128), and the procedures to meet CAR 21.126A and associated
GM;
12. List of suppliers;
13. Name and bio-data of DGCA approved-Authorized signatory to validate

Statement of Conformity and Authorised Release Certificate.
14. Description of quality assurance and independent monitoring function of the

organization.
If the information is listed in the manual in a different order a cross reference to the
above list should be made available in the manual.
NOTE: The DGCA – approved Authorized signatory and person responsible for
Independent monitoring function should report to the Accountable Manager or person
of equivalent rank.
GM No. 2 to 21.125 A (b) Letter of agreement - Production Inspection System:

Functional Tests
All items produced should be subject to inspection, to be carried out at suitable phases,
which permit an effective verification of conformity with the design data.
These inspections may provide for the execution of tests to measure performances as
set out in the applicable design data.

138
Considerations of complexity of the item and/or its integration in the next level of
production will largely determine the nature and time for these tests, for example:
 appliances - will require full functional testing to the specifications,

 parts - will at least require basic testing to establish conformity, but due
allowance may be made for further testing carried out at the next level of
production,
 material - will require verification of its stated properties,
GM 21.125 A (c)Letter of agreement - Assistance
DGCA should be provided with material which defines the means of providing
assistance as required by CAR 21.125A(c). Suitable descriptive material should be
included in the manual, as described in GM No. 1 to 21.125A(b).
GM 21.125 A (d) Letter of Agreement - Authorised Signatory
a) The organisation shall propose a name (with bio-data) of a responsible person to

approve him/her as Authorised Signatory of the organization producing/intending
to produce product, parts and appliances under CAR 21, Subpart F. After
examining the bio-data, DGCA may approve that person as DGCA-approved
Authorised Signatory of the organisation.
b) The proposed Authorised signatory should have, preferably, 10 years of experience

in a reputed production/manufacturing organisation, of which a minimum of 5
years of experience should be in a production / manufacturing organisation for
aeronautical products.
c) The authorised signatory approved by DGCA should validate the Statement of

Conformity (Form CA-52) and Authorised Release Certificate (Form CA-1)
issued/ signed by certifying staff and submit it to DGCA.
d) The responsibility of Authorised signatory is to ensure that the

product/part/appliances which is validated by him/her, conforms to approved
design data and comply with safety requirements.
e) DGCA is empowered to cancel the approval of Authorised signatory, if it finds

him/her, not performing the designated responsibility/functions satisfactorily.
GM No. 1 to 21.125B (a) Uncontrolled non-compliance with applicable design data
An uncontrolled non-compliance with applicable design data is a non-compliance:
 that cannot be discovered through systematic analysis or

 that prevents identification of affected products, parts, appliances, or material

139
GM No. 2 to 21.125B (a) Examples for level one findings
Examples for level 1 findings are non-compliances with any of the following
paragraphs, that could affect the safety of the aircraft:
CAR 21.126A, CAR 21.126B, CAR 21.127, CAR 21.128, CAR 21.129.
It should be anticipated that a non-compliance with these paragraphs is only considered

a level one finding when objective evidence has been found that, this finding is an
uncontrolled non-compliance that could affect the safety of the aircraft.
GM 21.126AProduction Inspection System
GM 21.126A (a) and (b) has been developed, for persons producing under CAR 21,
Subpart F, on the long term basis as defined in CAR 21.124(b)(1)(i).
For those persons producing under CAR 21, Subpart F, as a transient phase under CAR
21.124(b)(1)(ii), compliance with CAR 21.126A may also be demonstrated, to the
satisfaction of DGCA, by using the equivalent CAR 21, Subpart G -AMC/GM.
GM 21.126A(a) (1)Production Inspection System – Conformity of supplied parts,

appliances and materials.
1. The person producing under Subpart F, is responsible for determining and applying
acceptance standards for physical condition, configuration status and conformity,
as appropriate, of raw materials, subcontracted works, and supplied products,
parts, appliances or materials, whether to be used in production or delivered to
customers as spare parts. This responsibility also includes BFE (Buyer Furnished
Equipment) items.
2. Control may be based upon use of the following techniques, as appropriate:
2.1 first article inspection, including destruction if necessary, to verify that the
article conforms to the applicable data, for new production line or new supplier,
2.2 incoming inspections and tests of supplied parts or appliances that can
be satisfactorily inspected on receipt,
2.3 identification of incoming documentation and data relevant to the showing

of conformity to be included in the certification documents,
2.4 any additional work, tests or inspection which may be needed for parts or
appliances, which are to be delivered as spare parts and which are not subject
to the checks normally provided by subsequent production or inspection stages.

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3. The person producing under CAR 21, Subpart F, may rely upon Form CA-1
issued in accordance with CAR 21, if provided as evidence of conformity with
applicable design data
4. For suppliers not holding a POA, the inspection system of the person producing
under CAR 21, Subpart F, should establish a system for control of incoming
materials and bought or subcontracted items, which provides for inspections and
tests of such items by the person , producing under CAR 21, Subpart F, at the
supplier’s facility, if the item cannot or will not be completely inspected upon
receipt.
GM 21.126A(a) (2)Production Inspection System - Identification of incoming

materials and parts
All parts and materials coming from external parties should be identified and inspected
to ascertain that, they have not been damaged during transport or unpacking, that the
incoming parts and materials have the appropriate and correct accompanying
documentation, and that the configuration and condition of the parts or materials is as
laid down in that documentation.
Only on completion of these checks and of any incoming further verifications laid down
in the procurement specification, may the part or material be accepted for warehousing
and used in production.
This acceptance should be certified by an inspection statement.
A suitable recording system should allow reconstruction at any time of the history of
every material or part.
The areas where the incoming checks are carried out and the materials or parts are
stored pending completion of the checks should be physically segregated from other
departments.
GM No. 1 to 21.126A(a) (3)Production Inspection System - List of specifications
It is the responsibility of:
1. The designer, to define all necessary processes, techniques and methods to be

followed during manufacture (CAR 21.31) and this information will be provided as
part of the applicable design data.
2. The manufacturer, to ensure that all processes are carried out strictly in accordance
with the specifications provided, as part of the applicable design data.

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GM No. 2 to 21.126A(a) (3)Production Inspection System - Means of checking of
the production processes
The Production Inspection System should be provided with appropriate means of

checking that production processes, whether performed by the person producing under
CAR 21, Subpart F, or by subcontractors under its control, are carried out in accordance
with applicable data, including:
1. A system for the control and authorised amendment of data provided for the
production, inspection and test to ensure that it is complete and up-to-date at the
point of use;
2. Availability of personnel with suitable qualification, experience, and training for

each required production, inspection, and test task. Special attention should be paid
to tasks requiring specialized knowledge and skill, e.g., NDT / NDI, welding etc.
3. A working area where the working conditions and environment are controlled as
appropriate in respect of: cleanliness, temperature, humidity, ventilation, lighting,
space/access, protection against noise and pollution;
4. Equipment and tools sufficient to enable all specified tasks, to be accomplished in a

safe and effective manner without detrimental effect on the items under production.
Calibration control of equipment and tools, which affect critical dimensions and
values, must show compliance with, and be traceable to, recognised national or
international standards.
GM 21.126A(a)(4)Production Inspection System – Applicable design/production

data procedures
1. When a person, producing under CAR 21, Subpart F, is developing its own
manufacturing data from the design data package delivered by a Design holder,
procedures should demonstrate the correct transcription of the original design data.
2. Procedures should define the manner in which applicable design data is used to issue
and update the production/inspection data, which determines the conformity of
products, parts, appliances and materials. The procedure should also define the
traceability of such data to each individual product, part, appliance or material for
the purpose of stating the condition for safe operation and for issuing a Statement
of Conformity.
3. During execution, all works should be accompanied by documentation giving either

directly or by means of appropriate references, the description of the works as well
as the identification of the personnel in charge of inspection and execution tasks,
for each of the different work phases.

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GM 21.126A(b)(1)Production Inspection System - Inspection of parts in process
The purpose of the Production Inspection System is to check at suitable points during
production and provide objective evidence that the correct specifications are used, and
that processes are carried out strictly in accordance with the specification.
During the manufacturing process, each article should be inspected in accordance with
a plan, which identifies the nature of all inspections required and the production stages
at which they occur. The plan should also identify any particular skills or qualification
required for person(s) carrying out the inspections (e.g., NDT personnel). A copy of the
plan should be included in, or referenced by, the manual required by CAR 21.125A(b).
If the parts are such that, if damaged, they could compromise the safety of the aircraft,
additional inspections for such damage should be performed at the completion of each
production stage.
GM 21.126A(b)(2)Production Inspection System – Suitable storage and protection
1. Storage areas should be protected from dust, dirt, or debris, and adequate blanking
and packaging of stored items should be practiced.
2. All parts should be protected from extremes of temperatures and humidity and,
where needed, temperature-controlled or full air-conditioned facilities should be
provided.
3. Racking and handling equipment should be provided such as to allow storage,

handling and movement of parts without damage.
4. Lighting should be such as to allow, safe and effective access and handling, but
should also cater for items which are sensitive to light e.g., rubber items.
5. Care should be taken to segregate and shield items which can emit fumes (e.g., wet
batteries), substances or radiation (e.g., magnetic items) which are potentially
damaging to other stored items.
6. Procedures should be in place to maintain and record stored parts identities and
batch information.
7. Access to storage areas should be restricted to authorised personnel, who are fully
trained to understand and maintain the storage control arrangements and
procedures.
8. Provisions should be made for segregated storage of non conforming items which
are pending for disposition (see GM 21.126A(b)(4)).
GM 21.126A(b)(3)Production Inspection System – Use of derived data instead of

original design data

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Where derived data, e.g., worksheets, process sheets, fabrication/inspection
instructions, etc., is used instead of original design drawings, documents identification
and control procedures should be used to ensure that the documentation in use is always
accurate and current.
GM 21.126A(b)(4)Production Inspection System – Segregation of rejected

material
All materials and parts which have been identified at any stage in the manufacturing
process as not conforming to the specific working and inspection instructions, must be
suitably identified by clearly marking or labelling, to indicate their non-conforming
status.
All such non-conforming materials or parts should be removed from the production
area and held in a restricted access segregated area, until an appropriate disposition is
determined in accordance with CAR 21.126A(b)(5).
GM 21.126A(b)(5)Production Inspection System – Engineering and

manufacturing review procedure
1. The procedure should permit to record the deviation, to present it to the design
holder under the provisions of CAR 21.122, and to record the results of the review
and actions taken consequently as regards the part/product.
2. Any unintentional deviation from the manufacturing/inspection data should be

recorded and handled in accordance with CAR 21, Subpart D or E as changes to the
approved design.
GM 21.126A(b)(6)Production Inspection System – Recording and record keeping
1. Records within a production environment satisfy two purposes. Firstly, they should,
during the production process to ensure that products, parts, or appliances are in
conformity with the controlling data throughout the manufacturing cycle. Secondly,
certain records of milestone events are needed to subsequently provide objective
evidence that, all prescribed stages of the production process have been
satisfactorily completed and that, compliance with the applicable design data has
been achieved.
Therefore, the person producing under CAR 21, Subpart F, should implement a
system for the compilation and retention of records during all stages of manufacture,
covering short-term and long-term records appropriate to the nature of the product
and its production processes.
The management of such information should be subject to appropriate documented

procedures in the manual required by CAR 21.125A(b).

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All forms of recording media are acceptable (paper, film, magnetic etc.) provided
they can meet the required duration for archiving under the conditions provided.
2. The related procedures should:
2.1 Identify records to be kept,
2.2 Describe the organisation of and responsibility for the archiving system
(location, compilation, format) and conditions for access to the information
(e.g., by product, subject),
2.3 Control access and provide effective protection from deterioration or accidental
damage,
2.4 Ensure continued readability of the records,
2.5 Demonstrate to DGCA proper functioning of the records system,
2.6 Clearly identify the persons involved in conformity determination,
2.7 Define an archiving period for each type of data taking into account importance
in relation to conformity determination subject to the following:
a. Data which supports conformity of a product, part, or appliance should be

kept for not less than three years, from the issue date of the related
Statement of Conformity or Authorised Release Certificate;
b. Data considered essential for continuing airworthiness should be kept

throughout the operational life of the product, part or appliance.
2.8 Data related to supplied parts may be retained by the supplier, if the supplier
has a system agreed under CAR 21, Subpart F by DGCA. The manufacturer
should, in each case, define the archiving period and satisfy himself or herself
and DGCA, that the recording media are acceptable.
GM No. 1 to 21. 126BIndependent Monitoring Function
The production inspection system which is part of the organisation is required to be

independent from the functions being monitored. This required independence relates to
the lines of reporting, authority and access within the organisation and assumes an
ability to work without technical reliance on the monitored functions.
GM No. 2 to 21.126BAdequacy of procedures and monitoring function
Adequacy of procedures means that the inspection system, through the use of the
procedures as set forth, is capable of meeting the conformity of the product, parts,
appliances and materials. The independent monitoring function is to perform planned
continuing and systematic evaluations or audits of factors that affect the conformity
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(and, where required, safe operation) of the products, parts, appliances and/or materials
to the applicable design. This evaluation or audits should include all elements of the
applicable procedures/system in order to show compliance with CAR 21, Subpart F.
GM 21.126D Investigation- Arrangements
The arrangements made by the applicant for, or holder of an approval under CAR 21
Subpart F should allow DGCA to make investigations that include the complete
production organisation including partners, sub-contractors and suppliers, whether they
are in India or not.
The investigation may include; audits, enquiries, questions, discussions and

explanations, monitoring, witnessing, inspections, checks, flight and ground tests and
inspection of completed products, parts or appliances produced under CAR 21, Subpart
F.
The arrangements should enable the organisation to give positive assistance to DGCA
and co-operate in performing the investigation during both initial assessment before
issue of letter of agreement and for the subsequent surveillance.
GM 21.127Approved production ground and flight tests
The production ground and flight tests for new aircraft will be specified by the aircraft
design organisation.
GM No. 1 to 21.128Acceptable functional test - Engines
The functional test required for a new engine will be specified by the engine design
organisation and will normally include at least the following:
1. Break-in runs that include a determination of fuel and oil consumption and a
determination of power characteristics at rated maximum continuous power or
thrust and, if applicable, at rated takeoff power or thrust.
2. A period of operation at rated maximum continuous power or thrust is to be

determined. For engines having a rated takeoff power or - thrust, part of that
period should be at rated takeoff power or - thrust.
The test equipment used for the test run should be capable of output determination of
accuracy sufficient to assure that the engine output delivered complies with the
specified rating and operation limitations.
GM No. 2 to 21.128Acceptable functional test –Variable pitch propellers
The functional tests required for a new propeller will be specified by the propeller
design organisation and should normally include a number of complete cycles of
control throughout the propeller pitch and rotational speed ranges. In addition, for
feathering and/or reversing propellers, several cycles of feathering operation and
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reversing operation from the lowest normal pitch to the maximum reverse pitch, should
normally be required.
GM No. 3 to 21.128Acceptable functional test - Engines and Propellers
After functional test, each engine or propeller should be inspected to determine that the
engine or propeller is in condition for safe operation. Such inspection will be specified
by the design organisation and should normally include internal inspection and
examination. The degree of internal inspections will normally be determined on the
basis of the positive results of previous inspections conducted on the first production
engines, and on the basis of service experience.
GM 21.129(a) Availability for inspection by DGCA
Each product, part, or appliance should be made available for inspection at any time at
the request of DGCA.
It is recommended that a pre-defined plan of inspection points be established and agreed

with DGCA to be used as a basis for such inspections.
The manufacturer should provide such documentation, tools, personnel, access

equipment etc. as necessary to enable DGCA to perform the inspections.
AMC No. 1 to 21.129(c) Obligations of the manufacturer – Conformity of

prototype models and test specimens
CAR 21.33 requires determination of conformity of prototype models and test

specimens to the applicable design data. For a complete aircraft a ‘conformity
document’, that has to be validated by person authorized by DGCA, should be provided
as part of the assistance to the design approval applicant. For products other than a
complete aircraft, and for parts and appliances, Form CA-1 validated by DGCA-
approved authorised signatory may be used as a conformity document as part of the
assistance to the design approval applicant.
AMC No. 2 to 21.129(c) Obligations of the manufacturer – Conformity with

Applicable Design Data
Individual configurations are often based on the needs of the customer and
improvements or changes, which may be introduced by the type-certificate holder.
There are also likely unintentional divergences (concessions or non-conformances)
during the manufacturing process. All these changes are required to be approved by the
design approval applicant / holder, or when necessary by DGCA.

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AMC No. 3 to 21.129(c) Obligations of the manufacturer – Condition for safe
operation
Before issue of the Statement of Conformity, the manufacturer under this Subpart,
should make an investigation so as to be satisfied in respect to each of the items listed
below. The documented results of this investigation should be kept on file by the
manufacturer. The validated Statement of Conformity by DGCA-approved authorized
signatory may be required to be provided (or made available) to the operator or owner
of the aircraft and to DGCA.
1. Equipment or modifications which do not meet the requirements of the state of

manufacture, but have been accepted by the competent authority of the importing
country.
2. Identification of products, parts or appliances which:
2.1 Are not new
2.2 Are furnished by the buyer or future operator (including those identified in
CAR 21.801 and 805).
3. Technical records which identify the location and serial numbers of components,
that have traceability requirements for continued airworthiness purposes including
those identified in CAR 21.801 and CAR 21.805.
4. Log book and a modification record book for the aircraft as required by DGCA.
5. Log books for products identified in CAR 21.801 installed as part of the type design
as required by DGCA.
6. A weight and balance report for the complete aircraft.
7. A record of missing items or defects which do not affect airworthiness, these are
for example, could be furnishing or BFE (Items may be recorded in a technical log
or other suitable arrangement such that, the operator and DGCA are formally
aware).
8. Product support information required by other associated rules / CAR and CS/
FAR or GM, such as a Maintenance Manual, a Parts Catalogue, or MMEL, all of
which are to reflect the actual production standard of the particular aircraft. Also,
an electrical load analysis and a wiring diagram are to be investigated.
9. Records which demonstrate completion of maintenance tasks appropriate to the

test flight flying hours recorded by the aircraft. These records should show the
relationship of the maintenance status of the particular aircraft to the manufacturers
recommended maintenance task list and the Maintenance Review Board (MRB)
document/report.

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10. Details of the serviceability state of the aircraft in respect of, a) the fuel and oil
contents, b) provision of operationally required emergency equipment such as, life
rafts, etc.
11. Details of the approved interior configuration if different from that approved as
part of the type design.
12. An approved Flight Manual which conforms to the production standard and
modification state of the particular aircraft should be available.
13. Show that inspections for foreign objects at all appropriate stages of manufacture,
have been satisfactorily performed.
14. The registration has been marked on the exterior of the aircraft as required by
national legislation. Where required by national legislation, fix a fireproof owners
nameplate.
15. Where applicable, there should be a certificate for noise and, for the aircraft radio
station.
16. The installed compass and or compass systems have been adjusted and
compensated and a deviation card displayed in the aircraft.
17. Software criticality list.
18. A record of rigging and control surface movement measurements.
19. Details of installations which will be removed before starting commercial air
transport operations (e.g., ferry kits for fuel, radio or navigation).
20. List of all applicable Service Bulletins and Airworthiness Directives that have been
implemented.
AMC No. 1 to 21.130(b) Statement of Conformity for Complete Aircraft
1. PURPOSE AND SCOPE
The description under this AMC refers only to the use of the aircraft Statement of
Conformity issued under CAR 21, Subpart F. Statement of Conformity under CAR
21, Subpart F, for products other than complete aircraft, and for parts and appliances
is described in AMC No. 2 to 21.130(b).
Use of the aircraft Statement of Conformity issued by an approved production

organization, is described in 21.163(b) under CAR 21, Subpart G and the
completion instructions are to be found in the appendices to CAR 21.

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The purpose of the aircraft, the Statement of Conformity (Form CA-52) issued
under CAR 21, Subpart F and validated DGCA-approved authorised signatory is to
present a complete aircraft to the DGCA.
DGCA-approved authorised signatory only validates the Statement of Conformity,

as described in CAR 21.130 and its associated GM, if it finds that the aircraft
conforms with the type design and is in condition for safe operation.
2. GENERAL
The Statement of Conformity must comply with the format attached including block
numbers and the location of each Block. The size of each Block may however be
varied to suit the individual application, but not to the extent that would make the
Statement of Conformity un-recognisable. For any doubt, DGCA may be consulted.
The Statement of Conformity must either be pre-printed or computer generated, but

in either case the printing of lines and characters must be clear and legible. Pre-
printed wording is permitted in accordance with the attached model but no other
certification statements are permitted.
Statements of Conformity must be issued in English. Completion may be either

machine/computer printed or hand-written using block letters to permit easy
reading.
A copy of the validated Statement of Conformity with all referenced attachments

are to be retained by the manufacturer and copy of the validated Statement of
Conformity with all referenced attachments should be forwarded to DGCA.
3. COMPLETION OF THE AIRCRAFT STATEMENT OF CONFORMITY BY

THE ORIGINATOR
There must be an entry in all Blocks to make the document a valid Statement.
A Statement of Conformity must not be issued for validation to DGCA-approved

authorized signatory, unless the design of the aircraft and its installed products are
approved.
The information required in Blocks 9, 10, 11, 12, 13 and 14 may be by reference to
separate identified documents held on file by the manufacturer, unless DGCA
agrees otherwise.
This Statement of Conformity is not intended to provide approval for the complete
equipment required by the applicable operational rules. However, some of these
individual items may be included in Block 10 or in the approved type design.
Operators are therefore reminded of their responsibility to ensure compliance with
the applicable operational rules for their own particular operation.
Block 1 Enter name of the State of manufacture.

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Block 2 The Competent Authority under which authority the Statement of
Conformity is issued.
Block 3 A unique serial number should be pre-printed in this block for Statement
control and traceability purposes. Except that in the case of a computer
generated document the number need not be pre-printed where the
computer is programmed to produce and print a unique number.
Block 4 The full name and location address of the manufacturer issuing the
statement. This Block may be pre-printed. Logos, etc., are permitted, if
the logo can be contained within the block.
Block 5 The aircraft type in full as defined in the type-certificate and its
associated data sheet.
Block 6 The type-certificate reference number and issue for the subject aircraft.
Block 7 If the aircraft is registered then this mark will be the registration mark.
If the aircraft is not registered then this will be such a mark that is
accepted by DGCA and, if applicable, by the competent authority of a
third country.
Block 8 The identification number assigned by the manufacturer for control and
traceability and product support. This is sometimes referred to as a
Manufacturers Serial No. or Constructors No.
Block 9 The engine and propeller type(s) in full as defined in the relevant type-
certificate and its associated data sheet. Their manufacturer
identification No and associated location should also be shown.
Block 10 Approved design changes to the Aircraft Definition.
Block 11 A listing of all applicable airworthiness directives (or equivalent) and a

declaration of compliance, together with a description of the method of
compliance on the subject individual aircraft including products and
installed parts, appliances and equipment. Any future compliance
requirement time should be shown.
Block 12 Approved unintentional deviation to the approved type design

sometimes referred to as concessions, divergences, or non-
conformances.
Block 13 Only agreed exemptions, waivers or derogations may be included here.
Block 14 Remarks: Any statement, information, particular data or limitation

which may affect the airworthiness of the aircraft. If there is no such
information or data, state; ‘NONE’.

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Block 15 Enter ‘Certificate of Airworthiness’ or ‘Special Certificate of
Airworthiness’ for the Certificate of Airworthiness requested.
Block 16 Additional Requirements such as those notified by an importing country

should be noted in this block.
Block 17 Validity of the Statement of Conformity by the DGCA-approved

Authorised signatory is dependent on full completion of all Blocks on
the form. A copy of the flight test report together with any recorded
defects and rectification details, should be kept on file by the
manufacturer. The report should be signed as satisfactory by the
appropriate certifying staff and a flight crew member, e.g., test pilot or
flight test engineer. The flight tests performed are those required by
CAR 21.127 and GM 21.127, to ensure that the aircraft is airworthy.
The listing of items provided (or made available) to satisfy the safe
operation aspects of this statement should be kept on file by the
manufacturer.
Block 18 The Statement of Conformity may be signed by the person authorised to

do so by the manufacturer in accordance with CAR 21.130(a). A rubber
stamp signature should not be used.
Block 19 The name of the person signing the certificate should be typed or printed
in a legible form.
Block 20 The date the Statement of Conformity is signed must be given.
Block 21 For production under CAR 21, Subpart F, state “N/A”
Additionally, for production under CAR 21 Subpart F, this block must

include validation by DGCA-approved Authorised signatory. For this
purpose, the validation statement below should be included in the Block
21 itself, and not referred in a separate document. The statement can be
pre-printed, computer generated or stamped, and should be followed by
the signature of the DGCA-approved Authorised signatory validating
the certificate, the name and the position/identification of such DGCA-
approved Authorised signatory, and the date of such validation.
VALIDATION STATEMENT:
“After due inspection, the undersigned is satisfied that this document

constitutes an accurate and valid Statement of Conformity in accordance
with CAR 21, Subpart F.”

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AMC No. 2 to 21.130(b)Statement of Conformity for Products (other than
complete aircraft), parts and/or appliances – The Authorised Release Certificate
(Form CA 1)
A. INTRODUCTION
This AMC relates specifically to the use of the Form CA-1 for manufacturing purposes
under CAR-21 Subpart F. It can be used as a supplement to the completion instructions
in CAR -21, which covers the use of the FORM CA-1.
1. PURPOSE AND USE
The FORM CA-1 is prepared and signed by the manufacturer. For production under
CAR -21 Subpart Fit is presented for validation by the competent authority.
Under Subpart F the Certificate may only be issued by the competent authority.
A mixture of items released under Subpart G and under Subpart F of CAR-21 is not
permitted on the same certificate.
2. GENERAL FORMAT
Refer to Form Section of this CAR
3. COPIES
Refer to instruction with Form CA 1 in Form Section of this CAR
The CAR-21 Subpart F originator must retain a copy of the certificate in a form that
allows verification of original data.
4. ERROR(S) ON THE CERTIFICATE
If an end user finds an error(s) on a certificate, they must identify it/them in writing to
the originator. The originator may prepare and sign a new certificate for validation by
the DGCA if they can verify and correct the error(s).
The new certificate must have a new tracking number, signature and date.
The request for a new certificate may be honoured without re-verification of the item(s)
condition. The new certificate is not a statement of current condition and should refer
to the previous certificate in block 12 by the following statement: ‘This certificate
corrects the error(s) in block(s) [enter block(s) corrected] of the certificate [enter
original tracking number] dated [enter original issuance date] and does not cover
conformity/condition/release to service.’ Both certificates should be retained according
to the retention period associated with the first.

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5. COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR
Refer to instruction with Form CA 1 in Form Section of this CAR for completion of the
certificate.
Block 12 – Remarks
Examples of conditions which would necessitate statements in block 12 are:

When the certificate is used for prototype purposes, the following statement must
be entered at the beginning of block 12:
‘NOT ELIGIBLE FOR INSTALLATION ON IN-SERVICE TYPE-CERTIFICATED

AIRCRAFT’.
Re-certification of items from ‘prototype’ (conformity only to non-approved data) to
‘new’ (conformity to approved data and in a condition for safe operation) once the
applicable design data is approved.
The following statement must be entered in block 12:
RE-CERTIFICATION OF ITEMS FROM ‘PROTOTYPE’ TO ‘NEW’:
THIS DOCUMENT CERTIFIES THE APPROVAL OF THE DESIGN DATA

[INSERT TC/STC NUMBER, REVISION LEVEL], DATED [INSERT DATE IF
NECESSARY FOR IDENTIFICATION OF REVISION STATUS], TO WHICH THIS
ITEM (THESE ITEMS) WAS (WERE) MANUFACTURED.
When a new certificate is issued to correct error(s), the following statement must be
entered in block 12:
‘THIS CERTIFICATE CORRECTS THE ERROR(S) IN BLOCK(S) [ENTER

BLOCK(S) CORRECTED] OF THE CERTIFICATE [ENTER ORIGINAL
TRACKING NUMBER] DATED [ENTER ORIGINAL ISSUANCE DATE] AND
DOES NOT COVER CONFORMITY/CONDITION/RELEASE TO SERVICE’.
Additionally, for production under Subpart F, this block must include the Statement of
Conformity by the manufacturer under 21.130. For this purpose, the appropriate Block
13a statement must be included in the block 12 and not referenced in a separate
document. The statement may be pre-printed, computer generated or stamped, and must
be followed by the signature of the manufacturer’s authorised person under 21.130 (a),
the name and the position/identification of such person and the date of the signature.
In case of an engine, when the Competent Authority has granted an emissions

production cut-off exemption the following statement must be entered in block 12:
‘[“NEW” OR “SPARE”] ENGINE EXEMPTED FROM NOx EMISSIONS

PRODUCTION CUT-OFF REQUIREMENT
Block 13b – Authorised Signature

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This space shall be completed with the signature of the DGCA representative validating
the block 12 manufacturer Statement of Conformity, under 21.130 (d). To aid
recognition, a unique number identifying the representative may be added.
Block 13c – Approval/Authorisation Number
Enter the authorisation number reference. This number or reference is given by the
DGCA to the manufacturer working under CAR -21 Subpart F.
GM 21A.130 (b) (4) Definitions of engine type certification date and production
date
Volume II of Annex 16 to the Chicago Convention contains two different references to

applicability dates:
 ‘Date of manufacture for the first individual production model’ which

refers to the engine type certification date; and
 ‘Date of manufacture for the individual engine’ which refers to the

production date of a specific engine serial number (date of Form CA 1)
 The second reference is used in the application of the engine NOx

emissions production cut-off requirement, which specifies a date after
which all in-production engine models must meet a certain NOx
emissions standard.
21.130(b)(4) includes the production requirements and refers to paragraphs (b) and (d)
of Volume II, Part III, Chapter 2, paragraph 2.3 of Annex 16 to the Chicago Convention.
AMC 21.130 (b) (4) Applicable emissions requirements
1. General
This determination is made according to the data provided by the engine type certificate
holder. This data should allow the determination of whether the engine complies with
the emissions production cut-off requirement of paragraph (d) of Volume II, Part III,
Chapter 2, paragraph 2.3.2 of Annex 16 to the Chicago Convention. It should be noted
that in the case of engines for which the Competent Authority has granted an exemption
from these requirements, the emissions requirements applicable are the regulatory
levels defined in Volume II, Part III, Chapter 2, paragraph 2.3.2 c) of Annex 16 to the
Chicago Convention.
2. Process and criteria for exemptions against a NOx emissions production

cut-off requirement

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2.1 Request
The organisation should submit a formal request to the DGCA, signed by an appropriate
manager, and copied to all other relevant organisations and involved. The letter should
include the following information for the DGCA to be in a position to review the
application:
 Administration
 Name, address and contact details of the organisation.
 b) Scope of the request
 Engine type (model designation, type-certificate (TC) number, TC date,

emission TC basis, ICAO Engine Emissions Databank Unique
Identification (UID) Number);
 Number of individual engine exemptions requested;
 Duration (end date) of continued production of the affected engines.
 Whether the proposed affected engines are ‘spares’ or ‘new’ and whom
the engines will be originally delivered to.
Note: In the case where the engines are ‘new’ (new engines installed on new aircraft),
and if this would result in a larger negative environmental impact as compared to
exemptions only for spare engines, more detailed justification could be required to
approve this application
c) Justification for exemptions
When requesting an exemption for a ‘new’ engine, the organisation should, to the extent
possible, address the following factors, with quantification, in order to support the
merits of the exemption request:
 Technical issues, from an environmental and airworthiness perspective,

which may have delayed compliance with the production cut-off
requirement;
 Economic impacts on the manufacturer, operator(s) and aviation

industry at large;
 Environmental effects. This should consider the amount of additional

NOx emissions that will be emitted as a result of the exemption. This
could include consideration of items such as:

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— the amount that the engine model exceeds the NOx emissions standard, taking into
account any other engine models in the engine family covered by the same type-
certificate and their relation to the standard;
— the amount of NOx emissions that would be emitted by an alternative engine for the
same application; and
— the impact of changes to reduce NOx on other environmental factors, including

community noise and CO2 emissions;
 Impact of unforeseen circumstances and hardship due to business

circumstances beyond the manufacturer’s control (e.g. employee strike,
supplier disruption or calamitous events);
 Projected future production volumes and plans for producing a

compliant version of the engine model seeking exemption;
 Equity issues in administering the production cut-off among

economically competing parties (e.g. provide rationale for granting this
exemption when another manufacturer has a compliant engine and does
not need an exemption, taking into account the implications for operator
fleet composition, commonality and related issues in the absence of the
engine for which exemptions are sought);
 Any other relevant factors.
2.2 Evaluation
2.2.1. DGCA process the request in consultation with third Countries involved by
contacting the relevant Design Organisation. DGCA advises the Competent Authority
concerned during the process of granting exemptions. The advice from the DGCA
should take the form of a letter sent to the Competent Authority.
2.2.2 The evaluation of an exemption request should be based on the justification

provided by the organisation and on the following definitions and criteria:
a) Use of engines
‘Spare engines’ are defined as complete new engine units which are to be installed on
in-service aircraft for maintenance and replacement. It can be presumed that exemption
applications associated with engines for this purpose would be granted as long as the
emissions were equal to or lower than those engines they are replacing. The application
should include the other items described in points (a) and (b) of paragraph 2.1 above,
but it would not need to include the items specified in point (c). For spare engines, the
evaluation of the exemption application would be conducted for record keeping and
reporting purposes, but it would not be done for approval of an exemption.
‘New engines’ are defined as complete new engine units which are to be installed on
new aircraft. They can only be exempted from a NOx production cut-off requirement

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if they already meet the previous standard (e.g. exemption from the CAEP/6 NOx
production cut-off requirement of paragraph (d) of Volume II, Part III, Chapter 2,
paragraph 2.3.2 of Annex 16 to the Chicago Convention is only possible if an engine
type already meets the regulatory levels defined in Volume II, Part III, Chapter 2,
paragraph 2.3.2 c) of Annex 16 to the Chicago Convention). Also, in order for an
exemption to be granted for this type of engine the applicant must clearly demonstrate
that they meet the criteria for an exemption by including items described in points (a),
(b) and (c) of paragraph 2.1 above. DGCA may require additional information
regarding the appropriateness of the potential exemption.
b) Number of new engine exemptions should be based on a total number of engines and
time period for delivery of these engines, which would be agreed at the
time the application is approved and based on the considerations explained in point (c)
of paragraph 2.1 above. The number of engines exempted should not exceed 75 per
engine type-certificate, and the end date of continued production of the affected engines
should not exceed 31.12.2016. The number of exemptions is related to individual non-
compliant engines covered under the same type-certificate.
Exemptions for new engines should be processed and approved by the DGCA, for both
the manufacture of the exempted engines and the initial operator of the aircraft to which
they are to be fitted. Given the international nature of aviation , the DGCA should
attempt to collaborate and consult on the details of exemptions. In the case where engine
type certification is done through a reciprocity agreement between the Third Countries,
the DGCA should coordinate on the processing of exemptions and concur before
approval is granted.
c) Other engines
Unlimited exemptions may be granted for continued production of spare engines having
emissions equivalent to or lower than the engines they are replacing.
Engines for use on aircraft excluded from the scope of the Basic Regulation (e.g.
military, customs, police, search and rescue, fire fighting, coastguard or similar
activities or services) - are excluded from civil aircraft NOx production cut-off
requirements.
2.3 Rejection of request
If the DGCA rejects the request for exemption, the response should include a detailed
justification.
AMC 21.130(c)Validation of the Statement of Conformity
It is the responsibility of the applicant to ensure that each and every product, part and
appliance is airworthy before issuing and signing the relevant Statement of Conformity.
During manufacture, the applicant is expected to use such facilities

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systems, processes and procedures as are described in the manual and have been
previously agreed with DGCA.
DGCA must then make such inspection and investigation of records and product, part
or appliance as are necessary to determine that the agreed facilities, systems, processes
and procedures have been used, and that the Statement of Conformity may be regarded
as a valid document.
To enable timely inspection and investigation by DGCA, the Statement of Conformity

must be prepared, validated and submitted to DGCA immediately upon satisfactory
completion of final production inspection and test.
AMC 21.130(c)(1)Initial transfer of ownership
Upon transfer of ownership:
a) For a complete aircraft, whether or not an application for a Certificate of

Airworthiness is to be made, Form CA-52 must be completed and submitted to DGCA
after validation by DGCA-approved authorized signatory.
b) For anything other than a complete aircraft, Form CA-52 is inappropriate, and
Form CA-1must be completed and submitted to DGCA after validation by DGCA-
approved authorized signatory.
NOTE: If there is any significant delay between the last production task and submission
of Form CA-52 or Form CA-1 to DGCA, then additional evidence relating to the
storage, preservation and maintenance of the item since its production must be
presented to DGCA.

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Subpart G – Production organisation approval for
products, parts and appliances
GM 21.131 Scope – Applicable design data
Applicable design data is defined as all necessary drawings, specifications and other
technical information provided by the holder of a design organisation approval, TC,
STC, approval of repair or minor change design, or ITSO authorisation (or equivalent
when CAR 21, Subpart G is used for production of products, parts or appliances, the
design of which has been approved other than according to CAR 21) and released in a
controlled manner to a production organisation approval holder. This should be
sufficient for the development of production data to enable repeatable manufacture to
take place in conformity with the design data.
Prior to issue of the TC, STC, approval of repair or minor change design or ITSO
authorisation, or equivalent, design data is defined as ‘not approved’ but parts and
appliances may be released with a Form CA-1 as a certificate of conformity.
After issue of the TC, STC, approval of repair or minor change or ITSO authorisation,
or equivalent, this design data is defined as ‘approved’ and items manufactured in
conformity are eligible for release on a Form CA-1 for airworthiness purposes.
For the purpose of Subpart G of CAR 21 the term ‘applicable design data ’includes, in
case of engines and when applicable, the information related to the applicable emissions
production cut-off requirement
GM 21.133(a)Eligibility – Approval appropriate for showing conformity
‘Appropriate’ should be understood as follows:
• The applicant produces or intends to produce aeronautical products, parts,

appliances and/or materials intended for airborne use as part of a type-certificated
product (this excludes simulators, ground equipment and tools).
• The applicant will be required to show a need for an approval, normally based on
one or more of the following criteria:
1. Production of aircraft, engines or propellers (except if DGCA considers a POA

inappropriate)
2. Production of ITSO articles and parts marked IPA
3. Direct delivery to users such as owners or operators maintenance organisations
with the need for exercising the privileges of issuing Authorized Release
Certificates – Form CA-1
4. Participation in an international co-operation program where working under an
approval is considered necessary by DGCA

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5. Criticality and technology involved in the part, appliance, or material being
manufactured. Approval in this case may be found by DGCA as the best tool to
exercise its duty in relation to airworthiness control
6. Where an approval is otherwise determined by DGCA as being required to
satisfy the essential requirements of this regulation.
• It is not the intent of DGCA to issue approvals to manufacturing firms that perform
only sub-contract work for main manufacturers of products and are consequently
placed under their direct surveillance.
• Where standard parts, materials, processes or services are included in the applicable
design data (see guidance on applicable design data in GM 21.131) their standards
should be controlled by the POA holder in a manner which is satisfactory for the
final use of the item on the product, part or appliance. Accordingly, the
manufacturer or provider of the following will not at present be considered for
production organisation approval:
• Consumable materials
• raw materials
• Standard parts
• Parts identified in the product support documentation as ‘industry supply’ or ‘no

hazard’
• Non-destructive testing or inspection
• Processes (heat treatment, surface finishing, shot peening, etc.
organizations
An arrangement is considered appropriate if it is documented and satisfies DGCA that

co-ordination is satisfactory.
To achieve satisfactory coordination the documented arrangements must at least define

the following aspects irrespective of whether the two organisations are separate legal
entities or not:
• The responsibilities of a design organisation which assure correct and timely

transfer of upto-date airworthiness data (e.g., drawings, material specifications,
dimensional data, processes, surface treatments, shipping conditions, quality
requirements, etc.);
• The responsibilities and procedures of a POA holder/applicant for developing,

where
applicable, its own manufacturing data in compliance with the airworthiness data
package;

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• The responsibilities of a POA holder/applicant to assist the design organisation in
dealing with continuing airworthiness matters and for required actions (e.g.,
traceability of parts in case of direct delivery to users, retrofitting of modifications,
traceability of processes’ outputs and approved deviations for individual parts as
applicable, technical information and assistance, etc.);
• The scope of the arrangements must cover CAR 21 Subpart G requirements and
associated AMC and GM, in particular: 21.145(b), 21.165(c), (f) and (g);
• The responsibilities of a POA holder/applicant, in case of products prior to type

certification to assist a design organisation in showing compliance with CS/FAR
(access and suitability of production and test facilities for manufacturing and testing
of prototype models and test specimen);
• The procedures to deal adequately with production deviations and non conforming
parts;
• The procedures and associated responsibilities to achieve adequate configuration

control of manufactured parts, to enable the production organisation to make the
final determination and identification for conformity or airworthiness release and
eligibility status;
• The identification of the responsible persons/offices who control the above;
• The acknowledgment by the holder of the TC/STC/repair or change approval/ITSO

authorisation that the approved design data provided, controlled and modified in
accordance with the arrangement are recognised as approved.
In many cases the production organisation may receive the approved design data
through an intermediate production organisation. This is acceptable provided an
effective link between the design approval holder and the production organisation can
be maintained to satisfy the intent of 21.133.
When the design and production organisations are two separate legal entities a Direct
Delivery Authorisation must be available for direct delivery to end users in order to
guarantee continued airworthiness control of the released parts and appliances.
Where there is no general agreement for Direct Delivery Authorisation, specific

permissions may be granted (refer to AMC 21.4).
AMC No. 2 to 21.133(b) and (c) Eligibility – Link between design and production
organisations
In accordance with AMC No.1 to 21.133(b) and (c), the POA holder must demonstrate
to DGCA that it has entered into an arrangement with the design organisation. The
arrangement must be documented irrespective of whether the two organisations are
separate legal entities or not.

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The documented arrangement must facilitate the POA holder to demonstrate
compliance with the requirement of 21.133(b) and (c) by means of written documents
agreed.
In the case where the design organisation and POA holder are part of the same legal
entity, these interfaces may be demonstrated by company procedures accepted by
DGCA.
In all other cases to define such a design/production interface the following sample
format is offered:
Arrangement Sample Form
ARRANGEMENT
In accordance with 21.133(b) and (c)
The undersigned agree on the following commitments: relevant
interface
procedures
The design organisation [NAME] takes responsibility to
 assure correct and timely transfer of up-to-date applicable

design data (e.g., drawings, material specifications,
dimensional data, processes, surface treatments, shipping
conditions, quality requirements, etc.) to the production
organisation approval holder [NAME]
 provide visible statement(s) of approved design data
The production organisation approval holder [NAME] takes

responsibility to
 assist the design organisation [Name] in dealing with

continuing airworthiness matter and for required actions
 develop, where applicable, its own manufacturing data in

compliance with the airworthiness data package
The design organisation [Name] and the POA holder [Name] take
joint responsibility to
 deal adequately with production deviations and non

conforming parts in accordance with the applicable
procedures of the design organisation and the production
organisation approval holder

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 achieve adequate configuration control of manufactured
parts, to enable the POA holder to make the final
determination and identification for conformity.
The scope of production covered by this arrangement is detailed in [DOCUMENT

REFERENCE/ ATTACHED LIST]
[When the design organisation is not the same legal entity as the production
organisation approval holder ]
Transfer of approved design data

The TC/STC/ITSO holder [NAME] acknowledges that the approved design data
provided, controlled and modified in accordance with the arrangement are recognised
as approved by the DGCA and therefore the parts and appliances manufactured in
accordance with these data and found in a condition for safe operation may be
released certifying that the item was manufactured in conformity to approved design
data and is in a condition for safe operation.
[When the design organisation is not the same legal entity as the production
organisation approval holder]
Direct Delivery Authorisation
This acknowledgment includes also [OR does not include] the general agreement for
direct delivery to end users in order to guarantee continued airworthiness control of
the released parts and appliances.
for the [NAME of the design for the [NAME of the POA holder]
organisation/DOA holder]
date signature date signature

xx.xx.xxxx xx.xx.xxxx
([NAME in block letters]) ([NAME in block letters])
Instructions for completion:
Title: The title of the relevant document must clearly indicate that it serves the purpose
of a design/production interface arrangement in accordance with 21.133(b) and (c).
Commitment: The document must include the basic commitments between the design
organization and the POA holder as addressed in AMC 21.4 and AMC No. 1 to
21.133(b) and (c).
Relevant Procedures: Identify an entry point into the documentary system of the
organisations with respect to the implementation of the arrangement (for example a
contract, quality plan, handbooks, common applicable procedures, working plans etc.).

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Scope of arrangement: The scope of arrangement must state by means of a list or
reference to relevant documents those products, parts or appliances that are covered by
the arrangement.
Transfer of applicable design data: Identify the relevant procedures for the transfer
of the applicable design data required by 21.131 and GM 21.131from the design
organisation to the POA holder. The means by which the design organisation advises
the POA holder whether such data is approved or not approved must also be identified
(ref. 21.4/AMC 21.4).
Direct Delivery Authorisation: Where the design organisation and the POA holder are
separate legal entities, the arrangement must clearly identify whether authorisation for
direct delivery to end users is permitted or not.
Where any intermediate production/design organisations are involved in the chain

between the original design organisation and the POA holder, evidence must be
available that this intermediate organisation has received authority from the design
organisation to grant Direct Delivery Authorisation.
Signature: AMC No. 1 to 21.133(b) and (c) requests the identification of the
responsible persons/offices who control the commitments laid down in the
arrangement. Therefore the basic document must be signed mutually by the authorised
representatives of the design organisation and the POA holder in this regard.
GM 21.133 (d) Eligibility

Intent of clause 21.133(d) is to facilitate aircraft manufacturer’s not having valid licence
agreement with the current Type Certificate holders but having design data obtained
through a licence agreement in the past, to manufacture the aircraft and its components.
AMC 21.133 (d) Eligibility

Manufacturers of replacement parts may establish that they have required design data
and are being managed by appropriately approved design organization. Further,
establish that the design data was obtained through proper licence agreement with the
principle Type Certificate holder and are in a position to assure continued airworthiness
of the aircraft and parts manufactured by them.
The prospective aircraft and parts manufacturer may provide a copy of the licence
agreement as evidence to the DGCA.

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GM 21.134Application – Application form and manner
Form CA-50 should be obtained from DGCA, and completed by the accountable
manager of the organisation.
The completed form, an outline of the production organisation exposition, and details
of the proposed terms of approval are to be forwarded to DGCA.
GM No. 1 to 21.139(a)Quality System
The quality system is an organisational structure with responsibilities, procedures,

processes, and resources which implement a management function to determine and
enforce quality principles.
The quality system should be documented in such a way that the documentation can be
made easily available to personnel who need to use the material for performing their
normal duties, in particular:
• procedures, instructions, data to cover the issues of 21.139(b)(1) are available in a

written form,
• distribution of relevant procedures to offices/persons is made in a controlled

manner,
• procedures which identify persons responsible for the prescribed actions are
established,
• the updating process is clearly described.
The manager responsible for ensuring that the quality system is implemented and
maintained, should be identified.
DGCA will verify on the basis of the exposition and by appropriate investigations that
the production organisation has established and can maintain their documented quality
system.
GM No. 2 to 21.139(a)Quality System – Conformity of supplied parts or appliances
The POA holder is responsible for determining and applying acceptance standards for
physical condition, configuration status and conformity of supplied products, parts or
appliances, whether to be used in production or delivered to customers as spare parts.
This responsibility also includes BFE (Buyer Furnished Equipment) item.
To discharge this responsibility the quality system needs an organisational structure and
procedures to adequately control external suppliers. Elements of the quality system for
the control of suppliers may be performed by other parties provided that the conditions
of AMC No. 1 or No. 2 to 21.139(b)(1)(ii) are met.

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Control can be based upon use of the following techniques (as appropriate to the system
or product orientation necessary to ensure conformity):
• Qualification and auditing of supplier’s quality system
• Evaluation of supplier capability in performing all manufacturing activities,

inspections and tests necessary to establish conformity of parts or appliances to type
design
• First article inspection, including destruction if necessary, to verify that the article
conforms to the applicable data for new production line or new supplier
• Incoming inspections and tests of supplied parts or appliances that can be satisfactorily
inspected on receipt
• Identification of incoming documentation and data relevant to the showing of

conformity to be included in the certification documents
• A vendor rating system which gives confidence in the performance and reliability of
this supplier
• Any additional work, tests or inspection which may be needed for parts or appliances
which are to be delivered as spare parts and which are not subjected to the checks
normally provided by subsequent production or inspection stages.
The POA holder may rely on inspection/tests performed by supplier if it can establish
that:
• Personnel responsible in charge of these tasks satisfy the competency standards of the
POA quality system
• Quality measurements are clearly identified
• the records or reports showing evidence of conformity are available for review and
audit.
The control of suppliers holding a POA for the parts or appliances to be supplied can
be reduced, to a level at which a satisfactory interface between the two quality systems
can be demonstrated. Thus, for the purpose of showing conformity, a POA holder can
rely upon documentation for parts or appliances released under a suppliers 21.163
privileges.
A supplier who does not hold a POA is considered as a sub-contractor under the direct
control of the POA quality system.
The POA holder retains direct responsibility for inspections/tests carried out either at
its own facilities or at supplier’s facilities.

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GM 21.139(b)(1)Quality System – Elements of the quality system
1. The control procedures covering the elements of 21.139(b)(1) should document the
standards to which the production organisation intends to work.
2. An organisation having a Quality system designed to meet a recognised Standard

such as ISO 9002 (relevant to the scope of approval being requested) should expand
it to include at least the following additional topics, as appropriate, in order to show
compliance with the requirements of CAR 21, Subpart G:
• Mandatory Occurrence Reporting and continued airworthiness as required by

21.165(e)
• Control of work occasionally performed (outside the POA facility by POA

personnel)
• Co-ordination with the holder of an approved design as required by 21.133(b)

and (c) and 21.165(g)
• Issue of certifications within the scope of approval for the privileges of 21.163
• Incorporation of airworthiness data in production and inspection data as

required in 21.133(b) and (c)and 21.145(b)
• When applicable, ground test and/or production flight test of products in

accordance with procedures defined by the holder of, the design approval
• Procedures for traceability including a definition of clear criteria of which items

need such traceability. Traceability is defined as a means of establishing the
origin of an article by reference to historical records for the purpose of providing
evidence of conformity
• Personnel training and qualification procedures especially for certifying staff as

required in 21.145(d).
3. An organization having a quality system designed to meet a recognized aerospace

quality standard will still need to ensure compliance with all the requirements of
Subpart G of CAR 21. In all cases, DGCA will still need to be satisfied that
compliance with CAR 21 Subpart G is established.
AMC No. 1 to 21.139(b)(1)(ii) Vendor and sub-contractor assessment, audit and

control – Production Organisation Approval (POA) holder using documented
arrangements with other parties for assessment and surveillance of a supplier.
1 General
Note

168
For the purpose of this AMC, vendors and sub-contractors are hereafter referred to as
"suppliers", regardless of whether or not they hold a POA and audit and control is
hereafter referred to as "surveillance".
The production organisation is required by CAR-21 to demonstrate that it has

established and maintains a quality system that enables the organisation to ensure that
each item produced conforms to the applicable design data and is in a condition for safe
operation. To discharge this responsibility, the quality system should have, among other
requirements, procedures to adequately carry out the assessment and surveillance of
suppliers.
The use of Other Parties (OP), such as a consulting firm or quality assurance company,
for supplier assessment and surveillance does not exempt the POA holder from its
obligations under 21.165. The supplier assessment and surveillance, corrective action
and follow-up activity conducted at any of its supplier’s facilities may be performed by
OP.
The purpose of using an OP cannot be to replace the assessment, audit and control of
the POA Holder. It is to allow an element (i.e. the assessment of the quality system) to
be delegated to another organisation under controlled conditions.
The use of OP to perform supplier assessments and surveillance should be part of the
production organisation quality system and fulfil the conditions of this AMC.
This AMC is applicable to a method whereby a POA holder has a documented

arrangement with OP for the purpose of assessing and/or surveying a POA's supplier.
2 Approval by the DGCA
Implementing or changing procedures for using OP for supplier assessment and

surveillance is a significant change to the quality system and requires approval in
accordance with 21.147.
3 Conditions and criteria for the use of OP to perform supplier assessment and
surveillance.
(a) The POA holder should include the use of OP for supplier assessment and
surveillance in the POA holders’ quality system to demonstrate compliance with the
applicable requirements of CAR-21.
(b) Procedures required for using OP for supplier assessment and surveillance should
be consistent with other procedures of the POA holders’ quality system.
(c) Procedures of the POA holder that uses OP to perform supplier assessment and
surveillance should include the following:
(1) Identification of the OP that will conduct supplier assessment and surveillance
(2) A listing of suppliers under surveillance by the OP. This listing should be
maintained by the POA holder and made available to the DGCA upon request.

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(3) The method used by the POA holder to evaluate and monitor the OP. The method
should include the following as a minimum:
(i) Verification that standards and checklists used by the OP are acceptable for the
applicable scope.
(ii) Verification that the OP is appropriately qualified and have sufficient knowledge,
experience and training to perform their allocated tasks.
(iii) Verification that the OP surveillance frequency of the suppliers is commensurate

with the complexity of the product and with the surveillance frequency established by
the POA holder’s suppliers control programme.
(iv) Verification that the suppliers’ assessment and surveillance is conducted on-site by
the OP.
(v) Verification that the OP has access to applicable proprietary data to the level of
detail necessary to survey suppliers functions.
(4) A definition to what scope the OP will conduct suppliers surveillance on behalf of
the POA holder. If the OP replaces surveillance in part, the POA holder should identify
the functions that will continue to be surveyed by the POA holder.
(5) The procedures used by the OP to notify the POA holder of non conformities
discovered at the suppliers facility, corrective action and follow-up.
(d) The POA should make arrangements that allow the DGCA to make investigation in
accordance with 21.157 to include OP activities.
AMC No. 2 to 21.139(b)(1)(ii) Vendor and sub-contractor assessment, audit and

control - Production Organisation Approval (POA) holder using other party
supplier certification
1 General
Note
For the purpose of this AMC, vendors and sub-contractors are here after referred to as
"suppliers", regardless of whether or not they hold a POA and audit and control is
hereafter referred to as "surveillance".
Other party supplier certification is a method whereby a supplier contracts with an

appropriately recognised or accredited Other Party (OP) for the purpose of obtaining a
certification from that OP. Certification indicates that the supplier has satisfactorily
demonstrated to meet the applicable standard on a continuing basis. OP certification
results in placing the supplier on the OP list of certified organisations, or in the supplier
receiving a certificate identifying the requirements that have been met. Periodic follow-

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up evaluations are conducted by the OP to verify continued compliance with the
requirements of the applicable standard.
The production organisation is required by CAR -21 to demonstrate that it has

established and maintains a quality system that enables the organisation to ensure that
each item produced conforms to the applicable design data and is in a condition for safe
operation. To discharge this responsibility, the quality system should have, among other
requirements, procedures to adequately carry out the assessment and surveillance of
suppliers.
The assessment and surveillance of suppliers by an OP should be deemed to satisfy the

requirements of 21.139(b)(1)(ii) when the conditions of this AMC are satisfied. The
assessment and surveillance of suppliers by OP as part of supplier certification does not
exempt the POA holder from its obligations under 21.165. The supplier assessment and
surveillance, corrective action and follow-up activity conducted at any of its supplier’s
facilities may be performed by OP.
The purpose of using an OP cannot be to replace the assessment, audit and control of
the POA Holder. It is to allow an element (i.e. the assessment of the quality system) to
be delegated to another organisation under controlled conditions.
The use of suppliers that are certified by OP in accordance with this AMC should be
part of a production organisation quality system.
2 Approval by the DGCA
Implementing or changing procedures for using suppliers that are certified by an OP is

a significant change to the quality system and requires approval in accordance with
21A.147.
3 Conditions and criteria for using supplier certification for the supplier assessment
and surveillance.
(a) The POA holder should include the use of supplier certification for the supplier
assessment and surveillance in the POA holder’s quality system to demonstrate
compliance with the applicable requirements of CAR-21.
(b) Procedures required for use of supplier certification for the supplier assessment and
surveillance should be consistent with other procedures of the POA holders’ quality
system.
(c) Procedures of the POA holder that uses supplier certification for the supplier
assessment and surveillance should include the following:
(1) Listing of the OP that has certified or will certify suppliers and will conduct supplier
assessment and surveillance or the scheme under which the accreditation of the OP is
controlled. This listing should be maintained by the POA holder and made available to
the DGCA upon request.

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(2) A listing of the certified suppliers under surveillance by the OP and used by the
POA holder. This listing should be maintained by the POA holder and made available
to the DGCA upon request.
(3) The method used by the POA holder to evaluate and monitor the certification
process of any OP certification body or OP certification scheme used. This applies not
only to new suppliers, but also to any decision by the POA holder to rely on OP
certification of current suppliers. The method should include the following as a
minimum:
(i) Verification that certification standards and checklists are acceptable and applied to
the applicable scope.
(ii) Verification that the OP is appropriately qualified and has sufficient knowledge,
experience and training to perform its allocated tasks.
(iii) Verification that the OP surveillance frequency of the suppliers is commensurate

with the complexity of the product and with the surveillance frequency established by
the POA holder’s suppliers control programme.
(iv) Verification that the suppliers’ surveillance is conducted on-site by the OP.
(v) Verification that the surveillance report will be made available to the DGCA upon
request.
(vi) Verification that the OP continues to be recognised or accredited.
(vii) Verification that the OP has access to applicable proprietary data to the level of
detail necessary to survey suppliers functions.
Where the POA holder uses an OP accredited by DGCA and working in accordance
with an aviation standard that describes requirements for the OP certification, the items
(ii), (iv) and (v) shall be deemed to be complied with.
(4) A definition to what scope the OP will conduct suppliers surveillance on behalf of
the POA holder. If the OP replaces surveillance in part, the POA holder should identify
the functions that will continue to be surveyed by the POA holder.
(5) Procedures that ensure that the POA is aware of the loss of an existing certification.
(6) Procedures that ensure that the POA holder is aware of nonconformities and has
access to detailed information of these non conformities.
(7) Procedures to evaluate the consequences of nonconformities and take appropriate

actions.
(d) The POA should make arrangements that allow the DGCA to make investigation in
accordance with 21.157 to include OP activities

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GM No. 1 to 21.139(b)(2)Quality System – Independent quality assurance function
The quality assurance function which is part of the organisation is required to be

independent from the functions being monitored. This required independence relates to
the lines of reporting, authority and access within the organisation and assumes an
ability to work without technical reliance on the monitored functions.
GM No. 2 to 21.139(b)(2)Quality System – Adequacy of procedures and

monitoring function
Adequacy of procedures means that the quality system, through the use of the
procedures as set forth, is capable of meeting the conformity objectives identified in
21.139(a).
The quality assurance function to ensure the above should perform planned continuing
and systematic evaluations or audits of factors that affect the conformity (and, where
required, safe operation) of the products, parts, and/or appliances to the applicable
design. This evaluation should include all elements of the quality system in order to
show compliance with CAR 21 Subpart G.
GM 21.143Exposition – Production organisation exposition
The purpose of the POE is to set forth in a concise document format the organizational
relationships, responsibilities, terms of reference, and associated authority, procedures,
means and methods of the organisation.
The information to be provided is specified in 21.143(a). Where this information is

documented and integrated in manuals, procedures and instruction, the POE should
provide a summary of the information and an appropriate cross reference.
DGCA requires the POE to be an accurate definition and description of the production
organisation. The document does not require approval in itself, but it will be considered
as such by virtue of the approval of the organisation.
When changes to the organisation occur, the POE is required to be kept up to date per
a procedure, laid down in the POE. Significant changes to the organisation (as defined
in GM 21.147(a)) should be approved by DGCA prior to update of the POE.
When an organisation is approved against any other implementing rule containing a

requirement for an exposition, a supplement covering the differences may suffice to
meet the requirements of CAR 21 Subpart G except that the supplement should have
an index identifying where those parts missing from the supplement are covered. Those
items then formally become part of the POE. In any combined documents the POE
should be easily identifiable.

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GM 21.145(a)Approval Requirements
A facility is a working area where the working conditions and the environment are
controlled as appropriate in respect of: cleanliness, temperature, humidity, ventilation,
lighting, space/access, noise, air pollution.
Equipment and tools should be such as to enable all specified tasks to be accomplished
in a repeatable manner without detrimental effect. Calibration control of equipment and
tools which affect critical dimensions and values should show compliance with, and be
traceable to, national or international standards.
Sufficient personnel means that the organisation has for each function according to the
nature of the work and the production rate, a sufficient quantity of qualified personnel
to accomplish all specified manufacturing tasks and to attest the conformity. Their
number should be such that airworthiness consideration may be applied in all areas
without undue pressure.
An evaluation of the competence of personnel is performed as part of the quality
system. This should include, where appropriate, verification that specific qualification
standards have been implemented, for example NDT, welding, etc. Training should be
organised to establish and maintain the personal competence levels determined by the
organisation to be necessary
GM 21.145(b)(2)Approval Requirements – Airworthiness, noise, fuel venting and

exhaust emissions /production data procedures
1 When a POA holder/applicant is developing its own manufacturing data, such as

computer based data, from the design data package delivered by a design
organisation, procedures are required to demonstrate the right transcription of the
original design data.
2 Procedures are required to define the manner in which airworthiness, noise, fuel
venting and exhaust emissions data is used to issue and update the
production/quality data, which determines the conformity of products, parts and
appliances. The procedure must also define the traceability of such data to each
individual product, part or appliance for the purpose of certifying condition for safe
operation and issuing a Statement of Conformity or Form CA-1.
GM 21.145(c)(1)Approval Requirements – Accountable manager
Accountable manager means the manager who is responsible, and has corporate
authority for ensuring that all production work is carried out to the required standard.
This function may be carried out by the Chief Executive or by another person in the
organisation, nominated by him or her to fulfil the function provided his or her position
and authority in the organisation permits to discharge the attached responsibilities.
The manager is responsible for ensuring that all necessary resources are available and
properly used in order to produce under the production approval in accordance with
CAR 21, Subpart G.

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The manager needs to have sufficient knowledge and authority to enable him or her to
respond to DGCA regarding major issues of the production approval and implement
necessary improvements.
The manager needs to be able to demonstrate that he or she is fully aware of and
supports the quality policy and maintains adequate links with the quality manager.
GM 21.145(c)(2)Approval Requirements – Responsible managers
The person or persons nominated should represent the management structure of the
organisation and be responsible for all functions as specified in CAR 21, Subpart G. It
therefore follows that, depending on the size of the CAR 21, Subpart G organisation,
the functions may be subdivided under individual managers (and in fact may be further
subdivided) or combined in a variety of ways.
DGCA requires the nominated managers to be identified and their credentials submitted
to DGCA in order that they may be seen to be appropriate in terms of relevant
knowledge and satisfactory experience related to the nature of the production activities
as performed by the CAR 21, Subpart G organisation.
The responsibilities and the tasks of each individual manager are required to be clearly
defined, in order to prevent uncertainties about the relations, within the organisation. In
the case of organisation structures where staff-members are responsible to more than
one person, as for instance in matrix and project organisations, responsibilities of the
managers should be defined in such a way that all responsibilities are covered.
Where a CAR 21, Subpart G organisation chooses to appoint managers for all or any
combination of the identified CAR 21 functions because of the size of the undertaking,
it is necessary that these managers report ultimately to the accountable manager. In
cases where a manager does not directly report to the accountable manager, he or she
should have a formally established direct access to the accountable manager.
One such manager, normally known as the quality manager, is responsible for
monitoring the organisation’s compliance with CAR 21, Subpart G and requesting
remedial action as necessary by the other managers or the accountable manager as
appropriate. He or she should have a direct access to the accountable manager.
AMC 21.145(d)(1)Approval Requirements – Certifying staff
1. Certifying Staff are nominated by the production organisation to ensure that

products, parts, and/or appliances qualify for Statements of Conformity or Release
Certificates. Certifying Staff positions and numbers are to be appropriate to the
complexity of the product and the production rate.
2. The qualification of certifying staff is based on their knowledge, background and
experience and a specific training (or testing) established by the organisation to
ensure that it is appropriate to the product, part, or appliance to be released.

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3. Training must be given to develop a satisfactory level of knowledge of organization
procedures, aviation legislation, and associated rules, CS/FAR and GM/AC,
relevant to the particular role.
4. For that purpose, in addition to general training policy, the organisation must define
its own standards for training, including pre-qualification standards, for personnel
to be identified as certifying staff.
5. Training policy is part of the Quality System and its appropriateness forms part of
investigation by DGCA within the organisation approval process and subsequent
surveillance of persons proposed by managers.
6. The training must be updated in response to experience gained and changes in
technology.
7. A feedback system to ascertain that the required standards are being maintained must
be put in place to ensure the continuing compliance of personnel to authorisation
requirements.
8. For release of products, parts or appliances, the responsibilities to issue statements
of conformity/release certificates (Form CA-1) or carry out Special Flight Permit
operation including evaluation of flight conditions as per the procedures agreed by
DGCA are allocated to the certifying staff identified in 21.145 (d)(2).
9. DGCA holds the right to reject those personnel, appointed by the organisation, if
found to have inappropriate experience or not to otherwise comply with its
requirements.
AMC 21.145(d)(2)Approval Requirements – Record of certifying staff
1 The following is the minimum information to be recorded in respect of each certifying

person:
a Name
b Date of Birth
c Basic Training and standard attained
d Specific Training and standard attained
e If appropriate – Continuation Training
f Experience
g Scope of the authorisation
h Date of first issue of the authorisation
i If appropriate – expiry date of the authorization
j Identification Number of the authorisation
2 The record may be kept in any format and must be controlled by an internal procedure
of the organisation. This procedure forms part of the quality system.

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3 Persons authorised to access the system must be maintained at a minimum to ensure
that records cannot be altered in an unauthorised manner and that confidential records
cannot become accessible to unauthorised persons.
4 The certifying person must be given reasonable access on request to his or her own
records.
5 Under the provision of 21.157, DGCA has a right of access to the data held in such a
system.
6 The organisation must keep the record for at least two years after the certifying person
has ceased employment with the organisation or withdrawal of the authorisation,
whichever is the sooner.
AMC 21.145(d)(3)Approval requirements – Evidence of authorization
1 The authorisation document must be in a style that makes its scope clear to the
certifying staff and any authorised person who may require to examine the
authorisation. Where codes are used to define scope, an interpretation document
should be readily available.
2 Certifying staff are not required to carry the authorisation document at all times but
should be able to make it available within a reasonable time of a request from an
authorized person. Authorised persons include concerned DGCA officials.
GM 21.147(a)Changes to the approved production organisation – Significant

changes
1. Changes to be approved by DGCA include:
• Significant changes to production capacity or methods.
• Changes in the organisation structure especially those parts of the organisation

in charge of quality.
• A change of the accountable manager or of any other person nominated under

21.145 (c)(2).
• Changes in the production or quality systems that may have an important impact
on the conformity/airworthiness of each product, part or appliance.
• Changes in the placement or control of significant sub-contracted work or

supplied parts.
2. To ensure that changes do not result in non-compliance with CAR 21, Subpart G it
is in the interest of both DGCA and the approval holder to establish a relationship
and exchange information that will permit the necessary evaluation work to be
conducted before the implementation of a change. This relationship should also
permit agreement on the need for variation of the terms of approval (ref
21.143(a)(9)).

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3. Where a change of name or ownership results in the issue of a new approval, the
investigation will normally take account of DGCA’s knowledge and information
from the preceding approval.
4 Changes of location are addressed in 21.148 and changes of ownership in 21.149,

change of scope of approval in 21.153.
AMC 21.148Changes of location – Management during change of location
1. The relocation of any work, to an unapproved location, or a location with

inappropriate scope of approval, constitutes a change of significance to the
organisation and requires approval by DGCA as prescribed in 21.147. An
unapproved relocation will invalidate the production organisation approval, and
may necessitate re-application for any similar approval required at the new location.
However, suitable transitional arrangements may be agreed with DGCA, in advance
of the relocation, which can allow continuation of the approval.
2. When an organisation expands its facility to include a new production location or

moves parts of its production to a new location the production organisation approval
may continue in force, but the approval does not include the new location until
DGCA has indicated its satisfaction with the arrangements.
3. For a change in location, taking an extended period of time, suitable transitional

arrangements would require preparation of a co-ordination plan for the removal.
The plan must, at least, identify the following:
a. A clearly identified person, or group of persons, responsible for co-

ordinating the removal and acting as focal point for communication with all
parties, including DGCA.
b. The basis of the co-ordination plan, e.g., whether by product or area.
c. Planned timing of each phase of relocation.
d. Arrangements for maintaining the standards of the approval up to the point

where the production area is closed down.
e. Arrangements for verifying continued production quality upon resumption

of work at the new location.
f. Arrangements for check and/or re-calibration of inspection aids or

production tools and jigs before resuming production.
g. Procedures which ensure that goods are not released from the new location
until their associated production and quality systems have been verified.
h. Arrangements for keeping DGCA informed of progress with the relocation.
4. From the co-ordination plan, DGCA can determine the points at which it wishes to
conduct investigation.
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5. If an agreed co-ordination plan is in operation, DGCA will normally allow the
existing approval to remain in force and will, where appropriate, grant an additional
approval to cover the new address for the duration of the move.
GM 21.149Transferability
Transfer of approval would normally only be agreed in cases where the ownership
changes but the organisation itself remains effectively unchanged. For example:
An acceptable transfer situation could be a change of company name (supported by the

appropriate certificate from the Indian Companies Registration Office or equivalent)
but with no changes to site address, facilities, type of work, staff, accountable manager
or persons nominated under 21.145.
Alternatively, in the event of receivership (bankruptcy, insolvency or other equivalent

legal process) there may be good technical justification for continuation of the approval
provided that the company continues to function in a satisfactory manner in accordance
with their POE. It is likely that at a later stage the approval might be voluntarily
surrendered or the organization transferred to new owners in which case the former
paragraphs apply. If it does not continue to operate satisfactorily then DGCA could
suspend or revoke the approval.
In order for DGCA to agree to a transfer of approval, it will normally prescribe it as a

condition in accordance with 21.147(b) that the obligations and responsibilities of the
former organisation should be transferred to the new organisation, otherwise transfer is
not possible and application for a new approval will be required.
GM 21.151Terms of approval – Scope and categories
Terms of approval document(s) will be issued by DGCA under 21.135 to identify the
scope of work, the products, and/or categories for which the holder is entitled to
exercise the privileges defined in 21.163.
The codes shown against each scope of work item are intended for use by DGCA for
purposes such as managing, administering and filing details of approvals. It may also
assist in the production and publication of a list of approval holders.
The scope of work, the Products, Parts, or Appliances for which the POA holder is
entitled to exercise the privileges defined in 21.163will be described by DGCA as
follows:
FOR PRODUCTS:
1 General area, similar to the titles of the corresponding certification codes.
2 Type of Product, in accordance with the type-certificate.
FOR PARTS AND APPLIANCES:

1 General area, showing the expertise, e.g., mechanical, metallic structure.
2 Generic type, e.g., wing, landing gear, tires.

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SCOPE OF WORK PRODUCTS/CATEGORIES
A1 Large Aeroplanes State types
A2 Small Aeroplanes “
A3 Large Helicopters “
A4 Small Helicopters “
A6 Sailplanes “
A8 Manned Balloon “
A11 Very Light Aeroplanes “
A12 Other “
“
“
B1 Turbine Engines “
B2 Piston Engines “
B3 APU’s “
B4 Propellers “
C1 Appliances: State appliance generic types

(e.g., Tyres, Altimeter, etc.)
Examples include:
Avionic, Com/Nav/Pulse
Computer System,
Aircraft/Engine/Avionic
Instruments, Mechanical/Electrical/
Gyroscopic/Electronic
Mechanical/Hydraulic/Pneumatic
C2 Parts: State part generic types

(e.g., Wing, Landing Gear, etc.)
Examples include:
Structural, Metallic/non-metallic
Mechanical/Hydraulic/Pneumatic
Electrical Electronic
D1 Maintenance State aircraft types

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AMC 21.153Changes to the terms of approval – Application for a change to the
terms of approval
Form CA-51 must be obtained from DGCA/ DGCA website and completed in
accordance with the procedures of the POE.
The information entered on the form is the minimum required by DGCA to assess the
need for change of the production organization approval.
The completed form and an outline of the changed production organization exposition,
and details of the proposed change to POA terms of approval must be forwarded to
DGCA.
GM 21.157Investigations – Arrangements
The arrangements made by the applicant for, or holder of an approval under CAR 21
Subpart G should allow DGCA to make investigations that include the complete
production organisation including partners, sub-contractors and suppliers, whether they
are in the India or not.
The investigation may include; audits, enquiries, questions, discussions and

explanations, monitoring, witnessing, inspections, checks, flight and ground tests and
inspection of completed products, parts or appliances produced under the POA.
In order to maintain its confidence in the standards achieved by a POA holder or

applicant, DGCA may make an investigation of a sample product, part or appliance and
its associated records, reports and certifications.
The arrangements should enable the organisation to give positive assistance to DGCA
and co-operate in performing the investigation during both initial assessment and for
the subsequent surveillance to maintain the POA.
Co-operation in performing investigation means that DGCA has been given full and
free access to the facilities and to any information relevant to show compliance to CAR
21 Subpart G requirements, and assistance (personnel support, records, reports,
computer data, etc, as necessary).
Assistance to DGCA includes all appropriate means associated with the facilities of the
production organisation to allow DGCA to perform these investigations, such as the
availability of a meeting room, office and personnel support, documentation and data,
and communication facilities, all properly and promptly available as necessary.
DGCA seeks to have an open relationship with the organisation and suitable liaison
personnel should be nominated to facilitate this, including suitable representative(s) to
accompany DGCA officials during visits not only at the organisations own facilities
but also at sub-contractors, partners or suppliers.

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GM No. 1 to 21.158(a) Uncontrolled non-compliance with applicable design data
An uncontrolled non-compliance with applicable design data is a non-compliance:
 that can not be discovered through systematic analysis; or

 that prevents identification of affected products, parts, appliances, or materials.
GM No. 2 to 21.158(a) Examples of level one findings
Examples of level one findings are non-compliances with any of the following
paragraphs, that could affect the safety of the aircraft:
21.139, 21.145, 21.147, 21.148, 21.151, 21.163, 21.165(b), (c), (d), (e), (f) and (g).

a level one finding when objective evidence has been found that this finding is an
uncontrolled non-compliance that could affect the safety of the aircraft.
In addition, the failure to arrange for investigations under 21.157, in particular to obtain
access to facilities, after denial of one written request should be classified as a level one
finding.
GM 21.159(a)(3)Evidence of a lack of satisfactory control
A positive finding by DGCA of:
1 an uncontrolled non-compliance with type design data affecting the airworthiness

of product, part or appliance
2 an incident/accident identified as caused by POA holder
3 non-compliance with the POE and its associated procedures which could affect
conformity of manufactured items to design data
4 insufficient competence of certifying staff
5 insufficient resources in respect of facilities, tools and equipment
6 insufficient means to ensure good production work standards
7 a lack of effective and timely response to prevent a recurrence of any of paragraph
1 to 6.
AMC No. 1 to 21.163(c)Computer generated signature and electronic exchange of

the Form CA 1
1. Submission to DGCA
Any POA holder/applicant intending to implement electronic signature procedure to

issue Form CA-1and/or to exchange electronically such data contained on the Form
CA-1, should document it and submit it to DGCA as part of the documents attached
with its exposition
2. Characteristics of the electronic system generating the Form CA 1
The electronic system Should

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- guarantee secure access for each certifying staff;
- provide for a "personal" signature;
- ensure integrity and accuracy of the data certified by the signature of the Form
and be able to show evidence of the authenticity of the CAR Form CA-1
(recording and record keeping) with suitable security, safeguards and backups;
- be active only at the location where the part is being released with a Form
CA-1;
- not permit to sign a blank form;
- provide a high degree of assurance that the data has not been Modified after
signature (if modification is necessary after issuance, i.e., re-certification of a part a
new form with a new number and reference to the initial issuance should be made) ;
- provide for a ‘personal’ electronic signature, identifying the signatory. The

signature should be generated only in the presence of the signatory
An electronic signature means data in electronic form which are attached to or logically
associated with other electronic data and which serve as a method of authentication and
should meet the following criteria:
it is uniquely linked to the signatory;

it is capable of identifying the signatory;
it is created using means that the signatory can maintain under their sole control.
The electronic signature is defined as an electronically generated value based on a

cryptographic algorithm and appended to data in a way to enable the verification of the
data’s source and integrity
POA holders/applicants are reminded that additional requirements may need to be

satisfied when operating electronic systems.
The electronic system should be based on a policy and management structure
(confidentiality, integrity and availability), such as:
administrators, signatories;
scope of authorisation, rights;
password and secure access, authentication, protections, confidentiality;
track changes;
minimum blocks to be completed, completeness of information;
archives;
etc.
The electronic system generating the FORM CA 1 may contain additional data such as:
manufacturer code;
customer identification code;
workshop report;
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inspection results;
etc.
3. Characteristics of the Form CA 1 generated from the electronic system
To facilitate understanding and acceptance of the Form CA 1 released with an electronic

signature, the following statement should be in Block 13b: ‘Electronic Signature on
File’.
In addition to this statement, it is accepted to print or display a signature in any form

such as a representation of the hand-written signature of the person signing (i.e. scanned
signature) or their name.
When printing the electronic form, the Form CA 1 should meet the general format as
specified in this CAR -21. A watermark-type ‘PRINTED FROM ELECTRONIC
FILE’ should be printed on the document.
When the electronic file contains a hyperlink to data, required to determine the
airworthiness of the item(s), the data associated to the hyperlink, when printed, should
be in a legible format and be identified as a reference from the Form CA 1.
Additional information not required by the Form CA 1 completion instructions may be

added to the printed copies of Form CA 1 as long as the additional data do not prevent
a person from filling out, issuing, printing, or reading any portion of the Form CA
1.This additional data should be provided only in block 12 unless it is necessary to
include it in another block to clarify the content of that block.
4. Electronic exchange of the electronic Form CA 1
The electronic exchange of the electronic Form CA 1should be accomplished on a

voluntary basis. Both parties (issuer and receiver) should agree on electronic transfer
of the Form CA 1.
For that purpose, the exchange needs to include:

all data of the Form CA 1, including data referenced from the Form CA 1;
all data required for authentication of the Form CA 1.
In addition, the exchange may include:
data necessary for the electronic format;
additional data not required by the Form CA 1completion instructions, such as
manufacturer code, customer identification code.
The system used for the exchange of the electronic Form CA 1 should provide:
a high level of digital security; the data should be protected, unaltered or
uncorrupted;
traceability of data back to its source should be possible.
Trading partners wishing to exchange Form CA 1electronically should do so in

accordance with these means of compliance stated in this document. It is recommended
that they use an established, common, industry method such as Air Transport
Association (ATA) Spec 2000 Chapter 16.

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The applicant(s) is/are reminded that additional national and/or European requirements
may need to be satisfied when operating the electronic exchange of the electronic Form
CA 1.
The receiver should be capable of regenerating the Form CA 1from the received data
without alteration; if not the system should revert back to the paper system. When the
receiver needs to print the electronic form, refer to the subparagraph 3 above.
AMC No 2 to 21A.163(c) – Completion of the FORM CA I
FORM CA I Block 8 ‘Part Number’
The part number as it appears on the item, is usually defined in the design data; however
in the case of a kit of parts, media containing software or any other specific condition
of supply may be defined in production data developed from design data. Information
about the contents of the kit or media may be given in block 12 or in a separate
document cross-referenced from block 12.
FORM CA I Block 12 ‘Remarks’
Examples of conditions which would necessitate statements in block 12 are:

When the certificate is used for prototype purposes the following statement must be
entered at the beginning of block 12:
‘NOT ELIGIBLE FOR INSTALLATION ON IN-SERVICE TYPE-CERTIFICATED

AIRCRAFT’.
Re-certification of items from ‘prototype’ (conformity only to non-approved data) to
‘new’ (conformity to approved data and in a condition for safe operation) once the
applicable design data is approved.
The following statement must be entered in block 12:
RE-CERTIFICATION OF ITEMS FROM ‘PROTOTYPE’ TO ‘NEW’:
THIS DOCUMENT CERTIFIES THE APPROVAL OF THE DESIGN DATA

[INSERT TC/STC NUMBER, REVISION LEVEL], DATED [INSERT DATE IF
NECESSARY FOR IDENTIFICATION OF REVISION STATUS], TO WHICH THIS
ITEM (THESE ITEMS) WAS (WERE) MANUFACTURED.
When a new certificate is issued to correct error(s) the following statement must be
entered in block 12:
‘THIS CERTIFICATE CORRECTS THE ERROR(S) IN BLOCK(S) [ENTER

BLOCK(S) CORRECTED] OF THE CERTIFICATE [ENTER ORIGINAL
TRACKING NUMBER] DATED [ENTER ORIGINAL ISSUANCE DATE] AND
DOES NOT COVER CONFORMITY/CONDITION/RELEASE TO SERVICE’.
Examples of data to be entered in this block as appropriate:

For complete engines, a statement of compliance with the applicable emissions
requirements current on the date of manufacture of the engine.
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For ITSO articles, state the applicable ITSO number.
Modification standard.
Compliance or non-compliance with airworthiness directives or Service Bulletins.
Details of repair work carried out, or reference to a document where this is stated.
Shelf life data, manufacture date, cure date, etc.
Information needed to support shipment with shortages or re-assembly after
delivery.
References to aid traceability, such as batch numbers.
In case of an engine, if the Competent Authority has granted an emissions production
cut-off exemption the record: ‘[“NEW OR SPARE”] ENGINE EXEMPTED FROM
NOx EMISSIONS PRODUCTION CUT-OFF REQUIREMENT
AMC 21.163(d)Privileges – Maintenance
The applicant may apply for terms of approval, which cover maintenance of a new
aircraft that it has manufactured, as necessary to keep it in an airworthy condition, but
not beyond the point at which the applicable operational rules require maintenance to
be performed by an approved maintenance organisation. If the production organisation
intends to maintain the aircraft beyond that point, it would have to apply for and obtain
an appropriate maintenance approval.
When DGCA is satisfied that the procedures required by 21.139 are satisfactory to
control maintenance activities so as to ensure that the aircraft is airworthy, this
capability will be stated in the terms of approval.
MAINTENANCE OF AIRCRAFT
Examples of such maintenance activities are:
• Preservation, periodic inspection visits, etc.
• Embodiment of a Service Bulletin.
• Application of airworthiness directives.
• Repairs.
• Maintenance tasks resulting from special flights.
• Maintenance tasks to maintain airworthiness during flight training, demo flights

and other non-revenue flights

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Any maintenance activities must be recorded in the Aircraft Log Book. It must be
signed by certifying staff for attesting the conformity of the work to the applicable
airworthiness data.
In some cases the Aircraft Log Book is not available, or the production organisation
prefers to use a separate form (for instance for a large work package or for delivery of
the aircraft to the customer). In these cases, production organisations must use Form
CA-53 which must subsequently become part of the aircraft maintenance records.
Maintenance of components outside the POA capability
Such maintenance activity outside the capability of the Aircraft POA holder may still
be accomplished under the production approval of the original release organisation. In
such circumstances the engine(s), propeller(s), parts and appliances will require re-
release in accordance with GM 21.163(c) (Form CA-1).
Records relevant to continued airworthiness or retirement lives, such as engine runs,

flight hours, landings, etc., which affect part retirement of maintenance schedules must
be specified on any re-release.
As an alternative the engine, propeller, part or appliance may be maintained by the

holder of an approval in accordance with CAR 145, classified and released as ‘used’.
AMC 21.163(e) Procedure to carry out a Special Flight Permit including

evaluation of the flight conditions
1. INTENT
This acceptable means of compliance provides means to develop a procedure
for carrying out a Special Flight Permit operation including evaluation of the
flight conditions. Each POA applicant or holder must develop its own internal
procedure following this AMC, in order to obtain the privilege of 21.163(e) for
carrying out Special Flight Permit operation for an aircraft under procedures
agreed with DGCA for production, when the production organisation itself is
controlling under its POA the configuration of the aircraft and is attesting
conformity with the design conditions approved for the flight.
2. PROCEDURE TO CARRY OUT A SPECIAL FLIGHT PERMIT

OPERATION
2.1 Content

- as relevant, in accordance with 21.710(b), the evaluation of flight conditions;
- conformity with approved conditions;
- perform the Special Flight Permit operation under the POA privilege;
- interface with DGCA officials for the flight.

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2.2 Evaluation of the flight conditions (when relevant)
The procedure must include the process to establish and justify the flight
conditions, in accordance with 21.708 and how compliance with 21.710(b) is
established.
2.3 Conformity with approved conditions
The procedure must indicate how conformity with approved conditions is made,
documented and attested by an authorized person.
2.4 Interface with DGCA officials for the flight
The procedure must include provisions describing the communication and

liaison with DGCA officials for compliance with the requirements.
GM 21.165(a)Obligations of the holder – Basic working document
Compliance with the production organisation exposition (POE) is a prerequisite for

obtaining and retaining a production organisation approval.
The organisation should make the POE available to its personnel, where necessary, for
the performance of their duties. A distribution list should therefore be established.
Where the POE mainly refers to separate manuals or procedures, the distribution of the
POE could be limited.
The organisation should ensure that personnel have access to and are familiar with that
part of the content of the POE or the referenced documents, which covers their
activities.
Monitoring of compliance with the POE is normally the responsibility of the quality
assurance function.
GM No. 1 to 21.165(c)Obligations of the holder – Conformity of prototype models

and test specimens
21.33 requires determination of conformity of prototype models and test specimens to

the applicable design data. The Form CA 1may be used as a conformity certificate as
part of the assistance, a POA holder/applicant provides, to a design approval
holder/applicant.

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GM No. 2 to 21.165(c)Obligations of holder – Conformity with type design
Individual configurations are often based on the needs of the customer and
improvements or changes which may be introduced by the type-certificate holder.
There are also likely to be unintentional divergences (concessions or non-
conformances) during the manufacturing process. All these changes should have been
approved by the design approval holder, or when necessary by DGCA.
GM No. 3 to 21.165(c)Obligations of the holder – Condition for safe operation
Before issue of the Statement of Conformity to DGCA, the holder of a production

organisation approval should make an investigation so as to be satisfied in respect of
each of the items listed below. The documented results of this investigation should be
kept on file by the POA holder. Certain of these items may be required to be provided
(or made available) to the operator or owner of the aircraft (and in some cases to
DGCA):
1. Equipment or modifications which do not meet the requirements of the State of

manufacture but have been accepted by the authority of the importing country.
2. Identification of products, parts or appliances which:
a Are not new.

b Are furnished by the buyer or future operator (including those identified in
21.801 and 21.805).
3. Technical records which identify the location and serial numbers of components that
have special traceability requirements for continued airworthiness purposes including
those identified in 21.801 and 21.805.
4. Log book and a modification record book for the aircraft as required by DGCA.
5. Log books for products identified in 21.801 installed as part of the type design as
required by DGCA.
6. A weight and balance report for the completed aircraft.
7. A record of missing items or defects which do not affect airworthiness, for example
could be furnishing or BFE (Items may be recorded in a technical log or other
suitable arrangement such that the operator and DGCA are formally aware).
8. Product support information required by the rules and associated CS/FAR or

GM/AC, such as a Maintenance Manual, a Parts Catalogue, or MMEL all of which
are to reflect the actual build standard of the particular aircraft including an
Electrical load analysis and a wiring diagram.

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9. Records which demonstrate completion of maintenance tasks appropriate to the test
flight flying hours recorded by the aircraft. These records should show the
relationship of the maintenance status of the particular aircraft to the manufacturers
recommended maintenance task list and the MRB document/report.
10. Details of the serviceability state of the aircraft in respect of :
(a) the fuel and oil contents,

(b) provision of operationally required emergency equipment such as life rafts, etc.
11. Details of the approved interior configuration if different from that approved as part
of the type design.
12. An approved Flight Manual which conforms to the build standard and modification
state of the particular aircraft shall be available.
13. Show that inspections for foreign objects at all appropriate stages of manufacture
have been satisfactorily performed.
14. The registration has been marked on the exterior of the aircraft as required by
national legislation. Where required by national legislation fix a fireproof owners
nameplate.
15. Where applicable there should be a certificate for noise and for the aircraft radio
station.
16.The installed compass and or compass systems have been adjusted and compensated
and a deviation card displayed in the aircraft.
17. Software criticality list.
18. A record of rigging and control surface movement measurements.
19. Details of installations which will be removed before starting commercial air
transport operations (e.g., ferry kits for fuel, radio or navigation).
20. Where maintenance work has been performed under the privilege of 21.163(d) issue
a release to service that includes a statement that the aircraft is in a condition for
safe operation.
21. List of all applicable Service Bulletins and airworthiness directives that have been
implemented.
GM No. 4 to 21.165(c)Airworthiness Release or Conformity Certificate
The Form CA-1, when used as a release certificate as addressed in 21.165(c)(2) and (3),
may be issued in two ways:

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 As an airworthiness release, only when by virtue of the arrangement described
in 21.133(b) and (c), it can be determined that the part is airworthy.
 As a conformity Certificate, only when by virtue of the arrangement described
in 21.133(b) and (c), it can be determined that the part conforms to applicable
design data which is not (yet) approved, for a reason that is indicated in Block
12

 Parts released with a Form CA-1 as a conformity Certificate are not eligible for
installation in a type-certificated aircraft.
The Form CA-1 should only be used for Conformity release purposes when it is
possible to indicate the reason that prevents its issue as for airworthiness release
purposes.
AMC 21A.165(c)(3) Applicable emissions requirements
1. General
This determination is made according to the data provided by the engine type certificate
holder. This data should allow the determination of whether the engine complies with
the emissions production cut-off requirement of paragraph (d) of volume II, Part III,
Chapter 2, paragraph 2.3.2 of Annex 16 to the Chicago Convention. It should be noted
that in the case of engines for which the Competent Authority has granted an exemption
from these requirements, the emissions requirements applicable are the regulatory
levels defined in Volume II, Part III, Chapter 2, paragraph 2.3.2 c) of Annex 16 to the
Chicago Convention.
2. Process and criteria for applying for exemptions against a NOx emissions production
cut-of requirement.
2.1 Request
The organisation should submit a formal request to the DGCA signed by an appropriate
manager, and copied to all other relevant organisations involved. The letter should
include the following information for the Competent Authority to be in a position to
review the application:
a) Administration
 Name, address and contact details of the organisation.
b) Scope of the request
 Engine type (model designation, type-certificate (TC) number, TC date,

emission TC basis, ICAO Engine Emissions Databank Unique Identification
(UID) Number);
 Number of individual engine exemptions requested;

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 Duration (end date) of continued production of the affected engines.
 Designate whether the proposed exempted engines are ‘spares’ or ‘new’ and
whom the engines will be originally delivered to.
Note: In the case where the engines are ‘new’ (new engines installed on new aircraft),
and if this would result in a larger negative environmental impact as compared to
exemptions only for spare engines, more detailed justification could be required to
approve this application.
c) Justification for exemptions
When requesting an exemption for a ‘new’ engine, the organisation should, to the extent
possible, address the following factors, with quantification, in order to support the
merits of the exemption request:
 Technical issues, from an environmental and airworthiness perspective, which

may have delayed compliance with the production cut-off requirement;
 Economic impacts on the manufacturer, operator(s) and aviation industry at

large;
 Environmental effects. This should consider the amount of additional NOx

emissions that will be emitted as a result of the exemption. This could include
consideration of items such as:
— the amount that the engine model exceeds the NOx emissions standard, taking into
account any other engine models in the engine family covered by the same type-
certificate and their relation to the standard;
— the amount of NOx emissions that would be emitted by an alternative engine for the
same application; and
— the impact of changes to reduce NOx on other environmental factors, including

community noise and CO2 emissions;
 Impact of unforeseen circumstances and hardship due to business circumstances

beyond the manufacturer’s control (e.g. employee strike, supplier disruption or
calamitous events);
 Projected future production volumes and plans for producing a compliant

version of the engine model seeking exemption;
 Equity issues in administering the production cut-off among economically

competing parties (e.g. provide rationale for granting this exemption when
another manufacturer has a compliant engine and does not need an exemption
taking into account the implications for operator fleet composition,
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commonality and related issues in the absence of the engine for which
exemptions are sought);
 Any other relevant factors.
2.2 Evaluation process.
2.2.1. DGCA process the request in consultation with third Countries involved by
contacting the relevant Design Organisation. DGCA advises the Competent Authority
concerned during the process of granting exemptions. The advice from the DGCA
should take the form of a letter sent to the Competent Authority.
2.2.2 The evaluation of an exemption request should be based on the justification

provided by the organisation and on the following definitions and criteria:
a) Use of engines
‘Spare engines’ are defined as complete new engine units which are to be installed on
in-service aircraft for maintenance and replacement. It can be presumed that exemption
applications associated with engines for this purpose would be granted as long as the
emissions were equal to or lower than those engines they are replacing. The application
should include the other items described in points (a) and (b) of paragraph 2.1 above,
but it would not need to include the items specified in point (c).
For spare engines, the evaluation of the exemption application would be conducted for
record keeping and reporting purposes, but it would not be done for approval of an
exemption.
‘New engines’ are defined as complete new engine units which are to be installed on
new aircraft. They can only be exempted from a NOx production cut-off requirement
if they already meet the previous standard (e.g. exemption from the CAEP/6 NOx
production cut-off requirement of paragraph (d) of Volume II, Part III, Chapter 2,
paragraph 2.3.2 of Annex 16 to the Chicago Convention is only possible if an engine
type already meets the regulatory levels defined in Volume II, Part III, Chapter
2,paragraph 2.3.2 c) of Annex 16 to the Chicago Convention). Also, in order for and
exemption to be granted for this type of engine the applicant must clearly demonstrate
that they meet the criteria for an exemption by including items described in points (a),
(b) and (c) of paragraph 2.1 above. The DGCA may require additional information
regarding the appropriateness of the potential exemption.
b) Number of new engine exemptions should be based on a total number of engines and
time period for delivery of these engines, which would be agreed at the
time the application is approved and based on the considerations explained in point (c)
of paragraph 2.1 above. The number of engines exempted should not exceed 75 per
engine type-certificate, and the end date of continued production of the affected engines
should not exceed 31.12.2016. The number of exemptions is related to individual non-
compliant engines covered under the same type-certificate.

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Exemptions for new engines should be processed and approved by the DGCA, for both
the manufacture of the exempted engines and the initial operator of the aircraft to which
they are to be fitted. Given the international nature of aviation , the DGCA should
attempt to collaborate and consult on the details of exemptions. In the case where engine
type certification is done through a reciprocity agreement between the Third Countries,
the DGCA y should coordinate on the processing of exemptions and concur before
approval is granted.
c) Other engines
Unlimited exemptions may be granted for continued production of spare engines having
emissions equivalent to or lower than the engines they are replacing. Engines for use
on aircraft excluded from the scope of the Basic Regulation - (e.g. military, customs,
police, search and rescue, fire fighting, coastguard or similar activities or services) - are
excluded from civil aircraft NOx production cut-off requirements.
2.3 Rejection of request
If the competent DGCA rejects the request for exemption, the response should include
a detailed justification.
GM 21A.165(c)(3) Definitions of engine type certification date and production date

Volume II of Annex 16 to the Chicago Convention contains two different references to
applicability dates:
 ‘Date of manufacture for the first individual production model’ which refers to
the engine type certification date; and
 ‘Date of manufacture for the individual engine’ which refers to the production
date of a specific engine serial number (date of Form CA-1). The second
reference is used in the application of engine NOx emissions production cut-off
requirement which specifies a date after which all in-production engine models
must meet a certain NOx emissions standard.
21.165(c)(3) includes the production requirements and refers to paragraphs (b) and (d)
of Volume II, Part III, Chapter 2, paragraph 2.3 of Annex 16 to the Chicago Convention.
GM 21.165(d) and (h) Obligations of the holder – Recording and archiving system
Records within a production environment satisfy two purposes. Firstly, they are
required, during the production process to ensure that products, parts, or appliances are
in conformity with the controlling data throughout the manufacturing cycle. Secondly,
certain records of milestone events are needed to subsequently provide objective
evidence that all prescribed stages of the production process have been satisfactorily
completed and that compliance with the applicable design data has been achieved.

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Therefore, the approved production organization should implement a system for the
compilation and retention of records during all stages of manufacture, covering short-
term and long-term records appropriate to the nature of the product and its production
processes.
The management of such information should be subject to appropriate procedures in

the Quality System required by 21.139.
All forms of recording media are acceptable (paper, film, magnetic, etc) provided they
can meet the required duration for archiving under the conditions provided.
The related organisation procedures should:
• Identify records to be kept.
• Describe the organisation of and responsibility for the archiving system (location,
compilation, format) and conditions for access to the information (e.g., by product,
subject).
• Control access and provide effective protection from deterioration or accidental

damage.
• Ensure continued readability of the records.
• Demonstrate to DGCA proper functioning of the records system.
• Clearly identify the persons involved in conformity determination.
• Define an archiving period for each type of data taking into account importance in
relation to conformity determination subject to the following:
a. Data which supports conformity of a product, part, or appliance should be kept

for not less than three years from the issue date of the related Statement of
Conformity or Authorized Release Certificate.
b. Data considered essential for continuing airworthiness should be kept
throughout the operational life of the product, part or appliance.
• Ensure that the recording and record-keeping system used by the partners, supplier
and sub-contractors meet the objective of conformity of the product, part or
appliance with the same level of confidence as for their own manufacture. They
should define in each case who is to retain the record data (organisation or partner,
supplier or sub-contractor). They should also define method for surveillance of the
recording/record keeping system of the partners, suppliers or sub-contractors.

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Subpart H – Airworthiness certificates, Special
Certificates of Airworthiness and Export
Certificates of Airworthiness
GM 21.187Use of Authorised Release Documents for Export – Additional
Requirements for Import
For engines and propellers, normally the importing authority requires an

additional endorsement certifying specific compliance with import requirements.
For parts and appliances, except when there is a special notification from the
importing country, no additional certification wording is needed and the intent of the
requirement is met when the parts are shipped with an Authorised Release Certificate
(Form CA-1) issued for airworthiness stating that the parts were manufactured in
conformity with approved design data and are in condition for safe operation.

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Subpart I – Noise certificates
There are no AMC or GM items associated with this Subpart.

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Subpart JA – Design Organisation Approval
Products or changes to products
GM 21.A231Scope
CAR 21 describes procedures for approval of products and of parts and appliances.
With the consideration that approval of design organisations will enhance the quality
of the work done for approval of products and of parts and appliances, for Design
Organisation Approval (DOA), two categories have been defined –
1. JA: Type Certification and ITSO authorization for design/development of APU.

2. JB: Design of parts and appliances.
GM No. 1 to 21.A239 (a)Design assurance system
1. Purpose
This GM outlines some basic principles and objectives of 21.A239 (a).
2. Definitions
2.1 The design assurance system is the organisational structure, responsibilities,

procedures and resources to ensure the proper functioning of the design
organisation.
2.2 The design assurance means all those planned and systematic actions
necessary to provide adequate confidence that the organisation has the
capability
- to design products in accordance with the applicable airworthiness

regulations and environmental protection requirements,
- to show and verify the compliance with these airworthiness regulations and
environmental protection requirements, and
- to demonstrate to DGCA this compliance.
2.3 The “Type Investigation” means the tasks of the organisation in support of
the type-certificate, supplemental type-certificate or other design approval
processes necessary to show and verify and to maintain compliance with the
applicable airworthiness regulations and environmental protection
requirements.

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3. Design Assurance
The complete process, starting with the airworthiness regulations and environmental
protection requirements and product specifications and culminating with the issuing of
a type-certificate, is shown in the diagram on Figure 1. This identifies the relationship
between the design, the Type Investigation and design assurance processes.
Effective Design Assurance demands a continuing evaluation of factors that affect the
adequacy of the design for intended applications, in particular that the product,
complies with applicable airworthiness regulations and environmental protection
requirements and will continue to comply after any change.
Two main aspects should therefore be considered:
(1) How the planned and systematic actions are defined and implemented, from the
very beginning of design activities up to continued airworthiness activities;
(2) How these actions are regularly evaluated and corrective actions implemented
as necessary.
3.1 Planned and Systematic Actions
For design organisations carrying out Type Investigation of products, the planned
and systematic actions should cover the following tasks and procedures be defined
accordingly:
3.1.1 General
a. To issue or, wherever applicable, supplement or amend the handbook in

accordance with 21.A243, in particular to indicate the initiation of design
activities on a product.
b. To assure that all instructions of the Handbook are adhered to.
c. To conduct Type Investigation.
d. To nominate staff as “compliance verification engineers” responsible to approve
compliance documents as defined in paragraph 3.1.3.
e. To nominate personnel belonging to the Office of Airworthiness responsible as
defined in paragraph 3.1.4.
f. In the case of an applicant for a supplemental type-certificate, to obtain the
agreement of the type-certificate holder for the proposed supplemental type-
certificate to the extent defined in 21.115.
g. To ensure full and complete liaison between the type design organisation and
related organisations having responsibility for products manufactured to the
type-certificate.
h. To provide the assurance to DGCA that prototype models and test specimens
adequately conform to the type design (see 21.33(b)(1)).
3.1.2 Chief Executive and Head of design organisation (or his or her Deputy)

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a. The Chief Executive should provide the necessary resources for the proper
functioning of the design organisation.
b. The Head of the design organisation, or an authorised representative, should
sign a declaration of compliance (see 21.20(d) and 21.97(a)(3)) with the
applicable airworthiness regulations and environmental protection requirements
after verification of satisfactory completion of the Type Investigation. In
accordance with 21.20(e) and 21.97(a)(4), his or her signature on the declaration
of compliance confirms that the procedures as specified in the handbook have
been followed (see also GM 21.A265(b)).
c. The functions of Chief Executive and Head of the design organisation may be
performed by the same person.
3.1.3 Compliance Verification
a. Approval by signing of all compliance documents, including test programmes

and data necessary for the verification of compliance with the applicable
airworthiness regulations and environmental protection requirements as defined
in the certification programme.
b. Approval of the technical content (completeness, technical accuracy), including
any subsequent revisions, of the manuals approved by DGCA (Aircraft Flight
Manual, the Airworthiness Limitations section of the Instructions for Continued
Airworthiness and the Certification Maintenance Requirements (CMR)
document, where applicable).
3.1.4 Office of Airworthiness
a. Liaison between the design organisation and DGCA with respect to all aspects
of the certification programme.
b. Ensuring that a handbook is prepared and updated as required in 21.A243.
c. Co-operation with DGCA in developing procedures to be used for the type
certification process.
d. Issuing of guidelines for documenting compliance.
e. Co-operation in issuing guidelines for the preparation of the manuals required
by the applicable rules, Service Bulletins, drawings, specifications, and
standards.
f. Ensuring procurement and distribution of applicable airworthiness regulations
and environmental protection requirements and other specifications.
g. Co-operating with DGCA in proposing the type-certification basis
h. Interpretation of airworthiness regulations and environmental protection
requirements and requesting decisions of DGCA in case of doubt.
i. Advising of all departments of the design organisation in all questions regarding
airworthiness, environmental protection approvals and certification.
j. Preparation of the certification programme and co-ordination of all tasks related
to Type Investigation in concurrence with DGCA.
k. Regular reporting to DGCA about Type Investigation progress and
announcement of scheduled tests in due time.
l. Ensuring co-operation in preparing inspection and test programmes needed for
demonstration of compliance.
m. Establishing the compliance checklist and updating for changes.

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n. Checking that all compliance documents are prepared as necessary to
demonstrate compliance with all airworthiness regulations and environmental
protection requirements, as well as for completeness, and signing for release of
the documents.
o. Checking the required type design definition documents described in 21.31 and
ensuring that they are provided to DGCA for approval when required.
p. Preparation of a draft for a type-certificate data sheet and/or type certificate data
sheet modification.
q. Providing verification to the head of the design organisation that all activities
required for Type Investigation have been properly completed.
r. Propose the classification of changes in accordance with 21.91 and granting the
approval for minor changes in accordance with 21.95(b).
s. Monitoring of significant events on other aeronautical products as far as relevant
to determine their effect on airworthiness of products being designed by the
t. Ensuring co-operation in preparing Service Bulletins and the Structural Repair
Manual, and subsequent revisions, with special attention being given to the
manner in which the contents affect airworthiness and environmental protection
and granting the approval as per the procedures agreed with DGCA.
u. Ensuring the initiation of activities as a response to a failure
(accident/incident/in-service occurrence) evaluation and complaints from the
operation and providing of information to DGCA in case of airworthiness
impairment (continuing airworthiness).
v. Advising DGCA with regard to the issue of airworthiness directives in general
based on Service Bulletins.
w. Ensuring that the manuals approved by DGCA, including any subsequent
revisions (the Aircraft Flight Manual, MMEL, the Airworthiness Limitations
section of the Instructions for Continued Airworthiness and the Certification
Maintenance Requirements (CMR) document, where applicable) are checked to
determine that they meet the respective requirements, and that they are provided
to DGCA for approval.
3.1.5 Maintenance and Operating Instructions
a. Ensuring the preparation and updating of all maintenance and operating

instructions (including Services Bulletins) needed to maintain airworthiness
(continuing airworthiness) in accordance with relevant airworthiness
regulations. For that purpose, the applicant should establish the list of all
documents it is producing to comply with applicable requirements of CS/FAR
and define procedures and issue these documents, using wherever applicable
and as per 21.A263(c)(3) privilege.
b. In accordance with 21.57, 21.61, 21.107, 21.119, 21.120 and 21.449, ensuring
that these documents are provided to all affected operators and all involved
authorities.
3.2 Continued Effectiveness of the design assurance system. The organisation should
establish the means by which the continuing evaluation (system monitoring) of the
design assurance system will be performed in order to ensure that it remains
effective.
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GM No. 2 to 21.A239 (a) Design assurance system for minor changes to type design
or minor repairs to products
1. Purpose
This GM outlines some basic principles and objectives in order to comply with
21.A239(a) for organisations designing only minor changes to type design or minor
repairs to products.
2. Design assurance system
The design assurance system should include the following:

 an organisational structure to:
- control the design
- demonstrate compliance with applicable airworthiness regulations and
environmental protection requirements
- independently check demonstrations of compliance
- liaise with DGCA
- continuously evaluate the design organisation
- control sub-contractors
 procedures and responsibilities associated with the functions listed above,
taking due account of CAR 21 requirements applicable to design and approval
of minor changes to type design or minor repairs to products.
GM 21.A239 (a) (3) Design assurance system

With the objective of meeting the requirements of 21.A239 (a) (3), the design
organization should have a group for independent monitoring and surveillance,
fundamentally to ensure the proper compliance of design assurance system with the
procedures including the responsibility to carry out internal audit of the organization.
The group should report directly to HODO of the organization.
AMC 21.A239 (a) (3) Design assurance system - Independent system monitoring
The system monitoring function required by 21.A239 (a) (3) may be undertaken by the
existing quality assurance organisation when the design organisation is part of a larger
organisation.
AMC 21.A239 (b) Design assurance system - Independent checking function of the
demonstration of compliance
1. The independent checking function of the demonstration of compliance should

consist of the verification by a person not creating the compliance data. Such
person may work in conjunction with the individuals who prepare compliance data.
2. The verification should be shown by signing compliance documents, including test
programmes and data.
3. For a product, there is normally only one compliance verification engineer
nominated for each relevant subject. A procedure should cover the non-availability
of nominated persons and their replacement when necessary.
4. For STC cases, when compliance statement and associated documentation are
produced by the TC holder, and when these data are approved under the system of
the authority of TC holder, then the STC applicant does not need to provide, within
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its own DOA, the independent checking function required in 21.A239 (b) for these
data.
GM 21.A239(c) Design assurance system
In meeting the requirements of 21.A239(c) the applicant for a design organisation

approval (DOA.), under Subpart JA may adopt the following policy:
1. The satisfactory integration of the Partner/Sub-contractor and applicant’s design

assurance systems should be demonstrated for the activities covered under the
applicant’s terms of approval.
2. In the event that a Partner/Sub-contractor holds a design organisation approval then

in accordance with 21.A239(c), the applicant may take this into account in
demonstrating the effectiveness of this integrated system.
3. When any Partner/Sub-contractor does not hold a DOA then the applicant will need
to establish to its own satisfaction and to the satisfaction of DGCA, the adequacy of
that partner’s/sub-contractor’s design assurance system in accordance with 21.A243
(b).
AMC No. 1 to 21.A243 (a) Data requirements
The handbook should provide the following information for each product covered by
the design organisation approval.
- A description of the tasks which can be performed under the approval, according
to the following classification:
a. General areas, like subsonic turbojet aeroplanes, turbo propeller aeroplanes,

small aeroplanes, rotorcraft.
b. Technologies handled by the organisation (composite, wood or metallic
construction, electronic systems, etc.)
c. A list of types and models for which the design approval has been granted and
for which privileges may be exercised, supported by a brief description for each
product.
d. For repair design, classification and (if appropriate) approval activities it is
necessary to specify the scope of activity in terms of structures, systems,
engines, etc.

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2. A general description of the organisation, its main departments, their functions and
the names of those in charge; a description of the line management and of
functional relationships between the various departments.
3. A description of assigned responsibilities and delegated authority of all parts of the

organisation which, taken together, constitute the organisation’s design assurance
system together with a chart indicating the functional and hierarchical relationship
of the design assurance system to Management and to other parts of the
organisation; also the chains of responsibilities within the design assurance system,
and the control of the work of all partners and sub-contractors.
4. A general description of the way in which the organisation performs all the design
functions in relation to airworthiness and environmental protection approvals
including:
a. The procedures followed and forms used in the Type Investigation process to
ensure that the design of, or the change to the design of, the product as
applicable is identified and documented, and complies with the applicable
airworthiness regulations and environmental protection requirements,
including specific requirements for import by importing authorities
b. The procedures for classifying design changes as “major” or “minor” and for
the approval of minor changes.
c. The procedures for classifying and approving unintentional deviations from
the approved design data occurring in production (concessions or non-
conformance’s).
d. The procedure for classifying and obtaining approval for repairs.
5. A general description of the way in which the organisation performs its functions
in relation to the continuing airworthiness of the product it designs, including co-
operation with the production organisation when dealing with any continuing
airworthiness actions that are related to production of the product, part or
appliance, as applicable.
6. A description of the human resources, facilities and equipment, which constitutes

the means for design, and where appropriate, for ground and flight testing.
7. An outline of a system for controlling and informing the Staff of the organisation
of current changes in engineering drawings, specifications and design assurance
procedures.
8. A description of the recording system for:

a. The type design, including relevant design information, drawings and test
reports, including inspection records of test specimens.
b. The means of compliance.
c. The compliance documentation (compliance check list, reports).
9. A description of the record keeping system to comply with 21.55 and 21.105.
10. A description of the means by which the organisation monitors and responds to
problems affecting the airworthiness of its product during design, production and

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in service in particular to comply with 21.3 (see also GM No. 1 to 21.A239,
paragraphs 3.1.4(s) and (u)).
11. The names of the design organisation authorised signatories. Nominated persons
with specific responsibilities such as mentioned in 21.33 and 21.35 should be listed.
12. (Reserved).
13. A clear definition of the tasks, competence and areas of responsibility of the Office
of Airworthiness.
14. A description of the procedures for the establishment and the control of the
maintenance and operating instructions (see 21.57, 21.61, 21.107, 21.119, 21.120
and 21.449).
15. A description of the means by which the continuing evaluation (system monitoring)
of the design assurance system will be performed in order to ensure that it remains
effective.
AMC No. 2 to 21.A243(a)Data requirements - Model content of handbook for

organisations designing minor changes to type design or minor repairs to products
Part 1. Organisation
1.1 Objective of handbook and binding statement

1.2 Responsible person for administration of handbook
1.3 Amendment procedure
1.4 List of effective pages
1.5 Distribution list
1.6 Presentation of design organisation (including locations)
1.7 Scope of work (with identification of type and models of products)
1.8 Organisation charts
1.9 Human resources
1.10 Management staff
1.11 Certifying personnel (see GM No. 2 to 21.A243(d), paragraph 2)
1.12 Independent system monitoring
Part 2. Procedures
2.1 Management of changes to type design and design of repairs

- configuration control
- classification
- approval of minor changes to type design and minor repairs
2.2 Control of design subcontractors
2.3 Collecting/Investigating of failures, malfunctions and defects
2.4 Co-ordination with production
2.5 Documentation control
- in relations with the changes and repairs
- in relation with failures/malfunctions and defects (i.e. Service Bulletins)
2.6 Record keeping

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GM No. 1 to 21.A243 (d)Statement of qualifications and experience
1 Purpose
This GM provides guidelines on the following points:
- Who are the persons covered by 21.A243 (d)?
- What is requested from the applicant for these persons?
2 Who are the persons?

Different types of functions are named or implicitly identified in the
requirements of CAR 21 Subpart JA or in associated AMC and GM, using
qualified and experienced personnel:
- the Chief Executive [see GM No. 1 to 21.A239(a), para. 3.1.2, GM

21.A249, GM 21.A265(b)]
- the other management staff:
* the Head of the design organisation [see GM No. 1 to 21.A239(a),

para.3.1.2, GM No. to 1 21.A245, para.4.1, GM 21.A265(b)]
* the Chief of the office of Design [see GM No. 1 to 21.A245, para.
4.3]
* the Chief of the Office of Airworthiness, or [see GM No. 1 to
21.A245, para. 4.2]
* the Chief of the independent monitoring function of the design
assurance system
[see 21.A239(a)(3) and AMC No. 1 to 21.A243(a), para.2]
- the personnel making decisions affecting airworthiness and

environmental protection:
* compliance verification engineers [see GM No. 1 to 21.A239(a),

para.3.1.3; AMC 21.A239(b)]
* personnel of the Office of Airworthiness making decisions affecting
airworthiness and environmental protection, especially those linked
with the 21.A263 privileges (signing documents for release, and
granting the approval of minor changes and minor repairs, granting
the approval of Service Bulletins, and minor revisions to the aircraft
flight manual) [see GM No. 1 to 21.A239(a), para. 3.1.4]
3 Kind of statement
3.1 Chief Executive
The Chief Executive should provide the necessary resources for the proper functioning
of the design organisation.
A statement of the qualification and experience of the Chief Executive is normally not
required.

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3.2 Other management staff
organization and be responsible through the Head of design organisation to the Chief
Executive for the execution of all functions as specified in CAR 21, Subpart JA.
Depending on the size of the organisation, the functions may be subdivided under
individual managers. The nominated managers should be identified and their
credentials furnished to DGCA.
The responsibilities and the tasks of each individual manager should be clearly defined,
in order to prevent uncertainties about the relations, within the organisation.
Responsibilities of the managers should be defined in a way that all responsibilities are
covered.
3.3 Personnel making decisions affecting airworthiness and environmental

protection
For these personnel, no individual statement is required. The applicant should show to
DGCA that there is a system to select, train, maintain and identify them for all tasks
where they are necessary.
The following guidelines for such a system are proposed:
* These personnel should be identified in the handbook, or in a document linked
to the handbook. This, and the corresponding procedures, should enable them
to carry out the assigned tasks and to properly discharge associated
responsibilities.
* The needs, in terms of quantity of these personnel to sustain the design
activities, should be identified by the organisation.
* These personnel should be chosen on the basis of their knowledge, background
and experience.
* When necessary, complementary training should be established, to ensure
sufficient background and knowledge in the scope of their authorization. The
minimum standards for new personnel to qualify in the functions should be
established. The training should lead to a satisfactory level of knowledge of the
procedures relevant for the particular role.
* Training policy forms part of the design assurance system and its
appropriateness forms part of investigation by DGCA within the organisation
approval process and subsequent surveillance of persons proposed by the
organisation.
* This training should be adapted in response to experience gained within the
organization
* The organisation should maintain a record of these personnel which includes
details of the scope of their authorisation. The personnel concerned should be
provided with evidence of the scope of their authorisation.
* The following minimum information should be kept on record:
a) Name
b) Date of birth
c) Experience and training
d) Position in organisation
e) Scope of the authorisation
f) Date of first issue of the authorisation
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g) If appropriate, date of expiry of the authorisation
h) Identification number of the authorisation.
The record may be kept in any format and should be controlled.

* Persons authorised to access the system should be maintained at a minimum to
ensure that records cannot be altered in an unauthorised manner or that such
confidential records do not become accessible to unauthorised persons.
* Personnel should be given access to their own record.
* Under the provision of 21.A257 DGCA has a right of access to the data held in
such a system.
* The organisation should keep the record for at least two years after a person has
ceased employment with the organisation or withdrawal of the authorisation,
GM No. 2 to 21.A243 (d)Data requirements - Statement of the qualification and

experience- Organisations designing minor changes to type design or minor
repairs to products
For organisations designing minor changes to type design or minor repairs to products,
the statement of the qualifications and experience required by 21.A243 (d) should be
addressed as follows:
1. The nominated managers should be identified and their credentials submitted to

DGCA in order that they may be seen to be appropriate in terms of relevant
knowledge and satisfactory experience related to the nature of the design activities
as performed by the organisation.
2. The persons responsible to:

- propose to classify changes to type design or repairs
- verify compliance [21.A239 (b)]
- approve minor changes to type design and minor repairs [21.A263(c)(2)]
- issue information or instructions [21.A263(c)(3)]
- Propose ‘Special Flight Permit’ and ‘flight conditions’
should perform their functions in accordance with a procedure and criteria agreed
with DGCA.
GM No. 1 to 21.A245Requirements for approval

See 21.A245
1. General: The data submitted in accordance with 21.A243 should show that
sufficient skilled personnel are available and suitable technical and organisational
provisions have been made for carrying out the Type Investigation defined by GM
No. 1 to 21.A239 (a), paragraph 2.3.
2. Personnel: The applicant should show that the personnel available to comply with
21.A245 (a) are, due to their special qualifications and number, able to provide
assurance of the design or modification of a product, as well as the compilation and
verification of all data needed to meet the applicable airworthiness regulations and

209
environmental protection requirements while taking into account the present state
of the art and new experience.
3. Technical: The applicant should have access to:
a. Workshops and production facilities which are suitable for manufacturing

prototype models and test specimens.
b. Accommodation and test facilities which are suitable for carrying out tests and
measurements needed to demonstrate compliance with the airworthiness
regulations and environmental protection requirements. The test facilities may
be subjected to additional technical conditions related to the nature of tests
performed.
4. Organisation: The data submitted in accordance with 21.A243 should show that:
4.1 The Head of the design organisation for which an application for approval has
been made, has the direct or functional responsibility for all departments of the
organisation which are responsible for the design of the product. If the
departments responsible for design are functionally linked, the Head of the
design organisation still carries the ultimate responsibility for compliance of the
organisation with CAR 21Subpart JA.
4.2 An Office of Airworthiness, or equivalent function, has been established and

staffed on a permanent basis to act as the focal point for coordinating
airworthiness and environmental protection matters (see GM No. 1 to 21.A239
(a) paragraph 3.1.4); it reports directly to the Head of the design organisation or
is integrated into an independent quality assurance organisation reporting to the
Head of the design organisation.
4.3 An Office of Design has been established within the design organisation and
staffed on a permanent basis to handle all design related activities that are
required to be carried out in terms of the product that the design organisation
develops/ intends to develop. The Chief of the office of design has the functional
responsibility of the office of design and reports directly to the Head of the
4.4 Responsibilities for all tasks related to Type Investigations are assigned in such
a way that gaps in authority are excluded.
4.5 The responsibility for a number of tasks as in paragraph 4.4 may be assigned to
one person especially in the case of simple projects.
4.6 Co-ordination between technical departments and the persons in charge of the
system monitoring required by 21.A239(a)(3) has been established :
 to ensure quick and efficient reporting and resolution of difficulties
encountered using the handbook and associated procedures
 to maintain the design assurance system
 to optimise auditing activities.

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GM No. 2 to 21.A245Requirements for approval - Organisations designing minor
changes to type design or minor repairs to products
The data submitted in accordance with 21.A243 should show that:
1 The Head of the design organisation who has the direct or functional responsibility
for all departments of the organisation shall also take the responsibility of the design
of minor changes to type design or minor repairs to products.
2 Person(s) have been nominated to liaise with DGCA and to co-ordinate

airworthiness and environmental protection matters.
3 Responsibilities for all tasks related to the design and approval of minor changes to
type design or minor repairs to products are assigned to ensure that all areas are
covered.
4 The responsibility for a number of tasks as in paragraph 3 may be assigned to one

person especially in the case of simple projects.
GM 21.A247Significant changes in the design assurance system
In addition to a change in ownership (see 21.A249), the following changes to the design
assurance system should be considered as “significant” to the demonstration of
compliance or to the airworthiness or environmental protection of the products:
1 Organisation
* Relocation to new premises (see also GM 21.A249)

* Change in the industrial organisation (partnership, suppliers, design
worksharing) unless it can be shown that the independent checking function of
the demonstration of compliance is not affected
* Change in the parts of the organisation that contribute directly to the
airworthiness or environmental protection (independent checking function,
office of airworthiness [or equivalent])
* Change to the independent monitoring principles (see 21.A239 (a)(3))
2 Responsibilities
* Change of the management staff

- the Head of the design organisation [GM No. 1 to 21.A239(a), para.3.1.2,
GM No. 1 to 21.A245, para.4.1, GM 21.A265(b)]
- the Chief of Design [GM No. 1 to 21.A245, para. 4.3]
- the Chief of the Office of Airworthiness [GM No. 1 to 21.A245, para. 4.2]
- the Chief of the independent monitoring function of the design assurance
system [21.A239(a)(3) and AMC No. 1 to 21.A243(a), para.2]
* New distribution of responsibilities affecting airworthiness or environmental
protection.
* For organisations designing minor changes to type design or minor repairs to
products, change of the persons identified in GM No. 2 to 21.A243 (d).

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3 Procedures
Change to the principles of procedures related to:
- the type certification
- the proposal of classification of changes and repairs and obtaining approval of
" major " changes to design/ repair [21.A263(c)(1)]
- the treatment of major changes and major repairs
- the approval of the design of minor changes and minor repairs [21.A263(c)(2)]
- the issue of information and instructions under the privilege of 21.A263(c)(3)
- the approval of documentary changes to the Aircraft Flight Manual as per agreed
procedures with DGCA [21.A263(c)(4)]
- continued airworthiness (see 21.3A and 3B)
- the configuration control, when airworthiness or environmental protection is
affected
- the acceptability of design tasks undertaken by partners or subcontractors
except those holding DOA as per CAR 21 JB.
4 Resources
* Substantial reduction in number and/or experience of staff (see 21.A245 (a)).
GM 21.A249Transferability
1. Transfer of the approval would normally only be agreed in cases where the
organisation itself remains substantially unchanged.
2. An acceptable transfer situation could be for example a change of company name

(supported by the appropriate certificate from the Indian Companies Registration
Office or equivalent) but with no changes to site address or Chief Executive.
However, if the same legal entity were to relocate to new premises with a new Chief
Executive and/or new departmental heads, then a substantial investigation by
DGCA would be necessary such that the change would be classified as a re-
approval.
3. In the event of receivership there may be good technical justification for

continuation of the approval provided that the company continues to function in a
satisfactory manner. It is likely that at a later stage the approval might be
surrendered by the receiver or transferred to another legal entity in which case the
former paragraphs apply.
GM No. 1 to 21.A251Terms of approval
1 The terms of approval are stated on the certificate of approval issued by DGCA.
The certificate states the scope of work and the products, changes or repairs thereof,
with the appropriate limitations for which the approval has been granted. For design
organisation approval covering type certification or ITSO authorisation for APU,
the list of product types covered by the design assurance system should be included.

212
2 Approval of a change in the terms of approval in accordance with 21.A253 will be
confirmed by an appropriate amendment of the certificate of approval.
3 The certificate references the handbook of the approved design organisation,

provided in accordance with 21.A243. This handbook defines the tasks which may
be performed under the approval.
4 Scopes of work are, for example, “subsonic turbojet aeroplanes”, “turboprop

aeroplanes”, “small aeroplanes”, “rotorcraft” Technologies are quoted in the scope
of work when it is considered by DGCA as a limitation for the design organisation
approval.
5 For repair design activities, the certificate states the scope of work with the
appropriate limitations for which the approval has been granted.
GM No. 2 to 21.A251Terms of approval - Organisations designing minor changes

to type design or minor repairs to products
Terms of approval issued for organisations designing minor changes to type design or
minor repairs to products [in accordance with 21.A233(b)] should contain:
1. Scope of work
This design organisation approval has been granted for:
- designing minor changes to type design or minor repairs to [aircraft, engine,
propeller] in accordance with the applicable airworthiness regulations and
environmental protection requirements,
- demonstrating and verifying the compliance with these airworthiness
regulations and environmental protection requirements.
2. Category of products
Any other indication if DGCA has found a limitation related to aircraft systems or
technologies and reducing the scope as defined in paragraph 1.
3. Privileges
The holder of this approval is entitled to:
List of the privileges granted with the approval, pursuant to 21.A263(c)(1), (2) and
(3).

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GM 21.A257 (a) Investigations
Arrangements that allow DGCA to make investigations include the complete design
organization including partners, sub-contractors and suppliers, whether they are in India
or not, assisting and co-operating with DGCA in performing inspections and audits
conducted during initial assessment and subsequent surveillance.
Assistance to DGCA includes all appropriate means associated with the facilities of the
design organisation to allow DGCA to perform these inspections and audits, such as a
meeting room and office support.
GM 21.A258 (a)(1)Examples of level one finding
Examples of level one finding are non-compliances with any of the following
paragraphs, that could lower the safety standard and hazards seriously the safety of the
aircraft:
21.A239, 21.A245, 21.A247, 21.A251, 21.A263, 21.A265(a), (b), (c), (d) and (e).

a level one finding when objective evidence has been found that this finding is a non-
compliance that could affect the safety of the aircraft.
In addition, the failure to arrange for investigations under 21.A257, in particular to

obtain access to facilities, after denial of one written request should be classified as a
level one finding.
GM 21.A263 (b)DOA privilege related to compliance documents
A compliance document is the end result of a certification process, where the

demonstration of compliance is recorded. For each specific certification process,
DGCA is involved in the process itself at an early stage, especially through the
establishment of the certification programme. The inspections or tests under 21.A257
(b) may be performed at various stages of the whole certification process, not
necessarily when the compliance document is presented.
Therefore, according to the scheduled level of involvement, DGCA should agree with
the DOA holder documents to be accepted without further DGCA verification under
the DOA privilege of 21.A263 (b).
AMC 21.A263 (b)(1)Compliance documents with conditions related to engine or

propeller without a type-certificate or with unapproved changes and fitted on
aircraft for which a Special Flight Permit is requested

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The establishment of flight conditions may include conditions related to
engines/propellers without a type-certificate or with unapproved changes and fitted on
the aircraft for which a Special Flight Permit is requested. These conditions (i.e.
installation, operating, maintenance conditions or limitations) are defined by the
organisation responsible for the design of the engine/propeller and provided to the
organisation responsible for the design of the aircraft.
When the organisation responsible for the design of the engine/propeller has a DOA,
the establishment and substantiation of these conditions must be done under the relevant
DOA procedures. For that purpose, the associated documentation must be processed
like any other compliance document. It must be provided to the organisation responsible
for the design of the aircraft that will use it for the establishment of the aircraft flight
conditions.
AMC No. 1 to 21.A263(c)(1) Procedure for the classification of changes to type

design and repairs as minor and major
1 INTENT
This acceptable means of compliance provides means to develop a procedure for the
classification of changes to type design and repairs.
Each DOA applicant must develop its own internal classification procedure following
this AMC, in order to obtain the associated 21.A263(c)(1) privilege.
2 PROCEDURE FOR THE CLASSIFICATION OF CHANGES TO TYPE

DESIGN AND REPAIRS
2.1 Content

- the identification of changes to type design or repairs
- classification as per agreed procedures with DGCA
- justification of the classification
- supervision of changes to type design or repairs initiated by subcontractors
For changes to type design, criteria used for classification must be in compliance
with 21.91 and GM 21.91.
For repairs, criteria used for classification must be in compliance with 21.435 and
GM 21.435.
2.2 Identification of changes to type design or repairs
The procedure must indicate how the following are identified:
- major changes to type design or major repairs

215
- those minor changes to type design or minor repairs where additional work is
necessary to demonstrate compliance with the airworthiness regulations and
environmental protection requirements
- other minor changes to type design or minor repairs requiring no further
2.3 Proposal of Classification
The procedure must show how the effects on airworthiness and environmental
protection are analysed, from the very beginning, by reference to the applicable
requirements.
If no specific airworthiness regulations or environmental protection requirements are
applicable to the change or repairs, the above review must be carried out at the level of
the part or system where the change or repair is integrated and where specific
airworthiness regulations or environmental protection requirements are applicable.
2.4 Justification of the classification
Classification of changes to type design or repairs as “major” or “minor” must be

recorded and, for those which are not straightforward, also documented. These records
must be easily accessible to DGCA for sample check.
2.5 Authorised signatories
All classifications of changes to type design or repairs would be as per agreed

procedures with DGCA.
The procedure must indicate the authorised signatories for the various products listed
in the terms of approval.
For those changes or repairs that are handled by subcontractors, as described under
paragraph 2.6, it must be described how the DOA holder manages its classification
responsibility.
2.6 Supervision of changes to type design or repairs initiated by subcontractors

The procedure must indicate, directly or by cross-reference to written procedures, how
changes to type design or repairs may be initiated and classified by subcontractors and
are controlled and supervised by the DOA holder.
AMC No. 2 to 21.A263(c)(1)Privileges - Organisations designing minor changes to

type design or minor repairs to products : classification procedure
1. Content
- configuration control rules, especially the identification of changes to type
design or repairs
- classification in consultation with DGCA, in compliance with 21.91 and GM
21.91 for changes and GM 21.435 for repairs

216
- justification of the proposal for classification as minor
2. Identification of changes to type design or repairs

The procedure must indicate how the following minor changes to type design or
minor repairs are identified:
- those minor design changes to type design or minor repairs where additional
substantiation data is necessary to demonstrate compliance with the
airworthiness regulations or environmental protection requirements
- other minor design changes to type design or minor repairs requiring no further
3. Classification
The procedure must show how the effects on airworthiness and environmental
protection are analysed, from the very beginning, by reference to the applicable
requirements.
If no specific requirements are applicable to the change or the repair, the above
review must be done at the level of the part or system where the change or repair is
integrated and where specific airworthiness regulations or environmental protection
requirements are applicable. The final classification has to be done in consultation
with DGCA.
For repair, see also GM 21.435.
4. Justification of the classification

All decisions of classification of changes to type design or repairs in consultation
with DGCA, as "minor " must be recorded and, for those which are not
straightforward, should also be documented. These records must be easily
accessible to DGCA for sample check. It may be in the format of meeting notes or
register.
5. Authorised signatories
All classifications of changes to type design or repairs must be accepted by an
appropriate authorised signatory. The details of the Authorised signatories
including name, position in the organisation, qualification, experience, trainings,
etc., should be listed in the handbook. The procedure must indicate the authorised
signatories for the various products listed in the terms of approval.
AMC No. 1 to 21.A263(c)(2)Procedure for the approval of minor changes to type

design or minor repairs
1 INTENT
This acceptable means of compliance provides means to develop a procedure for

the approval of minor changes to type design or minor repairs.
Each DOA applicant must develop its own internal procedures following this AMC,
in order to obtain the associated privilege under 21.A263(c)(2).

217
2 PROCEDURE FOR THE APPROVAL OF MINOR CHANGES TO TYPE
DESIGN OR MINOR REPAIRS
2.1 Content

- approval under the DOA privilege
- supervision of minor changes to type design or minor repairs handled by
subcontractors.
2.2 Compliance documentation
For those minor changes to type design or minor repairs where additional work to
demonstrate compliance with the applicable airworthiness regulations and
environmental protection requirements is necessary, compliance documentation
must be established and independently checked as required by 21.A239(b).
The procedure must describe how the compliance documentation is produced and
checked.
2.3 Approval under the DOA privilege
2.3.1 For those minor changes to type design or minor repairs where additional work
to demonstrate compliance with the applicable airworthiness regulations and
environmental protection requirements is necessary, the procedure must define a
document to formalise the approval under the DOA privilege.

- identification and brief description of the change or repair and reasons for
change or repair
- applicable airworthiness regulations or environmental protection requirements
and methods of compliance
- evidence of the independent checking function of the demonstration of
compliance
- evidence of the approval under the privilege of 21.A263(c)(2) by an authorised
signatory
- date of the approval
For repairs, see AMC 21.433(a).
2.3.2 For the other minor changes to type design or minor repairs, the procedure
must define a means to identify the change or repair and reasons for the change or
repair, and to formalise its approval by the appropriate engineering authority under
an authorised signatory. This function may be delegated by the Office of
Airworthiness but must be controlled by the Office of Airworthiness, either directly
or through appropriate procedures of the DOA holder’s design assurance system.
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The persons authorised to sign for the approval under the privilege of 21.A263(c)(2)
must be identified (name, signature and scope of authority) in appropriate
documents that maybe linked to the handbook.
2.5 Supervision of minor changes to type design or minor repairs handled by

subcontractors
For the minor changes to type design or minor repairs described in 2.3.2, that are
handled by subcontractors, the procedure must indicate, directly or by cross-
reference to written procedures how these minor changes to type design or minor
repairs are approved at the subcontractor level and the arrangements made for
supervision by the DOA holder.
AMC No. 2 to 21.A263(c)(2)Privileges - Organisations designing minor changes to

type design or minor repairs to products : procedure for the approval of minor
changes to type design or minor repairs
1. Content
- approval under the DOA privilege
2. Compliance documentation
For those minor changes to type design or minor repairs where additional work to
demonstrate compliance with the applicable airworthiness regulations and
environmental protection requirements is necessary, compliance documentation must
be established and independently checked as required by 21.A239 (b).
The procedure must describe how the compliance documentation is produced and
checked.
3. Approval under the DOA privilege
3.1. For those minor changes to type design or minor repairs where additional work to
demonstrate compliance with the applicable airworthiness regulations or environmental
protection requirements is necessary, the procedure must define a document to
formalise the approval under the DOA privilege.

- identification and brief description of the change or the repair and reason for
change or repair
- applicable airworthiness regulations or environmental protection requirements and
methods of compliance
- evidence of the independent checking function of the demonstration of compliance

219
- evidence of the approval under the privilege of 21.A263(c)(2) by an authorised
signatory
- date of the approval
For repairs, see also AMC 21.433(a).
3.2. For the other minor changes to type design or minor repairs, the procedure must
define a means to identify the change or repair and reasons for the change or repair, and
to formalise its approval by the appropriate engineering authority under an authorised
signatory. This function must be controlled through appropriate procedures of the DOA
holder's design assurance system.
4. Authorised signatories
The persons authorised to sign for the approval under the privilege of 21.A263(c)(2)
must be identified (name, signature and scope of authority) in appropriate documents
that may be linked to the handbook.
GM 21.A263(c)(3)Issue of information or instructions
1 INTENT
This GM provides guidelines to address the various aspects the DOA should cover in
order to have a comprehensive procedure for the issue of information or instructions.
2 SCOPE
The information or instructions referred to in 21.A263(c)(3)are issued by a DOA holder

to make available to the owners or operators of a product with all necessary data to
implement a change on the product or a repair, or to inspect it. Some are also issued to
provide maintenance organizations and other interested persons with all necessary
maintenance data for the performance of maintenance, including implementation of a
change on the product or a repair, or inspection, in accordance with 21.61, 21.107,
21.120 or 21.449 (Instructions for Continued Airworthiness).
This information or instructions may be issued in a format of a Service Bulletin as

defined in Structural Repair Manuals, Maintenance Manuals, Engine and Propeller
Manuals etc. The preparation of this data involves design, production and inspection.
As the overall responsibility, through the privilege, is allocated to the DOA holder, the
three aspects should be properly handled under the DOA to obtain the privilege "to
issue information or instructions containing a statement that the technical content is
approved", and a procedure should exist.

220
3 PROCEDURE
For the information and instructions issued under 21.A263(c)(3), the DOA holder
should establish a procedure addressing the following points :
- preparation
- verification of technical consistency with corresponding approved change(s) ,
repair(s) or approved data, including affectivity, description, effects on
airworthiness and environmental protection, especially when limitations are
changed
- verification of the feasibility in practical applications
- authorised signatories.
The procedure should include the information or instructions prepared by

subcontractors or vendors, and declared applicable to its products by the DOA holder.
4 STATEMENT
The statement provided in the information or instructions should also cover the
information or instructions prepared by subcontractors or vendors and declared
applicable to its products by the DOA holder.
The technical content is related to the design data and accomplishment instructions, and
its approval means that:
- the design data has been appropriately approved ; and
- the instructions provide for practical and well defined installation/inspection
methods, and when accomplished, the product is in conformity with the approved
design data.
Note: Information and instructions related to required actions under 21.3B (b)
(airworthiness directives) are submitted to DGCA to ensure compatibility with
Airworthiness directive content (see 21.A265 (e)), and contain a statement that they
are, or will be, subject to an airworthiness directive issued by DGCA.
GM 21.A263(c)(4)Procedure for the approval of minor revisions to the Aircraft

Flight Manual
1 INTENT
This GM provides guidelines to develop a procedure for the approval of minor revisions
to the Aircraft Flight Manual (AFM).
Each DOA applicant/holder should develop its own internal procedure, based on these
guidelines, in order to obtain the associated privilege under 21.A263(c) (4).
2 MINOR REVISIONS TO THE AFM
2.1 The following revisions to the AFM are defined as minor revisions:
(a) Revisions to the AFM associated with changes to type design classified as minor in
accordance with 21.91

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(b) Revision to the AFM not associated with changes to type design (also identified as
stand-alone revisions), that falls under one of the following:
- Changes to limitations or procedures that are achieved without altering or
exceeding certification data (e.g. weight, structural, noise, etc.)
- Consolidation of two or more previously approved and compatible AFMs into
one, or compilation of different parts taken from previously approved and
compatible AFMs that are directly applicable to the subject aircraft
- The introduction of compatible and previously approved AFM amendments,
revisions, appendices or supplements.
(c) Administrative revisions to the AFM, defines as follows:
(1) FOR AFM ISSUED BY THE TYPE-CERTIFICATE HOLDER
- Editorial revisions or corrections to the AFM.
- Changes to parts of the AFM that are not required to be approved by DGCA.
- Conversions of previously DGCA approved combinations of units of

measurement added to the AFM in a previously approved manner.
- The addition of aircraft serial numbers to an existing AFM where the aircraft
configuration as related to the AFM, is identical to aircraft already in that AFM.
- The removal of reference to aircraft serial numbers no longer applicable to that

AFM.
- The translation of a DGCA approved AFM into the language of the State of
Design or the State of Registration.
(2) FOR AFM SUPPLEMENTS ISSUED BY STC HOLDERS
Editorial revisions or corrections to the AFM Supplement.

- Changes to parts of the AFM that are not required to be approved by DGCA
- Conversions of previously DGCA approved combinations of units of
measurement added to the AFM Supplement in a previously approved manner.
- The addition of aircraft serial numbers to an existing AFM Supplement where
the aircraft configuration, as related to the AFM Supplement, is identical to
aircraft already in that AFM Supplement.
- The addition of a new STC to an existing AFM supplement, when this
supplement is fully applicable to the new STC
- The removal of reference to aircraft serial numbers no longer applicable to that
AFM supplement.
- The translation of a DGCA approved AFM into the language of the State of
Design or the State of Registration.
2.2 No other revision can be classified as minor, unless specifically agreed by the
DGCA.

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3 PROCEDURE FOR THE APPROVAL OF MINOR REVISIONS TO THE
AFM
3.1 Content
The procedure should address the following points:
- preparation of all revisions to the AFM,
- classification as minor of the revision to the AFM,
- approval of the revisions to the AFM,
- approval statement,
3.2 Preparation
The procedure should indicate how revisions to the AFM are prepared and how the co-
ordination with people in charge of design changes is performed.
3.3 Classification
The procedure should indicate how revisions to the AFM are classified as minor, in
accordance with the criteria of paragraph 2.
All decisions of classification of minor revisions to the AFM that are not
straightforward must be recorded and documented. These records must be easily
accessible to the DGCA for sample check.
All classifications of minor revisions to AFM must be accepted by an appropriate
authorised signatory.
The procedure must indicate the authorised signatories for the various products listed
in the terms of approval.
3.4 Approval
The procedure should indicate how the approval under the privilege of
21.A.263(c)(4)will be formalised.
The authorised signatories should be identified (name, signature), together with the
scope of authorisation, in a document that can be linked to the DOA handbook.
3.5 Approval statement

Revisions of the AFM under the privilege of 21.A.263(c)(4) should be issued with the
approval statement defined in 21.A.263(c)(4)on the front page and/or in the log of
revisions.

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AMC 21.A263(c)(6)Procedure for proposing for the approval conditions for issue
of a Special Flight Permit
1 INTENT
This AMC provides means to develop a procedure to determine that an aircraft can fly,
under the appropriate restrictions compensating for non-compliance with the
airworthiness codes applicable to the aircraft category. Each DOA applicant or holder
must develop its own internal procedure following this AMC, in order to obtain the
privilege as per an agreed upon procedure with DGCA to make this determination and
propose for approval of associated conditions.
2 PROCEDURE FOR THE APPROVAL OF THE CONDITIONS FOR ISSUE

OF A SPECIAL FLIGHT PERMIT
2.1 Content
- decision to use the privilege;
- management of the aircraft configuration;
- determination of the conditions that must be complied with to perform safely a
flight;
- documentation of flight conditions substantiations;
- approval under the DOA privilege, when applicable;
- concurrence of DGCA as per the agreed upon procedures
- authorised signatories.
2.2 Decision to use the privilege of 21.A263(c)(6)

The procedure must include a decision to determine:
- Flight conditions would be prepared and proposed by the DOA holder and shall
be finalized after an agreed upon procedure with DGCA according to the criteria
of 21.A263(c)(6).
2.3 Management of the aircraft configuration

The procedure must indicate:
- how the aircraft, for which an application for Special Flight Permit is made, is
identified;
- how changes to the aircraft will be managed.
2.4 Determination of the conditions that must be complied with to perform safely
a flight
The procedure must describe the process used by the DOA holder to justify that an
aircraft can perform the intended flight(s) safely. This process should include:
- identification of deviations from applicable airworthiness codes or non
compliance with CAR 21 conditions for the issue of a certificate of
airworthiness;
- analysis, calculations, tests or other means used to determine under which
conditions or restrictions the aircraft can perform safely a flight;
- the establishment of specific maintenance instructions and conditions to
perform these instructions;

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- independent technical verification of the analysis, calculations, tests or other
means used to determine under which conditions or restrictions the aircraft can
perform the intended flight(s) safely;
- statement by the office of airworthiness (or equivalent), that the determination
has been made in accordance with the procedure and that the aircraft has no
features and characteristics making it unsafe for the intended operation under
the identified conditions and restrictions;
- approval by an authorised signatory after obtaining concurrence of DGCA as
per an agreed upon procedure.
2.5 Documentation of flight conditions substantiations

1. The analysis, calculations, tests, or other means used to determine under which
conditions or restrictions the aircraft can perform safely a flight, must be
compiled in compliance documents. These documents must be signed by the
person(s) performing the independent technical verification.
2. Each compliance document must have a number and issue date. The various
issues of a document must be controlled.
3. The data submitted and approved by the type-certificate holder can be used as
substantiations. In that case, the independent technical verification referred to
in 2.4 is not required.
2.6 Proposing for approval under the DOA privilege

2.6.1 Initial approval
The procedure must include the following to support the proposal for approval
under the DOA privilege:
Issue II, Rev. 4, 22nd March, 2017

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FLIGHT CONDITIONS FOR A SPECIAL FLIGHT PERMIT – PROPOSAL
FORM
1. Applicant 2. Approval form number
[Name of organisation providing Issue:
the flight conditions and associated [number and issue, for traceability purpose]
substantiations]
3. Aircraft manufacturer / type 4. Serial number(s)
5. Purpose
[Purpose in accordance with 21.701(a)]
6. Aircraft configuration
The above aircraft for which a Special Flight Permit is requested is defined in [add
reference to the document(s) identifying the detailed configuration of the aircraft]
[For change(s) affecting the initial approval form: description of change(s). This
form must be re-issued]
7. Substantiations
[References to the document(s) justifying that the aircraft (as described in 5.) can
perform the intended flight(s) safely under the defined conditions or restrictions.]
[For change(s) affecting the initial approval form: reference(s) to additional
substantiation(s). This form must be re-issued]
8. Conditions/Restrictions
The above aircraft must be used with the following conditions or restrictions:
[Details of these conditions/restrictions, or reference to relevant document,
including specific maintenance instructions and conditions to perform these
instructions)
9. Statement
The flight conditions have been established and justified in accordance with 21.708.
The aircraft as defined in block 6 above has no features and characteristics making
it unsafe for the intended operation under the identified conditions and restrictions.
10. Date of issue 11. Name and signature

[Authorised signatory]
2.6.2 Approval of changes
Except for changes that do not affect the conditions approved for the issue of the Special
Flight Permit, the procedure must specify how changes will be approved by the DOA
holder. The form of paragraph 2.6.1 must be updated.
The person(s) authorised to sign the approval form must be identified (name, signature
and scope of authority) in the procedure, or in an appropriate document linked to the
DOA handbook.

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AMC 21.A 265(a)Administration of the Handbook
1 The handbook of the applicant must be in English language only.

2 The handbook must be produced in a concise form with sufficient information to
meet 21.A243 relevant to the scope of approval sought by the applicant. The
handbook must include the following:
a. Organisation name, address, telephone, telex and facsimile numbers.
b. Document title, and company document reference No (if any).
c. Amendment or revision standard identification for the document.
d. Amendment or revision record sheet.
e. List of effective pages with revision/date/amendment identification for each
page.
f. Contents list or index.
g. A distribution list for the Handbook.
h. An introduction, or foreword, explaining the purpose of the document for the
guidance of the organisation’s own personnel. Brief general information
concerning the history and development of the organisation and, if appropriate,
relationships with other organisations which may form part of a group or
consortium, must be included to provide background information for DGCA.
i. The approval must be reproduced in the document.
j. Identification of the department responsible for administration of the Handbook.
NOTE: In the case of an initial or revised approval it is recognised that certificate

will be issued after DGCA agreement to the handbook content in draft form.
Arrangements for formal publication in a timely manner must be agreed before the
approval is issued.
3 An updating system must be clearly laid down for carrying out required
amendments and modifications to the handbook.
4 The handbook may be completely or partially integrated into the company

organization manual. In this case, identification of the information required by
21.A243 must be provided by giving appropriate cross references, and these
documents must be made available, on request, to DGCA.
GM 21.A265 (b) Use of the Handbook
1 The handbook should be signed by the Chief Executive and the Head of the design
organisation and declared as a binding instruction for all personnel charged with the
development and type investigation of products.
2 All procedures referred in the handbook are considered as parts of the handbook
and therefore as basic working documents.

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Subpart JB– Design Organisation Approval (Parts &
Appliances)
GM 21.B231Applicability
Design of parts and appliances– Category JB. Due to the complexity of technology and
design activities in the aeronautic field, organisations are very often orientated to a
specific kind of activities and form consortia to build complete aircraft. It has been
considered as useful to give Design Organisation Approvals to such organisations to
simplify the overall Design Organisation Approval. A JB Design Organisation
Approval is indeed the recognition of a capability to design a part or appliance under a
general Design Assurance System.
When this recognition has been done and is continuously surveyed by DGCA, it is not
necessary to re-assess completely an organisation when included in a consortium or
other industrial relationship. The integration in the system only may be checked under
the Design Organisation Approval of the TC applicant. This can be considered as an
advantage to avoid duplication of work in the field of Design Organisation Approvals
for both the applicant and DGCA.
GM 21.B233Eligibility
DGCA will normally agree that the following organisations are appropriate for approval
under this Subpart JB-
a. Organisations having a major share of the design responsibility for a project
b. Organisations having competence to demonstrate compliance with requirements in
an area of specialised technology e.g. control computers, software.
c. Organisations having competence to show compliance with requirements
applicable to -
1. Major parts of a product such as –
- landing gear
- major systems
- engine compressor module
2 Major items of equipment such as -

- crew rest containers
- galleys
DGCA may not agree such an approval would be appropriate, where it finds the total
amount of work (of demonstrating compliance), to be subcontracted to the Organisation
by various JA Organisations, is too little to justify DGCA workload required to
investigate the Organisations.

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GM 21.B239 (a) Design assurance System
1 Purpose
This AMC outlines some basic principles and objectives in order to comply with
CAR 21.B239 (a).
2 Definitions
2.1 The Design Assurance System is the organisational structure, responsibilities,

procedures and resources to ensure the proper functioning of the Design
Organisation.
2.2 The Design Assurance is defined as all those planned and systematic actions
necessary to provide adequate confidence that the organisation has the
capability -
a. To design parts or appliances in accordance with the applicable
airworthiness requirements;
b. To assist in showing and verify the compliance with these requirements;
and
c. To make statements to the TC applicant/holder.
2.3 The “Type Investigation” means the tasks of the Organisation in support of the
Type Certificate necessary to assist in demonstration and verifying and in
maintaining compliance with the applicable airworthiness requirements.
3 Design Assurance
Effective Design Assurance demands a continuing evaluation of factors that affect

the adequacy of the design for intended applications, in particular that the part or
appliance, complies with applicable airworthiness requirements and will continue
to comply after any change. Two main aspects should therefore be considered-
1. How the planned and systematic actions are defined and implemented, from the
very beginning of design activities up to continued airworthiness activities.
2. How these actions are regularly evaluated and corrective actions implemented
as necessary.
NOTE: Liaison with DGCA regarding Type Investigation requires the prior
agreement of the TC applicant/holder.
3.1 Planned and Systematic Actions: For Design Organisations supporting Type
Investigation, the planned and systematic actions should cover the following tasks
and procedures should be defined accordingly:

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3.1.1 General
a. To issue or, where applicable, supplement or amend the Handbook in
accordance with 21.B243.
b. To assure that all instructions of the Handbook are adhered to.
c. To support Type Investigation.
d. To nominate individuals responsible for making statements to the TC applicant/
holder.
e. To nominate personnel belonging to the Office of Airworthiness responsible as
defined in paragraph 3.1.4.
f. (Reserved)
g. To ensure full and complete liaison between the Type Design Organisation and
related organisations having responsibility for parts or appliances manufactured
to the Type Certificate.
h. To provide the assurance to the TC applicant/holder that prototype models and
test specimens adequately conform to the Type Design.
3.1.2 Head of Design Organisation (or his Deputy). The Head of the Design
Organisation is responsible to ensure that the statements made as defined in
paragraph 2.2 above meet the applicable airworthiness requirements. He ensures
that the procedures as specified in the handbook have been followed.
3.1.3 (Reserved)
3.1.4 Office of Airworthiness

a. (Reserved).
b. Ensuring that handbook is prepared and updated as required in CAR 21.B243.
c. Co-operation with the TC applicant / holder in developing procedures to be used
for the Type Certification process.
d. Issuing of guidelines for documenting compliance.
e. Co-operation in issuing guidelines for the preparation of the manuals required
by the applicable CARs, Service Bulletins, drawings, specifications, and
standards.
f. Ensuring procurement and distribution of applicable airworthiness requirements
and other specifications.
g. Co-operating with the TC applicant / holder in proposing the Type Certification
basis including Special Conditions.
h. Interpretation of airworthiness requirements and requesting decisions of the TC
applicant / holder in case of doubt.
i. Advising of all departments of the design organisation in all questions regarding
airworthiness and certification.
j. Preparation of the certification programme and co-ordination of all tasks related
to Type Investigation in support of the TC applicant / holder.
k. (Reserved)
l. Ensuring co-operation in preparing inspection and test programmes needed for
m. (Reserved)
n. Checking that all statements are prepared as necessary to demonstrate
compliance with all airworthiness requirements.
o. (Reserved)
p. (Reserved)
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q. Providing verification to the Head of the Design Organisation that all activities
to support Type investigation have been properly completed.
r. (Reserved)
s. Monitoring of significant events on other aeronautical products as far as relevant
to determine their effect on airworthiness of parts and appliances being designed
by the Design Organisation.
t. Ensuring co-operation in preparing Service Bulletins, with special attention
being given to the manner in which the contents affect airworthiness.
u. Ensuring the initiation of activities as a response to a failure
(accident/incident/in- service occurrences) evaluation and complaints from the
operation and providing of information to the TC holder / applicant in case of
airworthiness impairment (continuing airworthiness).
v. (Reserved)
w. Ensuring that each of the manuals required by applicable CARs are checked to
determine that they meet the respective requirements.
3.1.5 Maintenance and Operating Instructions

a. Supporting the TC holder / applicant in the preparation and updating of all
maintenance and operating instructions (including Service Bulletins) needed to
maintain airworthiness (continuing airworthiness) in accordance with relevant
CARs.
b. (Reserved)
3.2 Continued Effectiveness of the Design Assurance System. The Organisation should
establish the means by which the continuing evaluation (system monitoring) of the
Design Assurance System will be performed in order to ensure that it remains
effective.
GM 21.B239 (a) Design assurance system
With the objective of meeting the requirements of 21.B239 (a), the design organization
should have a group for independent monitoring and surveillance, fundamentally to
ensure the proper compliance of design assurance system with the procedures including
the responsibility to carry out internal audit of the organization. The group should report
directly to HODO of the organization.
GM 21.B239 (c) Design Assurance System
In meeting the requirements of CAR 21.B239(c) the applicant for a Design

Organisation Approval under Subpart JB may adopt the following policy:
1. The satisfactory integration of the Partner/Sub-contractor and applicant’s Design
Assurance Systems should be demonstrated for the activities covered under the
applicant’s Terms of Approval.
2. In the event that a Partner/Sub-contractor holds a Design Organisation Approval
(DOA), then in accordance with CAR 21.B239(c), the applicant may take this into
account in demonstrating the effectiveness of this integrated system.

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3. When any Partner/Sub-contractor does not hold a D.O.A. then the applicant will
need to establish to its own satisfaction and the satisfaction of DGCA, the adequacy
of that partner’s/sub-contractor’s Design Assurance System in accordance with
CAR 21.B243(b).
AMC 21.B243 (a) Data requirements
The handbook should provide the following information –

1. A description of the tasks which can be performed under the approval, according
to the following classification:
a. General areas, like wings, fuselages, undercarriages, engine turbines.
b. Technologies handled by the Organisation (composite, wood or metallic
construction, electronic systems etc.)
c. (Reserved)
2. A general description of the Organisation, its main departments, their functions and
the names of those in charge; a description of the line management and of
functional relationships between the various departments.
3. A description of assigned responsibilities and delegated authority of all parts of the
Organisation which, taken together, constitute the Organisation’s Design
Assurance System together with a chart indicating the functional and hierarchical
relationship of the Design Assurance System to Management and to other parts of
the Organisation; also the chains of responsibilities within the Design Assurance
System, and the control of the work of all partners and sub-contractors.
4. A general description of the way in which the Organisation performs all the design
functions in relation to airworthiness including -
a. The procedures followed and forms used in the Type investigation process to
ensure that the design of, or the change to the design of, parts or appliances, as
applicable is identified and documented, and complies with the product
designer’s specification (which shall cover applicable airworthiness
requirements).
b. (Reserved)
5. A general description of the way in which the Organisation performs its function
in relation to the continuing airworthiness of a part or appliance it designs,
including co-operation with the production organisation when dealing with any
continuing airworthiness actions that are related to production of the product, part
or appliance, as applicable.
6. A description of the human resources, facilities and equipment, which constitutes

the means for design, and where appropriate, for ground and flight testing.

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7. An outline of a system for controlling and informing the Staff of the Organisation
of current changes in engineering drawings, specifications and design assurance
procedures.
8. (Reserved)
9. A description of the archives policy system.
10. (Reserved)
11. The names of the Design Organisation authorised signatories. Nominated persons
with specific responsibilities such as mentioned in CAR 21.33 and 21.35 should be
listed.
12. (Reserved)
13. A clear definition of the tasks, competence and areas of responsibility of the Office
of Airworthiness.
14. (Reserved)
15. A description of the means by which the continuing evaluation (system monitoring)
of the Design Control System will be performed in order to ensure that it remains
effective.
GM 21.B243 (d) Statement of qualifications and experience
1 Purpose
This GM provides guidelines on the following points:

- Who are the persons covered by 21.B243(d)?
- What is requested from the applicant for these persons?
2 Who are the persons?
Different types of functions are named or implicitly identified in the requirements of

CAR 21 Subpart JB or in associated AMC and GM, using qualified and experienced
personnel:
- the Chief Executive [see GM 21.B239(a), para. 3.1.2, GM 21.B249, GM
21.B265(b)]
- the other management staff:

* the Head of the design organisation [see GM No. 1 to 21.B239(a), para.3.1.2,
GM 21.B245, para.4.1, GM 21.B265(b)]
* the Chief of the office of Design [see GM 21.B245, para 4.3]
* the Chief of the Office of Airworthiness, or[see GM 21.B245, para. 4.2]
* the Chief of the independent monitoring function of the design assurance system
[see 21.B239(a)(3) and AMC 21.B243(a), para.2]
- the personnel making decisions affecting airworthiness and environmental

protection:

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* compliance verification engineers [see GM 21.B239(a), para.3.1.3]
3 Kind of statement
3.1 Chief Executive
The Chief Executive should provide the necessary resources for the proper functioning
of the design organisation.
A statement of the qualification and experience of the Chief Executive is normally not
required.
3.2 Other management staff
organization and be responsible through the Head of design organisation to the Chief
Executive for the execution of all functions as specified in CAR 21, Subpart JB.
Depending on the size of the organisation, the functions may be subdivided under
individual managers. The nominated managers should be identified and their
credentials furnished to DGCA.
The responsibilities and the tasks of each individual manager should be clearly defined,
in order to prevent uncertainties about the relations, within the organisation.
Responsibilities of the managers should be defined in a way that all responsibilities are
covered.
3.3 Personnel making decisions affecting airworthiness and environmental

protection
For these personnel, no individual statement is required. The applicant should show to
DGCA that there is a system to select, train, maintain and identify them for all tasks
where they are necessary.
The following guidelines for such a system are proposed:

* These personnel should be identified in the handbook, or in a document linked to
the handbook. This, and the corresponding procedures, should enable them to carry
out the assigned tasks and to properly discharge associated responsibilities.
* The needs, in terms of quantity of these personnel to sustain the design activities,
should be identified by the organisation.
* These personnel should be chosen on the basis of their knowledge, background and
experience.
* When necessary, complementary training should be established, to ensure sufficient
background and knowledge in the scope of their authorization. The minimum
standards for new personnel to qualify in the functions should be established. The
training should lead to a satisfactory level of knowledge of the procedures relevant
for the particular role.
* Training policy forms part of the design assurance system and its appropriateness
forms part of investigation by DGCA within the organisation approval process and
subsequent surveillance of persons proposed by the organisation.
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* This training should be adapted in response to experience gained within the
organization
* The organisation should maintain a record of these personnel which includes details
of the scope of their authorisation. The personnel concerned should be provided
with evidence of the scope of their authorisation.
* The following minimum information should be kept on record:
a) Name
b) Date of birth
c) Experience and training
d) Position in organisation
e) Scope of the authorisation
f) Date of first issue of the authorisation
g) If appropriate, date of expiry of the authorisation
h) Identification number of the authorisation.
The record may be kept in any format and should be controlled.
* Persons authorised to access the system should be maintained at a minimum to
ensure that records cannot be altered in an unauthorised manner or that such
confidential records do not become accessible to unauthorised persons.
* Personnel should be given access to their own record.
* Under the provision of 21.B257 DGCA has a right of access to the data held in such
a system.
* The organisation should keep the record for at least two years after a person has
ceased employment with the organisation or withdrawal of the authorisation,
GM 21.B245Requirements for Approval
1. General
The data submitted in accordance with 21.B243 should show that sufficient skilled
personnel are available and suitable technical and organizational provisions have
been made for supporting the Type Investigation defined by AMC 21.B239(a), sub-
paragraph 2.3.
2. Personnel
The applicant should show that the personnel available to comply with 21.B245
(a), are, due to their special qualifications and number, able to provide assurance of
the design or modification of a part or appliance as well as the compilation of all
data needed to meet the applicable airworthiness requirements while taking into
account the present state of the art and new experience.
3.Technical
The applicant should have access to -

a. Workshops and production facilities which are suitable for manufacturing
prototype models and test specimens.

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b. Accommodation and test facilities which are suitable for carrying out tests and
measurements, needed to demonstrate compliance with the airworthiness
requirements. The test facilities may be subjected to additional technical
conditions related to the nature of tests performed.
4. Organisation
The data submitted in accordance with CAR 21.B243 should show that –
4.1 The Head of the Design Organisation for which an application for approval has been
made, has the direct or functional responsibility for all departments of the
Organisation which are responsible for the part or appliance. If the departments
responsible for design are functionally linked, the Head of the Design Organisation
still carries the ultimate responsibility for compliance of the Organisation with
CAR-21 Subpart JB.
4.2 An Office of Airworthiness has been established and staffed on a permanent basis
to act as the focal point for coordinating airworthiness matters; it reports directly to
the Head of the Design Organisation or is integrated into an independent quality
assurance organisation reporting to the Head of the Design Organisation.
4.3 An Office of Design has been established within the design organisation and staffed
on a permanent basis to handle all design related activities that are required to be
carried out in terms of the parts and appliances that the design organisation develop/
intends to develop. The Chief of the office of design has the functional
responsibility of the office of design and reports directly to the Head of the design
organisation.
4.4 Responsibilities for all tasks which support Type Investigation are assigned in such
a way that gaps in authority are excluded.
4.5 The responsibility for a number of tasks as in sub-paragraph 4.4 may be assigned to
one person especially in the case of simple projects.
GM 21.B247Significant changes in the design assurance system
In addition to a change in ownership (see 21.B249), the following changes to the design
assurance system should be considered as “significant” to the demonstration of
compliance or to the airworthiness or environmental protection of the products:
1 Organisation
* Relocation to new premises

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* Change in the industrial organisation (partnership, suppliers, design work
sharing) unless it can be shown that the independent checking function of the
demonstration of compliance is not affected
* Change in the parts of the organisation that contribute directly to the
airworthiness or environmental protection (independent checking function,
office of airworthiness [or equivalent])
* Change to the independent monitoring principles (see 21.B239(a)(3))
2 Responsibilities
* Change of the management staff

- the Head of the design organisation
- the Chief of Design
- the Chief of the Office of Airworthiness
- the Chief of the independent monitoring function of the design assurance
system
* New distribution of responsibilities affecting airworthiness or environmental
protection.
3 Procedures
Change to the principles of procedures related to:
- the type certification
- the proposal of classification of changes and repairs and obtaining approval of
" major
- continued airworthiness (see 21.3A)
- the configuration control, when airworthiness or environmental protection is
affected
- the acceptability of design tasks undertaken by partners or subcontractors.
4 Resources
* Substantial reduction in number and/or experience of staff (see 21.B245(a)).
GM 21.B249Transferability
Transfer of the approval would normally only be agreed in cases where the Organisation
itself remains substantially unchanged.
An acceptable transfer situation could be for example a change of company name but
with no changes to site address or Chief Executive. However, if the same legal entity
were to relocate to new premises with a new Chief Executive and/or new departmental
heads, then a substantial investigation by DGCA would be necessary such that the
change would be classified as a re-approval.

237
In the event of receivership there may be good technical justification for continuation
of the approval provided that the company continues to function in a satisfactory
manner. It is likely that at a later stage the approval might be surrendered by the receiver
or transferred to another legal entity in which case the former paragraphs apply.
GM 21.B251Terms of Approval
1. The Terms of Approval are stated on the Certificate of Approval issued by DGCA.
The certificate states the scope of work with the appropriate limitations for which
the approval has been granted.
2. Approval of a change in the Terms of Approval in accordance with CAR 21.B253
will be confirmed by an appropriate amendment of the Certificate of Approval.
3. The certificate references the handbook of the approved Design Organisation,

provided in accordance with CAR 21.B243. This handbook defines the tasks which
may be performed under the approval.
4. Scopes of work are, for example, “wings” “fuselages” “undercarriages” “engine

turbines”. Technologies are quoted in the scope of work when it is considered by
the DGCA as a limitation for the Design Organisation Approval.
GM 21.B258 (a)(1)Examples of level one finding
Examples of level one finding are non-compliances with any of the following
paragraphs, that could lower the safety standard and hazards seriously the safety of the
aircraft:
21.B239, 21.B245, 21.B247, 21.B251, 21.B265(a) and (b).

a level one finding when objective evidence has been found that this finding is a non-
compliance that could affect the safety of the aircraft.
In addition, the failure to arrange for investigations under 21.B257, in particular to

obtain access to facilities, after denial of one written request should be classified as a
level one finding.
AMC 21.B265 (a)Administration of the Handbook (Acceptable Means of

Compliance)
1. The Handbook of the Applicant should be in English language.
2. The Handbook should be produced in a concise form with sufficient information

to meet CAR 21.B243 relevant to the scope of approval sought by the applicant.
The Handbook should include the following:

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a. Organisation name, address, telephone, telex, facsimile numbers and e-mail
address.
b. Document title, and company document reference No (if any).
c. Amendment or revision standard identification for the document.
d. Amendment or revision record sheet.
e. List of effective pages with revision/date/amendment identification for each
page.
f. Contents list or index.
g. A distribution list for the Handbook.
h. An introduction, or foreword, explaining the purpose of the document for the
guidance of the organisation’s own personnel. Brief general information
concerning the history and development of the organisation and, if appropriate,
relationships with other organisations which may form part of a group or
consortium, should be included to provide background information for DGCA
i. DGCA Certificate of Approval should be reproduced in the document.
j. Identification of the department responsible for administration of the
Handbook.
Note: In the case of an initial or revised approval it is recognised that certificate

will be issued after DGCA agreement to the Handbook content in draft form.
Arrangements for formal publication in a timely manner must be agreed before the
certificate of approval is issued.
3. An updating system should be clearly laid down for carrying out required
amendments and modifications to the handbook.
4. The handbook may be completely or partially integrated into the quality assurance
handbooks of the organisation to be approved. In this case, identification of the
information required by CAR 21.B243 should be provided by giving appropriate
cross references, and these documents should be made available, on request to
DGCA
GM 21.B265 (b) Use of the Handbook
1. The handbook should be signed by the Chief Executive and the Head of the Design
Organisation and declared as a binding instruction for all personnel charged with
the development and type investigation of products.
2. All procedures referenced in the handbook are considered as parts of the handbook
and therefore as basic working documents.

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Subpart K – Parts and appliances
AMC to 21.303(c) Standard Parts
In this context a part is considered as a “standard part”:
1. Where it is designated as such by the design approval holder responsible for the
product, part or appliance, in which the part is intended to be used. In order to be
considered a “standard part”, all design, manufacturing, inspection data and
marking requirements necessary to demonstrate conformity of that part should be
in the public domain and published or established as part of officially recognised
Standards, or
2. For sailplanes and powered sailplanes, where it is a non-required instrument and/or
equipment certified under the provision of CS 22.1301(b)/ applicable airworthiness
code, if that instrument or equipment, when installed, functioning, functioning
improperly or not functioning at all, does not in itself, or by its effect upon the
sailplane and its operation, constitute a safety hazard.
“Required” in the term “non-required” as used above, means required by the

applicable airworthiness code (CS 22.1303, 22.1305 and 22.1307) or required by
the relevant operating regulations and the applicable Indian Aircraft Rules or as
required by Air Traffic Management (e.g. a transponder in certain controlled
airspace).
Examples of equipment which can be considered standard parts are electrical

variometers, bank/slip indicators (ball type), total energy probes, capacity bottles
(for variometers), final glide calculators, navigation computers, data logger /
barograph /turn-point camera, bug-wipers and anti-collision systems, etc.
Equipment which must be approved in accordance to the airworthiness code shall

comply with the applicable ITSO or equivalent and is not considered a standard
part (e.g. oxygen equipment).
GM 21.303(c) Officially recognised Standards
In this context “officially recognised Standards” means:

1. Those standards established or published by an official body whether having legal
personality or not, which are widely recognised by the air transport sector as
constituting good practice; or
2. The standard used by the manufacturer of the equipment as mentioned in paragraph
2 of AMC 21.303(c).

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Subpart L – Not applicable

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Subpart M – Repairs
GM 21.431(a) Scope
Manuals and other instructions for continued airworthiness (such as the Manufacturers
Structural Repair Manual, Maintenance Manuals, Engine Manuals and Propeller
Manuals provided by the holder of the type certificate, supplemental type-certificate,
or APU ITSO authorisation as applicable) for operators, contain useful information for
the development and approval of repairs.
When these data are explicitly identified as approved, they may be used by operators
without further approval to cope with anticipated in-service problems arising from
normal usage provided that they are used strictly for the purpose for which they have
been developed.
Approved data is data which is approved either by DGCA, or by an appropriately

approved design organisation under the privilege granted by DGCA.
Note: Flow chart given below addresses procedure that should be followed for products

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OPERATOR
Damage
Initial assessment
Is there an existing APPLY SOLUTION

solution available Yes
( in SRM)
No
New Design
Is Applicant No Send data to DOA

DOA
Yes
Propose classification and send to

DGCA along with data
DGCA decides
Classification
Approval of repair
Minor design by DOA
Yes
No
Approval of repair APPLY SOLUTION

design by DGCA

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When specific repair data is approved outside of the Country, conditions for acceptance
may be defined in the bilateral arrangements between India and Regulatory Authority
of a third country. In the absence of such arrangement, the repair data shall follow the
approval route as if it was designed and approved within the Country.
GM 21.431(d) Repairs to ITSO articles other than an APU
A repair to an ITSO article other than an APU can be either seen:
1. Under 21.611 in the context of an ITSO authorisation, i.e., when an article as such
is specifically approved under Subpart O, with dedicated rules that give specific
rights and obligations to the designer of the article, irrespective of any product type
design or change to the type design. For a repair to such an article, irrespective of
installation on any aircraft, Subpart O, and 21.611in particular, should be
followed.; or
2. When an airline or a maintenance organisation is designing a new repair (based on
data not published in the TC holder or Original Equipment Manufacturer (OEM)
documentation) on an article installed on an aircraft, such a repair can be
considered as a repair to the product in which the article is installed, not to the
article taken in isolation. Therefore Subpart M can be used for the approval of this
repair, that will be identified as “repair to product x affecting article y", but not
"repair to article y".
AMC 21.433(a) and 21.447Repair design and Record Keeping
1. Relevant substantiation data associated with a new major repair design and record
keeping should include:
a. damage identification and reporting source,
b. major repair design approval sheet identifying applicable requirements and
references of justifications,
c. repair drawing and/or instructions and scheme identifier,
d. correspondence with the TC, STC, or APU ITSO authorization holder, if its
advice on the design has been sought,
e. structural justification (static strength, fatigue, damage tolerance, flutter etc ) or
references to this data,
f. effect on the aircraft, engines and/or systems, (performance, flight handling, etc
as appropriate)
g. effect on maintenance programme,
h. effect on Airworthiness limitations, the Flight Manual and the Operating
Manual,
i. weight and moment change,
j. special test requirements.
2. Relevant minor repair documentation includes paragraphs 1(a) and (c). Other points
of paragraph 1 may be included where necessary. If the repair is outside the
approved data, justification for classification is required.

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3. Special consideration should be given to repairs that impose subsequent limitations
on the part, product or appliance, (e.g., engine turbine segments that may only be
repaired a finite number of times, number of repaired turbine blades per set,
oversizing of fastener holes, etc.).
4. Special consideration should also be given to Life Limited parts and Critical Parts,
notably with the involvement of the type-certificate or STC holder, when deemed
necessary under 21.433 (b).
5. Repairs to engine critical parts would normally only be accepted with the
involvement of the TC holder.
GM 21.435(a) Classification of repairs
1. Clarification of the terms Major/Minor
In line with the definitions given in 21.91, a new repair is classified as 'major' if the
result on the approved type design has an appreciable effect on structural performance,
weight, balance, systems, operational characteristics, noise, fuel venting, exhaust
emission regulations or other characteristics regulations affecting the airworthiness of
the product, part or appliance. In particular, a repair is classified as major if it needs
extensive static, fatigue and damage tolerance strength justification and/or testing in its
own right, or if it needs methods, techniques or practices that are unusual (i.e., unusual
material selection, heat treatment, material processes, jigging diagrams, etc.)
Repairs that require a re-assessment and re-evaluation of the original certification

substantiation data to ensure that the aircraft still complies with all the relevant
requirements, are to be considered as major repairs.
Repairs whose effects are considered minor and require minimal or no assessment of
the original certification substantiation data to ensure that the aircraft still complies with
all the relevant requirements, are to be considered “minor”.
It is understood that not all the certification substantiation data will be available to those
persons/organisations classifying repairs. A qualitative judgment of the effects of the
repair will therefore be acceptable for the initial classification. The subsequent review
of the design of the repair may lead to it being re-classified, owing to early judgments
being no longer valid.
2. Airworthiness concerns for Major/Minor classification
The following should be considered for the significance of their effect when classifying
repairs. Should the effect be considered to be significant then the repair should be
classified 'Major'. The repair may be classified as 'Minor' where the effect is known to
be without appreciable consequence.
i) Structural performance
Structural performance of the product includes static strength, fatigue, damage
tolerance, flutter and stiffness characteristics regulations. Repairs to any element of
the structure should be assessed for their effect upon the structural performance.
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ii) Weight and balance
The weight of the repair may have a greater effect upon smaller aircraft as opposed
to larger aircraft. The effects to be considered are related to overall aircraft centre
of gravity and aircraft load distribution. Control surfaces are particularly sensitive
to the changes due to the effect upon the stiffness, mass distribution and surface
profile which may have an effect upon flutter characteristics regulations and
controllability.
iii) Systems
Repairs to any elements of a system should be assessed for the effect intended on
the operation of the complete system and for the effect on system redundancy. The
consequence of a structural repair on an adjacent or remote system should also be
considered as above, (for example: airframe repair in area of a static port).
iv) Operational characteristics regulations
Changes may include:
- stall characteristics regulations
- handling
- performance and drag
- vibration
v) Other characteristics regulations
- changes to load path and load sharing
- change to noise and emissions
- fire protection / resistance
Note: Considerations for classifying repairs 'Major/Minor' should not be limited to

those listed above.
3. Examples of 'Major' repairs
i) A repair that requires a permanent additional inspection to the approved

maintenance programme, necessary to ensure the continued airworthiness of the
product. Temporary repairs for which specific inspections are required prior to
installation of a permanent repair do not necessarily need to be classified as 'Major'.
Also, inspections and changes to inspection frequencies not required as part of the
approval to ensure continued airworthiness do not cause classification as 'Major' of
the associated repair.
ii) A repair to life limited or critical parts.
iii) A repair that introduces a change to the Aircraft Flight Manual.

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GM 21.437Issue of repair design approval
1) Approval by DOA holder

Approval of repairs through the use of procedures agreed with DGCA, means an
approval issued by the DOA holder without requiring DGCA involvement. DGCA will
monitor application of this procedure within the surveillance plan for the relevant
organisation. When the organisation exercises this privilege, the repair release
documentation should clearly show that the approval is under their DOA privilege.
2) Previously approved data for other applications

When it is intended to use previously approved data for other applications, it is expected
that applicability and effectiveness would be checked with an appropriately approved
design organisation. After damage identification, if a repair solution exists in the
available approved data, and if the application of this solution to the identified damage
remains justified by the previous approved repair design, (structural justifications still
valid, possible airworthiness limitations unchanged), the solution can be considered
approved and can be used again.
3) Temporary repairs.
These are repairs that are life limited, to be removed and replaced by a permanent repair
after a limited service period. These repairs should be classified under 21.435 and the
service period defined at the approval of the repair.
4) Fatigue and damage tolerance.

When the repaired product is released into service before the fatigue and damage
tolerance evaluation has been completed, the release should be for a limited service
period, defined at the issue of the repair.
GM 21.437(a)Issue of repair design approval
1) Products first type-certificated by DGCA
i) DGCA approval is required in cases of major repairs proposed by design

organization approval holders, not being the TC, STC or APU ITSO
authorization holder, and in cases of minor repairs proposed by persons not
holding a design organisation approval.
ii) DGCA approval is required in cases of major repairs proposed by design

organisation approval holders, being the TC, STC or APU ITSO authorization
holder, if the major repair is:
- related to new interpretation of the airworthiness requirement as used for type

certification.
- related to different means of compliance from that used for type certification.
- related to the application of airworthiness requirements different from that
used for type certification.
NOTE: This should be established at the time of DOA approval.

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2) Products first type-certificated by another country
DGCA approval is always required for major repairs on products first type-
certificated by another country. Approval privileges extended to TC holders are not
extended to TC holders of products first type-certificated by another country. Type-
certificate holders of those types may need to be involved when an arrangement
with the TC holder has been determined necessary under 21.433(b).
For repairs approved outside the Country, conditions for acceptance may be defined
in the bilateral arrangement between DGCA and the authority of another country.
In the absence of such arrangement, the repair data shall follow the approval route
as if it was designed and approved within the Country.
GM 21.439Production of repair parts
A maintenance body, (organisation or person), may manufacture parts for repair

purposes when in accordance with Subpart F or when approved under Subpart G of
CAR 21. In addition, a maintenance organisation may manufacture parts for its own
repair purposes when expressly authorised by DGCA in accordance with the applicable
rules.
GM 21.441Repair Embodiment
Repairs should be accomplished by an organisation or person in accordance with the

relevant rules.
The holder of a production organisation approval under Subpart G of CAR 21 may

accomplish repairs to new aircraft, within its terms of approval, under the privilege of
21.163(d).
GM 21.443Limitations
Instructions and limitations associated with repairs should be specified and controlled
by those procedures required by the applicable operations rules.
GM 21.445Un-repaired damage
This is not intended to supersede the normal maintenance practices defined by the type
certificate holder, (e.g., blending out corrosion and re-protection, stop drilling cracks,
etc.), but addresses specific cases not covered in the manufacturer's documentation.

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Subpart N – Not applicable

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Subpart O – Indian Technical Standard Order
Authorisations (ITSOA)
AMC 21.602B(b)(2)Procedures for ITSO authorisations
1 Scope
1.1 A manual of procedures must set out specific design practices, resources and
sequence of activities relevant for the specific projects, taking account of CAR
21 requirements.
1.2 These procedures must be concise and limited to the information needed for
quality and proper control of activities by the applicant/holder, and by DGCA.
2 Management of the ITSO authorisation process
A procedure explaining how the application to the DGCA certification process

to obtain an ITSOA will be made, must be established.
3 Management of design changes
3.1 A procedure taking into account 21.611, must be established for the
classification and approval of design changes on articles under ITSO
authorisation
3.2 Procedure for the classification and approval of repairs and unintentional
deviations from the approved design data occurring in production (concessions
or non-conformances) must be established.
4 Obligations addressed in 21.609
it will fulfil the obligations under 21.609.
For issue of information and instructions, a procedure following the principles

of AMC 21.14(b), paragraph 4 must be established.
5 Control of design subcontractors

The applicant must establish the necessary procedures to show to DGCA how
it will control design subcontractors.

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AMC 21.608Declaration of Design and Performance
STANDARD FORM
DDP No.…………………………..
ISSUE No. ………………………..
1 Name and address of manufacturer.
2 Description and identification of article including:

Type No ……….
Modification Standard
Master drawing record
Weight and overall dimensions
3 Specification reference, i.e., ITSO No. and Manufacturer’s design specification.

4 The rated performance of the article directly or by reference to other documents.
5 Particulars of approvals held for the equipment.
6 Reference to qualification test report.
7 Service and Instruction Manual reference number.
8 Statement of compliance with the appropriate ITSO and any deviations there from.
9 A statement of the level of compliance with the ITSO in respect of the ability of the
article to withstand various ambient conditions or to exhibit various properties.
The following are examples of information to be given under this heading depending
on the nature of the article and the requirements of the ITSO.
a. Environmental Qualification
i. Temperature and Altitude
ii. Temperature Variation
iii. Humidity
iv. Operational Shocks and Crash Safety
v. Vibration
vi. Explosion Proofness
vii. Waterproofness
viii. Fluids Susceptibility
ix. Sand and Dust
x. Fungus Resistance
xi. Salt Spray
xii. Magnetic Effect
xiii. Power Input
xiv. Voltage Spike
xv. Audio Frequency Conducted Susceptibility - Power Inputs
xvi. Induced Signal Susceptibility
xvii. Radio Frequency Susceptibility (Radiated and Conducted)
xviii. Emission of Radio Frequency Energy
xix. Lightning Induced Transient Susceptibility
xx. Lightning Direct Effects
xxi. Icing

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xxii. Electrostatic Discharge
xxiii. Fire, Flammability
(NOTE: The manufacturer should list environmental categories for each of the sections
of the issue of EUROCAE ED-14/RTCA DO-160 that was used to qualify the article.)
b. For radio transmitters the transmitting frequency band, maximum transmitting
power, and emission designator.
c. Working and ultimate pressure or loads.
d. Time rating (e.g., continuous, intermittent) or duty cycle.
e. Limits of accuracy of measuring instruments.
f. Any other known limitations which may limit the application in the aircraft e.g.,
restrictions in mounting attitude.
10 A statement of the software level(s) used or “None” if not applicable.
(NOTE: Software levels are those defined in the applicable latest issue of EUROCAE
ED–12/RTCA document DO–178.)
11 A statement of design assurance level for complex hardware or a statement
indicating whether complex hardware is embedded or not in the product.
(NOTE: Complex hardware design assurance levels are those defined in the applicable
latest issue of EUROCAE ED–80/RTCA DO-254.)
12 The declaration in this document is made under the authority of
…………………………………………………………………(name of manufacturer)
(Manufacturer’s name) cannot accept responsibility for equipment used outside the
limiting conditions stated above without their agreement.
Date: ………….Signed……………………(Manufacturer’s authorised representative)
GM to 21A.611Design changes
A change to an ITSO article can either be seen:

Under this 21.611 in the context of an ITSO authorisation, i.e., when an article as such
is specifically approved under Subpart O, with dedicated rules that give specific rights
and obligations to the designer of the article, irrespective of any product type design or
change to the type design. For a change to such an article, irrespective of installation
on any aircraft, Subpart O, and this 21.611in particular, should be followed.
Or
When an airline or a maintenance organisation is designing a change (based on data not
published in the TC holder or Original Equipment Manufacturer documentation) on an
article installed on an aircraft, such a change can be considered as a change to the
product in which the article is installed, not to the article taken in isolation. Therefore
Subpart D can be used for the approval of this change that will be identified as "change
to product x affecting article y", but not "change to article y".

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Subpart P – Special Flight Permit
GM 21.701(a) Special Flight Permit when certificate of airworthiness or special

certificate of airworthiness is not appropriate
A certificate of airworthiness or special certificate of airworthiness may not be

appropriate for an individual aircraft or aircraft type when it is not practicable to comply
with the normal continued airworthiness requirements and the aircraft is to a design
standard that is demonstrated to be capable of safe flight under defined conditions.
CAR21.701 identifies cases where the issuance of a (Special) Certificate of
Airworthiness may not be possible or appropriate and this GM provides further
information and typical examples for clarification where appropriate:-
Note: This list of examples is not exhaustive
(1) Development:
- testing of new aircraft or modifications
- testing of new concepts of airframe, engine propeller and equipment;
- testing of new operating techniques;
(2) Demonstration of compliance with airworthiness codes:

- certification flight testing for type certification, supplemental type certificates,
changes to type certificates or Indian Technical Standard Order authorisation;
(3) Design organisations or production organisations crew training:

- Flights for training of crew that will perform design or production flight testing
before the design approval or Certificate of Airworthiness (C of A) can be issued.
(4) Production flight testing of new production aircraft:

- For establishing conformity with the approved design, typically this would be
the same program for a number of similar aircraft;
(5) Flying aircraft under production between production facilities:

- green aircraft ferry for follow on final production.
(6) Flying the aircraft for customer acceptance:

- Before the aircraft is sold and/or registered.
(7) Delivering or exporting the aircraft:

- Before the aircraft is registered in the State where the C of A will be issued.
(8) Flying the aircraft for Authority acceptance:

- In the case of inspection flight test by the authority before the C of A is issued.
(9) Market survey, including customer’s crew training:
- Flights for the purpose of conducting market survey, sales demonstrations and
customer crew training with non type certificated aircraft or aircraft for which
conformity has not yet been established or for non-registered a/c and before the
Certificate of Airworthiness is issued
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(10) Exhibition and air show:
- Flying the aircraft to an exhibition or show and participating to the exhibition
or show before the design approval is issued or before conformity with the
approved design has been shown.
(11) Flying the aircraft to a location where maintenance or airworthiness review are to
be performed, or to a place of storage:
- Ferry flights in cases where maintenance is not performed in accordance with
approved programmes, where an AD has not been complied with where certain
equipment outside the Master Minimum Equipment List (MMEL) is
unserviceable or when the aircraft has sustained damage beyond the applicable
limits.
(12) Flying an aircraft at a weight in excess of its maximum certificated take-off

weight for flight beyond the normal range over water, or over land areas where
adequate landing facilities or appropriate fuel is not available:
- Oversees ferry flights with additional fuel capacity.
(13) Record breaking, air racing or similar competition:

- Training flight and positioning flight for this purpose are included
(14) Flying aircraft meeting the applicable airworthiness requirements before

conformity to the environmental requirements has been found:
- Flying an aircraft which has been shown to comply with all applicable
airworthiness requirements but not with environmental requirements.
(15) For non-commercial flying activity on individual non-complex aircraft or types

for which a certificate of airworthiness or special certificate of airworthiness is
not appropriate.
- For aircraft which cannot practically meet all applicable airworthiness
requirements, such as certain aircraft without TC-holder or aircraft which have
been under national systems of Special Flight Permit and have not been shown to
meet all applicable requirements. The option of a Special Flight Permit for such
an aircraft should only be used if a certificate of airworthiness or special
certificate of airworthiness cannot be issued due to conditions which are outside
the direct control of the aircraft owner, such as the absence of properly certified
spare parts.
Note: The above listing is of cases when a Special Flight Permit MAY be issued; it
does not mean that in the described cases a Special Flight Permit MUST be
issued. If other legal means are available to allow the intended flight(s) they can
also be used.

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GM 21.701Scope
An aircraft registered outside India and used for flight testing by an organisation which
has its principle place of business in India, remains under the authority of its state of
registry. DGCA or TC holder of that aircraft can provide, on request, technical
assistance to the state of registry for the issue of a Special Flight Permit, or equivalent
authorisation, under the state of registry applicable regulations.
GM 21.703Applicant for a Special Flight Permit
1. The applicant for a Special Flight Permit may be a person other than the registered
owner of the aircraft. As the holder of this permit will be responsible for ensuring that
all the conditions and limitations associated with the Special Flight Permit are
continuously satisfied, the applicant for the permit should be a person or organisation
suitable for assuming these responsibilities. In particular, the organisations designing,
modifying or maintaining the aircraft should normally be the holder of the associated
permits to fly.
2. An appropriately approved design organisation can apply for the approval of the
flight conditions when using its privilege in accordance with 21.A263(b)(1).
AMC 21.707Application for a Special Flight Permit
DGCA must receive an application form for Special Flight Permit (see below)
completed by the applicant.

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Application for Special Flight Permit
1. Applicant: [Name of applicant]
2. Aircraft
nationality and
identification
marks:
3. Aircraft
owner:
4. Aircraft manufacturer/type 5. Serial number
6. Purpose of flight
[Use terminology of 21.701(a) and add any additional information for accurate
description of the purpose, e.g. place, itinerary, duration…]
[For an application due to a change of purpose (ref. 21.713):reference to initial
request and description of new purpose]
7. Expected target date(s) for the flight(s) and duration
8. Aircraft configuration as relevant for the Special Flight Permit

8.1 The above aircraft for which a Special Flight Permit is requested is defined in
[add reference to the document(s) identifying the configuration of the aircraft. Same
as required in AMC 21.A263(c)(6) or AMC 21.709(b) application form, box 5]
8.2 The aircraft is in the following situation related to its maintenance schedule:
[Describe status]
9. Approval of flight conditions [if not available at the time of application, indicate
reference of request for approval]
[Reference to:. DGCA approval
10. Date 11. Name and signature


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GM 21.708(b)(6)Continuing airworthiness
In most cases a simple reference to existing maintenance requirements will suffice for
aircraft that have a temporarily invalid C of A.
For other aircraft it will have to be proposed by the applicant as part of the flight
conditions. For approved organisations they can be included in their procedures.
GM No. 1 to 21.708(c)Safe flight
Safe flight normally means continued safe flight and landing but in some limited cases
(e.g. higher risk flight testing) it can mean that the aircraft is able to fly in a manner that
will primarily ensure the safety of over flown third parties, the flight crew and, if
applicable other occupants.
This definition of “safe flight” should not be interpreted as allowing a test pilot,
equipped with a parachute and operating over a sparsely populated area, to set out on a
test flight in the full knowledge that there is a high probability of losing the aircraft.
The applicant should take reasonable care to minimise safety risks and to be satisfied
that there is a reasonable probability that the aircraft will carry out the flight without
damage or injury to the aircraft and its occupants or to other property or persons whether
in the air or on the ground.
GM No. 2 to 21.708(c) Substantiations
The substantiations should include analysis, calculations, tests or other means used to
determine under which conditions or restrictions the aircraft can perform safely a flight.
GM 21.708(d) Control of aircraft configuration
The applicant should establish a method for the control of any change or repair made
to the aircraft, for changes and repairs that do not invalidate the conditions established
for the Special Flight Permit.
All other changes should be approved in accordance with 21.713 and when necessary
a new Special Flight Permit should be issued in accordance with 21.711.
AMC 21.709(b) Submission of documentation supporting the establishment of

flight conditions
Together with the application, the documentation required by 21.709(b) must be

submitted, completed with all relevant information. If the complete set of data is not
available at the time of application, the missing elements can be provided later. In such
cases, the approval form (as given below) must be provided only when all data are
available, to allow the applicant to make the statement required in box 8 of the form.

257
FLIGHT CONDITIONS FOR A SPECIAL FLIGHT PERMIT – APPROVAL
FORM
1. Applicant 2. Approval form number.
the flight conditions and associated [number and issue, for traceability
substantiations] purpose]
3. Aircraft manufacturer/type 4. Serial number(s)
5. Purpose

reference to the document(s) identifying the configuration of the aircraft]
[For change(s) affecting the initial approval form: description of change(s). This
form must be re-issued]
7. Substantiations
[Details of these conditions/restrictions, or reference to relevant document,
including specific maintenance instructions and conditions to perform these
instructions)
9. Statement
The aircraft as defined in block 6 above has no features and characteristics making it
unsafe for the intended operation under the identified conditions and restrictions.


258
GM 21.710Approval of flight conditions
1. The following flight conditions are not considered acceptable as related to the
safety of design:
a. the aircraft does not conform to an approved design; or

b. an Airworthiness Limitation, a Certification Maintenance Requirement or an
Airworthiness Directive has not been complied with; or
c. the intended flight(s) are outside the approved envelope;
d. the Special Flight Permit is proposed beyond the purpose of 21.701
2. Examples when the approval of flight conditions is not related to the safety of the
design are:
a. production flight testing for the purpose of conformity establishment;

b. delivery / export flight of a new aircraft the design of which is approved;
c. demonstrating continuing conformity with the standard previously accepted by
DGCA for the aircraft or type of aircraft to qualify or re-qualify for a (Special)
certificate of airworthiness.
GM 21.711(d) Additional conditions and restrictions
The conditions and restrictions prescribed by DGCA may include airspace restrictions
to make the conditions approved under 21.710 more concrete, or conditions outside the
scope of the ones mentioned in 21.708(b) such as a radio station license.
GM 21.713Changes
Changes to the conditions or associated substantiations that are approved but do not
affect the text on the Special Flight Permit do not require issuance of a new Special
Flight Permit.
In case a new application is necessary, the substantiation for approval of the flight
conditions only needs to address the change.
GM 21.719Transfer of a Special Flight Permit
Except for Special Flight Permits issued under 21.701(a)(15), like aircraft without TC
holder, a Special Flight Permit is issued based upon the applicant’s declaration of many
aspects of the proposed flight or flights, some of which are specific to the applicant.
Accordingly, the basis upon which a Special Flight Permit has been issued necessarily
is no longer fully in place when the holder of a Special Flight Permit changes,
ownership changes, and/or there is a change of register. Such changes necessitate a new
application under 21.707.

259
Subpart Q – Identification of products, parts and
appliances
GM 21.804(a) (1) Identification of parts and appliances
It is not the intent of 21.804(a) (1) to introduce an obligation for a production

organisation (manufacturer) to mark new parts or appliances with information which is
not identified by the design approval holder. Therefore, the physical marking of parts
and appliances is only required when established by the design approval (TC, STC,
ITSO, repair, minor change) holder.
The design approval holder is required to identify to the manufacturer how the marking
in accordance with 21.804(a) (1)should be done. This can be limited to identifying a
marking field, possible depth and/or means etc., without prescribing the actual text or
symbols to be used.

260
APPENDICES - DGCA FORMS
Under CAR 21
1. DGCA, India AUTHORISED RELEASE CERTIFICATE 3. Form Tracking Number
FORM CA-1
4. Approved Organisation Name and Address: 5. Work Order/Contract/Invoice
6. Item 7. Description 8. Part No 9. Quantity 10. Serial/Batch No 11. Status/Work
12. Remarks
14a. □ CAR-145..50 Release to Service □ Other regulation specified in block 12

13a Certifies that the items identified above were manufactured in
conformity to:
Certifies that unless otherwise specified in block12, the work identified in block
□⁯ approved design data and are in condition for safe operation
11and described in block 12 was accomplished in accordance with CAR-145 and
in respect to that work the items are considered ready for release to service.
□ non-approved design data specified in block 12
13b Authorised Signature 13c. Approval/ Authorisation Number 14b. Authorised Signature 14c. Certificate/Approval Ref. No
13d. Name 13e. Date (d/m/y) 14d Name 14e. Date (d/m/y)
User/Installer Responsibilities
THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL THE ITEM . WHERE THE USER/INSTALLER PERFORMS WORK
IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK
1, IT IS ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE AIRWORTHINESS
AUTHORITY SPECIFIED IN BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST
CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE
AIRCRAFT MAY BE FLOWN
(*) Installer must cross-check eligibility with applicable technical data
Form CA-1 Authorised Release Certificate 1

FORM CA-1 - AUTHORISED RELEASE CERTIFICATE
COMPLETION INSTRUCTIONS
These instructions relate only to the use of Form CA-1 for manufacturing purposes. Attention
is drawn to Appendix 3 to Car 145 which covers the use of Form CA-1 for maintenance
purposes.

1.1. A primary purpose of the certificate is to declare the airworthiness of new aviation
products, parts and appliances (hereafter referred to as ‘item (s)’).
1.2. Correlation must be established between the certificate and the item(s). The originator must
retain a certificate in a form that allows verification of the original data.
1.3. The certificate is acceptable to many airworthiness authorities, but may be dependent on
bilateral agreements and/or the policy of the airworthiness authority. The ‘approved design
data’ mentioned in this certificate then means approved by the airworthiness authority of the
importing country.
1.4. The certificate is not a delivery or shipping note.
1.5. Aircraft are not to be released using the certificate.
1.6. The certificate does not constitute approval to install the item on a particular aircraft,
engine, or propeller but helps the end user determine its airworthiness approval status.
1.7. A mixture of production released and maintenance released items is not permitted on the
same certificate.
1.8. A mixture of items certified in conformity with ‘approved data’ and to ‘non-approved data’
is not permitted on the same certificate.
2. GENERAL FORMAT
2.1 The Certificate must comply with the format attached including block numbers and the
location of each Block. The size of each Block may however be varied to suit the individual
application, but not to the extent that would make the Certificate unrecognisable.
2.2. The certificate must be in ‘landscape’ format but the overall size may be significantly
increased or decreased so long as the certificate remains recognisable and legible. If in doubt
consult the DGCA
2.3. The User/Installer responsibility statement can be placed on either side of the form.
2.4. All printing must be clear and legible to permit easy reading.
2.5. The certificate may either be pre-printed or computer generated but in either case the
printing of lines and characters must be clear and legible and in accordance with the defined
format.
2.6. The certificate should be in English, and if appropriate, in one or more other languages.

2.7. The details to be entered on the certificate may be either machine/- computer printed or
hand-written using block letters and must permit easy reading.
2.8. Limit the use of abbreviations to a minimum, to aid clarity.
2.9. The space remaining on the reverse side of the certificate may be used by the originator
for any additional information but must not include any certification statement. Any use of the
reverse side of the certificate must be referenced in the appropriate block on the front side of
the certificate.
3. COPIES
3.1. There is no restriction in the number of copies of the certificate sent to the customer or
retained by the originator.
4. ERROR(S) ON A CERTIFICATE
4.1. If an end-user finds an error(s) on a certificate, he must identify it/them in writing to the
originator. The originator may issue a new certificate if they can verify and correct the error(s
4.2. The new certificate must have a new tracking number, signature and date.
4.3. The request for a new certificate may be honoured without re-verification of the item(s)
condition. The new certificate is not a statement of current condition and should refer to the
previous certificate in block 12 by the following statement: ‘This certificate corrects the error(s)
in block(s) [enter block(s) corrected] of the certificate [enter original tracking number] dated
[enter original issuance date] and does not cover conformity/condition/release to service’. Both
certificates should be retained according to the retention period associated with the first.
5 COMPLETION OF THE RELEASE CERTIFICATE BY THE ORIGINATOR
Except as otherwise stated, there must be an entry in all Blocks to make the document a valid
certificate.
Block 1 Pre-printed 'DGCA, India’
Block 2 Pre-printed 'Authorised Release Certificate/CA Form l'.
Block 3 Form Tracking Number
Enter the unique number established by the numbering system/procedure of the organisation
identified in block 4; this may include alpha/numeric characters.
Block 4 Organisation Name and Address

Enter the full name and address of the production organisation (refer to CAR Form 55 Sheet
A) releasing the item(s) covered by this certificate. Logos etc. of the organisation are permitted
if they can be contained within the block.
The information in this Block needs to satisfy two objectives:
1. to relate the Certificate to an organisation approval, for the purposes of verifying authenticity
and authority of the Certificate:
2. to provide a ready means of rapidly identifying the place of manufacture and release, to
facilitate traceability and communication in the event of problems or queries.
Therefore, the name entered in the box is that of the organisation approval holder who is
responsible for making the final determination of conformity or airworthiness, and whose
Approval Reference Number is quoted in Block 16. The name must be entered in exactly the
same form as appears in the Approval Certificate held by the organisation.
The address(es) entered in Block 4 will assist in the identification of the approval holder AND
in identifying the place of release.
If the place of manufacture and release is one of the organisation addresses listed on the
Approval Certificate, then that is the only address needed in this Block.
If the place of manufacture and release is a location which is NOT listed in the Approval
Certificate then two addresses are required. The first address will be the address of the approval
holder (as listed in the Approval Certificate) and a second address entered to identify the place
of manufacture and release.
Block 5 Work Order/Contract/Invoice
To facilitate customer traceability of the item(s), enter the work order number, contract number,
invoice number, or similar reference number
Block 6 Item
Enter line item numbers when there is more than one line item. This block permits easy cross-
referencing to the Remarks block 12.
.
Where a number of items are to be released on the Certificate. it is permissible to use a separate
listing cross-referring Certificate and list to each other.
Block 7 Description
Enter the name or description of the item. Preference should be given to the term used in the
instructions for continued airworthiness or maintenance data (e.g. Illustrated Parts Catalogue,
Aircraft Maintenance Manual, Service Bulletin, Component Maintenance Manual).
Block8 Part Number

Enter the part number as it appears on the item or tag/packaging. In case of an engine or
propeller the type designation may be used
Block 9 Quantity
State the quantity of items

Block 10 Serial Number
If the item is required by regulation to be identified with a serial number, enter it here.
Additionally, any other serial number not required by regulation may also be entered. If there
is no serial number identified on the item, enter ‘N/A’.
Block 11 Status/Work
Enter either ‘PROTOTYPE’ or ‘NEW’.

Enter ‘PROTOTYPE’ for:
(i) The production of a new item in conformity with non-approved design data.
(ii) Re-certification by the organisation identified in block 4 of the previous certificate after
alteration or rectification work on an item, prior to entry into service, (e.g. after incorporation
of a design change, correction of a defect, inspection or test, or renewal of shelf-life.) Details
of the original release and the alteration or rectification work are to be entered in block 12.
Enter ‘NEW’ for:
(i) The production of a new item in conformity with the approved design data.
(ii) Re-certification by the organisation identified in block 4 of the previous certificate after
alteration or rectification work on an item, prior to entry into service, (e.g. after incorporation
of a design change, correction of a defect, inspection or test, or renewal of shelf-life.) Details
of the original release and the alteration or rectification work are to be entered in
block 12.
(iii) Re-certification by the product manufacturer or the organisation identified in block 4 of
the previous certificate of items from ‘prototype’ (conformity only to non-approved data) to
‘new’ (conformity to approved data and in a condition for safe operation), subsequent to
approval of the applicable design data, provided that the design data has not changed. The
following statement must be entered in block 12:
RE-CERTIFICATION OF ITEMS FROM ‘PROTOTYPE’ TO ‘NEW’: THIS DOCUMENT

CERTIFIES THE APPROVAL OF THE DESIGN DATA [INSERT TC/STC NUMBER,
REVISION LEVEL], DATED [INSERT DATE IF NECESSARY FOR IDENTIFICATION
OF REVISION STATUS], TO WHICH THIS ITEM (THESE ITEMS) WAS (WERE)
MANUFACTURED.
The box ‘approved design data and are in a condition for safe operation’ should be marked in
block 13a.
(iv) The examination of a previously released new item prior to entry into service in accordance
with a customer-specified standard or specification (details of which and of the original release
are to be entered in block 12) or to establish airworthiness (an explanation of the basis of release
and details of the original release are to be entered in block 12).
Block 12 Remarks

Describe the work identified in block 11, either directly or by reference to supporting
documentation, necessary for the user or installer to determine the airworthiness of item(s) in
relation to the work being certified. If necessary, a separate sheet may be used and referenced
from the CA Form 1. Each statement must clearly identify which item(s) in block 6 it relates
to. If there is no statement, state ‘None’.
Enter the justification for release to non-approved design data in block 12 (e. g. pending type-
certificate, for test only, pending approved data).
If printing the data from an electronic Form CA-1 any data not appropriate in other blocks
should be entered in this block..
Block 13a
Mark only one of the two boxes:
1. Mark the ‘approved design data and are in a condition for safe operation’ box if the item(s)
were manufactured using approved design data and found to be in a condition for safe
operation.
2. Mark the ‘non-approved design data specified in block 12’ box if the item (s) were
manufactured using applicable non-approved design data. Identify the data in block 12 (e.g.
pending type-certificate, for test only, pending approved data). Mixtures of items released
against approved and non-approved design data are not permitted on the same certificate.
Block 13b Authorised Signature
This space shall be completed with the signature of the authorised person. Only persons
specifically authorised are permitted to sign this block. To aid recognition, a unique number
identifying the authorised person may be added.
The hand-written normal signature of a person who has written authority from an approved
production organisation to make Certifications in respect of new items. Use of a stamp instead
of a signature is not permitted, but the authorised person may add a stamp impression to his or
her signature to aid recognition. Subject to the agreement of DGCA in any particular case,
computer-generated signatures are permitted if it can be demonstrated that an equivalent level
of control, traceability and accountability exists. (See AMC No.1 to 21.163(c) for computer
generated signature).
Block 13c Approval/Authorisation Number
Enter the approval/authorisation number/reference. This number or reference is issued by the

DGCA to the organisation releasing the new items.
Block 13d Name
Enter the name of the person signing block 13b in a legible form.
Block 13e The date on which Block 13b is signed, in the format day/month/year. The
month must be stated in letters (sufficient letters must be used so there can be
no ambiguity as to the month intended).

Block 14a-14e
General Requirements for blocks 14a-14e:
Not used for production release. Shade, darken, or otherwise mark to preclude inadvertent or
unauthorised use.
Place the following statement on the certificate to notify end users that they are not relieved of
their responsibilities concerning installation and use of any item accompanied by the form:
‘THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO
INSTALL.
WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH

REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT THAN THE
AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL THAT
THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY
ACCEPTS ITEMS FROM THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK
1.STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION
CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST
CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH
THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE
AIRCRAFT MAY BE FLOWN.’

GOVERNMENT OF INDIA
DIRECTORATE GENERAL OF CIVIL AVIATION
AIRWORTHINESS REVIEW CERTIFICATE
ARC REFERENCE:
Pursuant to the Convention on International Civil Aviation dated the 7th December, 1944, and
the Aircraft Rules,1937 as amended from time to time, DGCA hereby certifies that the
following aircraft:
Aircraft manufacturer ………………………………………………………….

Manufacturer's designation of aircraft: ……………………………………....
Aircraft type: …………………………………….……………………………
Aircraft registration: ……………………………………………………........
Aircraft serial Number: ………………….……………………………………
is considered to be airworthy at the time of the issue.
Date of issue: ....... ………………… Date of expiry: ... .....................................
Signed:……………………………. Authorisation No: ……………………
Form CA-15A Airworthiness Review Certificate 1

FORM CA-20 - SPECIAL FLIGHT PERMIT
GOVERNMENT OF INDIA
SPECIAL FLIGHT PERMIT
(*)
1. Nationality and registration marks

DGCA hereby permit noted aircraft to fly within
India under conditions listed below.
4. The permit covers
5. Holder:
6. Limitations/ Remarks
7. Validity period:
8. Place and date of issue 9. Signature of DGCA representative
This permit shall be carried on board during all flights
(*) For use by State of registry.
Form CA-20 Special Flight Permit 1

FORM CA-23 – CERTIFICATE OF AIRWORTHINESS
सं० / No.: ना० वि०२३ / C.A. 23
भारत / India
नागरविमाननमहावनदेशालय / Directorate General of Civil Aviation
उड़न-योग्यता प्रमाण-पत्र / Certificate Of Airworthiness
राष्ट्रीयतातथापंजीकरणविन्ह / विमानवनमाातातथाविमानवनमााताद्धाराविमानकोददयागयानाम / विमानक्रमसं० /

Nationality and Registration Mark Manufacturer and Manufacturer’s Designation of Aircraft Aircraft Serial No.
िगा / Category
उप-प्रभाग/ Sub-Division
आिश्यकन्यूनतमकमीदल / Minimum Crew Necessary
प्राविकृ तअविकतमकु लभार / Maximum All –Up –Weight Authorized
इसविमानकापररिालनइसविमानके सम्बन्िमेंजारीकीगयीअनुमोददतउड़ान-
वनयमािलीतथाउसमेंदकयेगएउत्तरितीसंशोिनोंके अनुसारदकयाजायेगा।यहउड़ान-वनयमािलीइसउड़न-योग्यता प्रमाण-
पत्रकाएकभागसमझीजायेगी तथाविमानमेंजायेगी।
This aircraft is to be operated in accordance with the approved Flight Manual and its subsequent amendments, issued
in respect of this aircraft. The Flight Manual shall form a part of this Certificate of Airworthiness and shall be carried on
board.
यहउड़न-योग्यता प्रमाण-पत्र,उपयुाक्तविमान,
वजसेपूिोक्तशतोंएिंसम्बद्धपररिालनपररसीमाओंके अनुरूपसांिाररतऔरप्रिावलतदकयेजानेपरउड़न-योग्यसमझाजाताहै; उसके वलए०७ददसंबर,
१९४४के अंतरााष्ट्रीयनागरविमाननविषयकअवभसमयतथासमय-समयपरयथासंशोवित विमान-वनयमािली, १९३७,
के अनुसारजारीदकयाजाताहै।
This Certificate of Airworthiness is issued pursuant to the Convention on International Civil Aviation, dated 07 th
December, 1944, and the Aircraft Rules, 1937, as amended from time to time, in respect of the above mentioned aircraft which
is considered to be airworthy when maintained and operated in accordance with the foregoing and the pertinent operating
limitations.
यददउपरोक्तअवनिायाशतेंपूरीकरदीगयीहैंतोयहप्रमाण-पत्रउड़न-योग्यता पुनरािलोकनप्रमाण-पत्रकीिैद्दतारहनेतकिैद्दरहेगाबशतेदकइसप्रमाण-
पत्रकोिापसनहींलेवलयाजाताअथिावनलंवबतनहींकरददयाजाता।
This Certificate of Airworthiness shall remain valid, subjected to the above compulsory conditions being fulfilled along
with valid Airworthiness Review Certificate, unless withdrawn, or suspended.
हस्ताक्षर / Signature :
नाम / Name :
पदनामके साथ मुहर / Designation with Seal :
जारीकरनेकाददनांक/ Date of Issue :
नयीददल्ली / New Delhi.
Form CA-23 Certificate of Airworthiness 1

FORM CA-24 - SPECIAL CERTIFICATE OF AIRWORTHINESS
(*) DGCA (*)
1. Nationality and registration marks 2. Manufacturer and manufacturer's designation of 3. Aircraft serial number
aircraft
4. Categories
5. This Certificate of Airworthiness is issued pursuant to (**) [the Convention on International Civil Aviation dated 7 December 1944] and the Aircraft
Rules,1937 as amended from time to time, in respect of the above mentioned aircraft which is considered to be airworthy when maintained and operated in
accordance with the foregoing and the pertinent operating limitations.
In addition to above the following restrictions apply:
(**) [The aircraft may be used in international navigation notwithstanding above restrictions].
Date of issue: Signature:
6. This Certificate of Airworthiness is valid unless revoked by DGCA.

A current Airworthiness Review Certificate shall be attached to this Certificate.
This permit shall be carried on board during all flights

(*) For use by State of registry.
(**) Delete as applicable.
Form CA-24 Special Certificate of Airworthiness 1

FORM CA-25 – APPLICATION FOR ISSUE OF CERTIFICATE OF AIRWORTHINESS
GOVERNMENT OF INDIA
Application for Issue of Certificate of Airworthiness

Form CA-25
2. Nationality
3. Name and address of applicant

(if other than the owner of aircraft)
6. State of design

(b) Type (g) Type of propeller (where
applicable)
(c) Series (h) Certified passenger seating
capacity
(d) Manufacturer's serial (i) Avionics installed
number.
(e) Type of engine (j) Minimum crew required
(As per AFM or manufacturers
document)
9. Maximum take-off mass of aircraft
(as given in manufacturers document)
(a) (b) Engine in hours/cycle

Aircraft…………….…hours…………….cycle Port……………..………(inboard)…………………(outboar
s (if applicable) d)
Starboard………………(inboard)…………………(outboard
)
11. Hours flown since last C of A renewal (if

applicable)
12. Last major inspection carried out:
Form CA-25 Application for Certificate of Airworthiness

1
13. Date of last major inspection:
14. Is the aircraft: (Applicable for aircraft

manufactured in India)
a) a prototype,
b) Series aircraft,
15. (Applicable for foreign manufactured aircraft)

(a) State of Origin of Certificate of
Airworthiness presented
(b) Serial Number of the Certificate of
Airworthiness presented
(c) Export C of A or equivalent document
(d) C of A category:
i) Passenger
ii) Mail/goods
iii) Aerial work
iv) Private
e) Special category (specify)
16. Name and address of Approved Organisation/

Licensed Aircraft Maintenance Personnel with
whom aircraft is available for inspection
17. The fee shall be paid through online web portal

https://bharatkosh.gov.in/ as per Rule 62 (1)(D) of
the Aircraft Rules, 1937. Provide copy of receipt
with Transaction Reference No.
18. DECLARATION
I hereby declare that the particulars entered on this application and the appendix is true and correct to the
best of my knowledge and belief.
Date: Signature
Designation
1. Details of aircraft as per Appendix B should be forwarded to the Director General of Civil Aviation.
2. Certificate of Erection signed by an Aircraft Maintenance Engineer/ authorized personnel.
3. Certificate of Flight Test signed by licenced / authorised pilot.
4. Documents as required in CAR Section 2, Series ‘F’ Part III.

2
Appendix A
APPENDIX TO THE CA 25
DETAILS OF AIRCRAFT SYSTEMS, INSTRUMENTS AND EQUIPMENT

INSTALLED IN THE AIRCRAFT
1. Pressurization system
2. Automatic flight control and guidance systems
3. Cockpit voice recorder- state duration of recording
(Rotor RPM recording facility on CVR for helicopters only
)
4. Electric power generators:
4.1 Engine driven -

a) AC only- (including alternators with built-in
rectification) furnish frequency range
b) DC and AC
4.2 Helicopter transmission driven -

a) DC only (including alternators with built-in rectification)
b) DC and AC
c) AC only, frequency range
5. Main batteries:
a) Nickel/ Cadmium
b) Lead/ Acid
c) Number fitted
6. Oxygen System:
a) Installed
b) Portable
7. Engine fire detection system
9. Stall detection and warning system
11. Ice and rain protection systems
12. Type of DFDR installed

3
13. Emergency lighting system including Emergency
Escape path lighting

a) Rotating beacons
b) Strobe lights
15. Compasses:
a) Remote reading
b) Direct reading
16. Automatic navigation system
17. Rotor low rpm warning indication system (helicopters

only)
18. Additional Systems installed for Aerial work operations
OTHER INFORMATION
19. Are there provisions for the installation of safety

harnesses at -
a) Flight crew seat positions?
b) Cabin crew seat positions?
c) Passenger seat positions?
20. Are there provisions for carrying external loads?
21. Are there provisions for glider towing?
23. Give details of equipment (other than that listed in 1 to

18) which has been introduced by modification action (state
manufacturer and type)
24. Give details of changes, if any, introduced in the Flight

Manual, as a result of modification action
Note: All items should be completed as appropriate; in cases where items are not relevant, the
words "Not applicable" should be entered.
Date: Signature
Designation

4
APPENDIX B
FEES FOR ISSUE, RENEWAL OR VALIDATION OF CERTIFICATE OF AIRWORTHINESS

(in accordance with para D of Rule 62)
“(C) Issue, renewal or validation of Certificate of Airworthiness under rule 50:
(i) issue of Certificate of Airworthiness for an aircraft having maximum permissible take off weight —
(a) of 1,000 kilograms or less : Rs.20,000/-
(b) exceeding 1,000 kilograms, for every 1,000 kilograms or part thereof: Rs.1,000/-
(ii) validation or renewal of Certificate of Airworthiness : Fifty percent of the fees payable under sub-item (i).
(iii) issue of duplicate Certificate of Airworthiness: Ten percent of the fees payable under sub-item (i)”

5
GOVERNMENT OF INDIA
FORM CA-30 – Application for Type Certificate (TC)/ Restricted Type Certificate (RTC)
Application for Type Certificate (TC)/
Restricted Type Certificate (RTC)
1. Applicant
1.1 Company Name, Company

registration number, Address; Telephone, [provide copy of registration with national Companies register]
Fax and E-mail of Contact Person &
Authorised Person
1.2 Design Organisation Approval (DOA)
status
2. Product identification and fees information
Type Certificate Derivative/variant Restricted Type Certificate (RTC)

The fee shall be paid through online web portal https://bharatkosh.gov.in/ as per Rule 62 (1) (A) of the Aircraft Rules,
1937. Provide copy of receipt with Transaction Reference No.
2 (a) Fixed wing aircraft
Large Aeroplanes Small/ Light Aeroplanes
over 5,700 kg over 5,700 kg up to 8,620 kg(incl. commuter) VLA
up to 5,700 kg Powered sailplanes
LSA Sailplanes
2(b) Rotary wing aircraft Transport category Normal category Very Light Rotorcraft
rotorcraft rotorcraft
2.(c) Propulsion
Engines Propeller
Reciprocating
Turbine
2.(d) Manned Hot Air Balloon

2.2 Type / Model designation(s)
2.3 Foreign Approval Reference, and
restrictions (if applicable)
2.4 Restriction (if applying for RTC, to
indicate kind of restriction)
3. Applicable Airworthiness Code: Refer CAR 21.16A
4. Applicant’s declaration
I confirm that the information contained herein is correct and complete. I agree to pay the fees levied by DGCA in
respect of the issuance of a Type Certificate / Restricted Type Certificate and am aware of the consequences of non-
payment.
5. Signature
Date Name of the Authorised Signature
Representative
This Application should be sent to:
Director (Aircraft Engineering Directorate), Directorate General of Civil Aviation,
Opposite Safdarjung Airport, New Delhi- 110 003, India, Telephone: 91-11-24623211
See reverse for information

Information to be entered into TC / restricted TC application form:
The use of this form is required to enable DGCA to process applications without undue delay. The individual
fields of the application form may be varied in size to allow entry of all required information. The application
should be in English language.
Field 1.1: enter the name of the legal entity making the application, Company registration number (with copy
of Indian Companies register), address; enter the name, telephone, fax and e-mail of contact person
for this application and authorized person
Field 1.2: for applicants within the country: reference to DOA / alternative procedures approval or related
application made to DGCA e.g. for extension of scope related to this product
Field 2.1: the weight category shall refer to the maximum take-off weight (MTOW) of the aircraft type/model
as specified in the type certificate data sheet
Field 2.2: give a brief description of type and model applied for and, as applicable, make further reference to
drawings, basic data, ops characteristics/limitations as required by CAR 21 Para 21.15
Field 2.3: for applicants outside the country: enter reference to approval of the State of Design of the aircraft
Field 2.4: applications for restricted TC only: explain the reason for restriction
Field 5: signature of an authorised representative of the applicant

GOVERNMENT OF INDIA
FORM CA-31 – Application for Approval of Major Change/ Major Repair Design
Application for Approval of
Major Change / Major Repair Design
1. Applicant
1.1 Company Name, Company registration

number, Address; Telephone, Fax and E-mail [provide copy of registration with national Companies register]
of Contact Person & Authorised person
status
2. Classification, product identification
Major Change
Major Repair
Including Change to approved parts of Flight Manual (FM)
2.1 Fixed wing aircraft
LSA Sailplanes
2.2Rotary wing aircraft Transport category Normal category Very Light Rotorcraft
2.3 Propulsion
Engines Propeller
Reciprocating
Turbine
2.4 Manned Hot Air Balloon
4. Applicability / Description
4.1 Applicability, Title, Description, Affected
Areas (including manuals), Re-Investigations
and Justification (non TC-holder repairs only)
I confirm that the information contained herein is correct and complete.
6. Signature
Representative

Information to be entered into major change / major repair design approval application form :
Note: STC holders are requested to use this form also for major changes to their STC and make reference to the STC in field
4.1.
The use of this form is required to enable DGCA to process applications without undue delay. The individual fields of the application
form may be varied in size to allow entry of all required information. The application should be in English language.
Field 1.1: enter the name of the legal entity making the application, Company registration number (with copy of Indian
Companies register), address; enter the name, telephone, fax and e-mail of contact person for this application and
authorized person
Field 1.2: for applicants within the country: make reference to DOA / alternative procedures approval or related application made
to DGCA e.g. for extension of scope related to this design change
Field 2.1: the weight category shall refer to the maximum take-off weight (MTOW) of the aircraft type/model as specified in the
type certificate data sheet
Field 3: identify the applicable airworthiness code proposed to be used for DGCA certification
Field 4.1:
 For applicability: enter make, type / model, DGCA - or grandfathered NAA-TC / -ITSO number of the
original product / equipment, or reference to STC (in case of major change by STC-holder)
 For Title : give a title of the design change / repair design
 For Description: give a brief description of the design change / damage and repair design
 For Affected Areas (including manuals): identify all parts of the type design and the approved manuals
affected by the change / repair, and the airworthiness codes and environmental protection requirements with
which the change / repair has been designed; if necessary make reference to further attached documents in
e.g. relating to CAR 21, § 21.101 compliance
 For Re-Investigations: identify any re-investigations necessary to show compliance of the changed / repaired
product / equipment with the applicable airworthiness codes and environmental requirements; if necessary
make reference to further attached documents
 For Justification (non TC-holder repairs only): third party major repairs only: justify that the information
provided is adequate either from own resources or through an arrangement with the TC-holder
Field 4.2: for applicants outside the country: enter reference to approval of the State of Design of the change / repair

GOVERNMENT OF INDIA
FORM CA-32 – Application for Approval of Minor Change/ Minor Repair Design
Minor Change / Minor Repair Design
1. Applicant
1.1 Name, Address;
Telephone, Fax and E-mail of
Contact Person & Authorised
person
1.2 Design Organisation
Approval (DOA) Status
2. Classification, product identification
Minor Change
Minor Repair
LSA Sailplanes
2.2Rotary wing aircraft Transport category Normal category Very Light Rotorcraft
2.3 Propulsion
Engines Propeller
Reciprocating
Turbine
4.1 Applicability, Title,
Description, Affected Areas
(including manuals)
4.2Foreign Approval
Reference
(if applicable)
I confirm that the information contained herein is correct and complete.
6. Signature
Date Name of the Authorised Representative Signature

Information to be entered into minor change / minor repair application form:
Field 1.1: enter the name of the legal entity making the application, Company registration number (with copy of Indian
Companies register), address; enter the name, telephone, fax and e-mail of contact person for this application and
authorized person
Field 2: identify minor change or minor repair
Field 2.1: identify the kind of product / equipment for which an application is made by ticking the related checkboxes; the weight
category shall refer to the maximum take-off weight (MTOW) of the aircraft type/model as specified in the type
certificate data sheet
Field 4.1:
 For applicability: enter manufacturer, type / model, DGCA - or grandfathered NAA-TC / -ITSO number of
the original product / equipment
which the change / repair has been designed

GOVERNMENT OF INDIA
FORM CA-33 – Application for Approval of Supplemental Type Certificate (STC)
Supplemental Type Certificate (STC)
1. Applicant
1.1 Company Name, Company registration
number, Address; Telephone, Fax and E-mail [provide copy of registration with national Companies
of Contact Person & Authorised Person register]

status
2. Classification, product identification and fees information

Description of Change
LSA Sailplanes
2.2 Rotary wing aircraft Transport category Normal category Very Light Rotorcraft
2.3 Propulsion
Engines Propeller
Reciprocating
Turbine
The fee shall be paid through online web portal https://bharatkosh.gov.in/ as per Rule 62 (1)(F) of the Aircraft Rules,
1937. Provide copy of receipt with Transaction Reference No.
4.1 Applicability, Title, Description, Affected
Areas (including manuals), Re-Investigations
and Justification (non TC-holder repairs only)
respect of the issuance of a Supplemental Type Certificate and am aware of the consequences of non-payment.
6. Signature
Representative

Information to be entered into STC approval application form:
Note: STC holders are requested to use this form also for major changes to their STC and make reference to the STC in field
4.1.
Field 1.1: enter the name of the legal entity making the application, address; enter the name, telephone, fax and e-mail of contact
person for this application and authorized person
Field 2.1: the weight category shall refer to the maximum take-off weight (MTOW) of the aircraft type/model as specified in the
type certificate data sheet
Field 4.1:
 For applicability: enter make, type / model, DGCA - or grandfathered NAA-TC / -ITSO number of the
original product / equipment, or reference to STC (in case of major change by STC-holder)
which the change / repair has been designed; if necessary make reference to further attached documents in
e.g. relating to CAR 21, § 21.101 compliance
 For Re-Investigations: identify any re-investigations necessary to show compliance of the changed / repaired
product / equipment with the applicable airworthiness codes and environmental requirements; if necessary
make reference to further attached documents
 For Justification (non TC-holder repairs only): third party major repairs only: justify that the information
provided is adequate either from own resources or through an arrangement with the TC-holder

GOVERNMENT OF INDIA
FORM CA-34 – Application for Approval of Indian Technical Standard Order Authorisation
Application for Indian Technical Standard Order
Authorisation (ITSOA)
1. Applicant
1.1 Company Name, Company

registration number, Address; [provide copy of registration with national Companies register]
Telephone, Fax and E-mail of
Contact Person & Authorised
Person
1.2 Design Organisation Approval Applicant has to demonstrate capability in accordance with CAR 21 Subpart B
(DOA) status (in case of APU) and should hold DOA as per Subpart JA
2. Article / Equipment identification and fees information
2.1 Kind of Equipment / Product
2.2 Type/ Model
2.3 Description
2.4 Part No.
The fee shall be paid through online web portal https://bharatkosh.gov.in/ as per Rule 62 (1)(CA) of the Aircraft Rules,
1937 for ITSOA for all items except APU.
For APU applicant fees will be as per Rule 62 (1)(A)(ii)(a). Provide copy of receipt with Transaction Reference No.
3. Certification Basis
3.1 ITSO Standard(s)
3.2 Deviations State either "None" or state deviations
3.3 Aircraft Station License Data Emission Power Emission Class Frequency Band
(for transmitting equipment only)
4. Data Requirements
4.1 Part No. System
(description of the coding within
open brackets )
4.2 Production Reference
(if applicable)
4.3 Design Reference
(if applicable)
respect of the issuance of an ITSOA and am aware of the consequences of non-payment.
Representative

Information to be entered into ITSOA application form:
Field 1.1: enter the name of the legal entity making the application, address; enter the name, telephone, fax
and e-mail of contact person for this application and authorized person
Field 1.2: Applicant has to demonstrate capability in accordance with CAR 21 Subpart B and should hold DOA
as per Subpart JA in case of APU
Field 2.1-2.4: self explanatory
Field 3.1 enter ITSO standard(s)
Field 3.2: list deviations and make reference to document explaining the compensating factors or the design
features providing an equivalent level of safety (document to be attached to application) or state
“None” if the equipment is fully compliant with the requirements
Field 3.3: for transmitting equipment: enter emission power, emission classes and frequency band
Field 4.1 describe part number system to identify minor changes
example:
the part number of the article will be composed of a basic part number and wild card characters in
brackets related to the minor changes as follows:
ABCD-(XXX)-(XXX)
Field 4.2: applicants within the country: enter POA number according to CAR 21 subpart G or reference to
letter of agreement according to CAR 21 subpart F
Field 4.3: applicants within the country: for APUs: make reference to DOA handbook i.a.w. 21.605(e);
for all other articles make reference to procedures i.a.w. 21.605(f) or related application made to
DGCA e.g. for extension of scope related to this article

GOVERNMENT OF INDIA
FORM CA-35 – Statement of Compliance for Indian Technical Standard Order

Statement of Compliance for Indian Technical Standard Order

1. Applicant
1.1 Name, Address; Telephone, Fax

and E-mail of Contact Person &
Authorised Person
2. Article Identification
2.1 Type / Model
2.2 Part No(s).
3.1 Standard(s), Class(es)
3.2 Deviations (if any)
4. Statement of Compliance
It is certified that:
1. Except for the deviations stated in field 3.2 above, the article meets the requirements of CAR 21,
Subpart O and the listed ITSO Specifications.
2. The deviations stated in field 3.2 above are compensated for by factors or design features providing
an equivalent level of safety as shown in the document annexed to this statement.
3. The quality control integrity of these articles is attested by the issuance of an Authorised Release
Certificate for each article.

Representative

Information to be entered into Statement of Compliance for ITSOA form:
Field 1: self explanatory
Field 2: self explanatory
Field 3.1 enter ITSO standard(s) and class(es)
Field 3.2: list deviations and make reference to document explaining the compensating factors or the design
features providing an equivalent level of safety (document to be attached to statement of compliance)

FORM CA2006-1A – Application for Issue of Noise Certificate
Form CA 2006-1A
Application for Issue of
Noise Certificate
GOVERNMENT OF INDIA
1. PARTICULARS REGARDING THE APPLICANT
1.1 Company Name, Company registration number, Address; [provide copy of registration with national Companies
Telephone, Fax and E-mail of Contact Person & Authorised register]
Person
2. PARTICULARS REGARDING THE AIRCRAFT
2.1 Aircraft Registration: 2.2 Aircraft manufacturer:
2.3 Aircraft model: 2.4 Aircraft Serial number:
2.5 Date of manufacture: 2.6 Flight Manual reference:
2.7 Maximum take-off weight: 2.8 Maximum landing weight:
2.11 Engine serial number: 2.12. Propeller manufacturer:
2.13 Propeller model: 2.14 Propeller serial number:
2.15 Noise certification Standards:
2.16 Additional modification incorporated if any for the purpose of compliance with the applicable noise certification Standards:
2.17 Lateral/ full-power 2.18 Approach noise 2.19 Flyover noise level: 2.20 Overflight noise 2.21 Take-off noise
noise level: level: level: level:
2.22 ATTACHED DOCUMENTS (as required) (See CAR 21.204)
I hereby certify that the particulars provided in this application are true in every respect. It is further certified that the aircraft
has been maintained as per manufacturer’s recommendations and no modification has been carried out which may degrade the
noise level while flying.
Date Signature of Authorised Representative:

Title:
Record of Action
For DGCA Use Only For DGCA Use Only

3. REMARKS: (Examination of the application and the supporting documents for evaluation of eligibility)
Attach additional sheets, if required.
4. INSPECTION OF AIRCRAFT: (if carried out)
Date of Inspection: Inspecting Officer:
Noise Certificate No.:

(issued)
FORM CA-45A – Noise Certificate
OFFICE OF
Certificate No.:
DIRECTOR GENERAL
OF CIVIL AVIATION
TECHNICAL CENTRE, OPP SAFDARJANG
AIRPORT, NEW DELHI – 110 003
GOVERNMENT OF INDIA
NOISE CERTIFICATE
Form-CA-45A
1. Aircraft Type: 2. Aircraft model:
3. Engine: 4. Propeller
Type: Model: Type: Model:
5. Maximum Take-off mass: 6. Maximum landing mass: 7. Noise certification

Standards:
(kg) (kg)
8. Additional modifications incorporated for the purpose of compliance with the applicable noise certification standards
9. Lateral/ full-power 10. Approach 11. Flyover noise 12. Overflight 13. Take-off
noise level: noise level: level: noise level: noise level:
14. Remarks
15. This noise certificate is issued pursuant to Volume I of Annex 16 to the Convention on International Civil
Aviation, in respect of the above mentioned aircraft, which is considered to comply with the indicated noise
Standard when maintained and operated in accordance with the relevant requirements and operating limitations.
17. Signature:
16. Date of issue: Name:
Designation/Seal:
FORM CA2006-1 – Application for Issue of Noise Certificate
Form CA 2006-1
Application for Issue of
Noise Certificate
GOVERNMENT OF INDIA
1. PARTICULARS REGARDING THE APPLICANT
1.1 Name 1.2 Address for communication
Phone Fax e-mail
2. PARTICULARS REGARDING THE AIRCRAFT

2.1 Aircraft Registration: 2.2 Aircraft manufacturer:
2.3 Aircraft model: 2.4 Aircraft Serial number:
2.5 Date of manufacture: 2.6 Flight Manual reference:
2.7 Maximum take-off mass: 2.8 Maximum landing mass:
2.9 Engine manufacturer: 2.10 Engine model:
2.11 Engine serial number: 2.12 Noise certification Standards:
2.13 Additional modification incorporated if any for the purpose of compliance with the applicable noise certification Standards:
2.15 Lateral/ full-power 2.16 Approach noise 2.17 Flyover noise level: 2.18 Overflight noise 2.19 Take-off noise
noise level: level: level: level:
2.20 ATTACHED DOCUMENTS (as required) (See CAR 21.204)
I hereby certify that the particulars provided in this application are true in every respect. It is further certified that the aircraft
has been maintained as per manufacturer’s recommendations and no modification has been carried out which may degrade the
noise level while flying.
Date: Signature:
Title:
Record of Action
For DGCA Use OnlyFor DGCA Use Only

3. REMARKS: (Examination of the application and the supporting documents for evaluation of eligibility)
Attach additional sheets, if required.
4. INSPECTION OF AIRCRAFT: (if carried out)
Date of Inspection: Inspecting Officer:
Noise Certificate No.:

(issued)
Form CA-2006-1 Application for issue of noise certificate 1

FORM CA-45 – Noise Certificate
OFFICE OF
Certificate No.3 :
DIRECTOR GENERAL
OF CIVIL AVIATION
TECHNICAL CENTRE, OPP SAFDARJANG
AIRPORT, NEW DELHI – 110 003
GOVERNMENT OF INDIA1
NOISE CERTIFICATE2
4. Nationality and Registration 5. Manufacturer and Manufacturer’s 6. Aircraft Serial No.:
Marks: designation of aircraft:
7. Engine: 8. Propeller
Type: Model: Type: Model:
9. Maximum Take-off mass: 10. Maximum landing mass: 11. Noise certification
Standards:
(kg) (kg)
12. Additional modifications incorporated for the purpose of compliance with the applicable noise certification standards
13. Lateral/ full-power 14. Approach 15. Flyover noise 16. Overflight 17. Take-off
noise level: noise level: level: noise level: noise level:
17. Remarks
18. This noise certificate is issued pursuant to Volume I of Annex 16 to the Convention on International Civil
Aviation, in respect of the above mentioned aircraft, which is considered to comply with the indicated noise
Standard when maintained and operated in accordance with the relevant requirements and operating limitations.
20. Signature:
19. Date of issue: Name:
Designation/Seal:
Form CA-45 Noise Certificate 1

FORM CA-50 – Application for production organisation approval under CAR 21,
Subpart G
Form CA-50
Application for production organisation approval under CAR 21, Subpart G
DGCA
1. Registered name and address of the

organisation:
2. Trade name (if different):
3. Locations for which the approval is

applied for:
4. Brief summary of proposed activities at the item 3 addresses
a) General:
b) Scope of approval:
c) Nature of privileges:
5. Description of organisation:
6. Links/arrangements with design

approval holder(s)/design
organisation(s) where different from 1.
:
7. Approximate number of staff

engaged or intended to be engaged in
the activities:
8. Position and name of the

accountable manager:
Date Signature of the accountable manager
Note : 1.Applicants for Production Organisation Approval (POA) under CAR 21, Subpart G,
will be charged as per Rule 133C of the Aircraft Rules, 1937 through online web portal
https://bharatkosh.gov.in/. Provide copy of receipt with Transaction Reference No.
2. The fees for renewal of POA shall be fifty percent of that of the new POA as above.
Form CA-50 Application for production organisation approval CAR 21, Subpart ‘G’ 1
Block 1: The name of the organisation must be entered as stated in the register of the
Indian Companies Registration Office. For the initial application a copy of the
entry in the register of the Indian Companies Registration Office must be
provided to the DGCA.
Block 2: State the trade name by which the organisation is known to the public if different
from the information given in Block 1. The use of a logo may be indicated in
this Block.
Block 3: State all locations for which the approval is applied for. Only those locations
must be stated that are directly under the control of the legal entity stated in
Block 1.
Block 4: This Block must include further details of the activities under the approval for
the addresses indicated in Block 4. The Block “General” must include overall
information, while the Block “Scope of approval” must address the scope of
work and products/categories following t he principles laid down in the GM
21.151. The Block “nature of privileges” must indicate the requested privileges
as defined in 21.163(b)-(d). For an application for renewal state “N/A”.
Block 5: This Block must state a summary of the organisation with reference to the
outline of the production organisation exposition, including the organisational
structure, functions and responsibilities. The nomination of the responsible
managers in accordance with 21.145(c)(2) must be included as far as possible,
accompanied by the corresponding CA Forms 4.
For an application for renewal state “N/A”.
Block 6: The information entered here is essential for the evaluation of eligibility of the
application. Therefore special attention must be given concerning the
completion of this Block either directly or by reference to supporting
documentation in relation to the requirements of 21.133(b) and (c) and the AMC
to 21.133(b) and (c).
Block 7: The information to be entered here must reflect the number of staff, or in case
of an initial approval the intended number of staff, for the complete activities to
be covered by the approval and therefore must include also any associated
administrative staff.
Block 8: State the position and name of the accountable manager.
FORM CA-51 – Application for significant changes or variation of scope and terms of
Production Organization Approval under CAR 21, Subpart G
Application for significant changes or variation of scope and terms of Form CA - 51

Production Organization Approval under CAR 21, Subpart G
DGCA
1. Name and address of the POA holder:
2. Approval reference number:

3. Locations for which changes in the terms of
approval are requested:
4. Brief summary of proposed changes to the activities

at the item 3 addresses
a) General:
b) Scope of approval:
c) Nature of privileges:
5. Description of organizational changes:
6. Position and name of the accountable manager or

nominee:
Signature of
Date: Accountable Manager
Filling Instructions Form CA 51
Block 1:The name must be entered as written on the current approval certificate. Where a
change in the name is to be announced state the old name and address here, while using Block
5 for the information about the new name and address. The change of name and/or address
must be supported by evidence, e.g. by a copy of the entry in the register of commerce.
Block 2: State the current approval reference number.

Block 3: State the locations for which changes in the terms of approval are requested or state
“N/A” if no change is to be anticipated here.
Block 4: This Block must include further details for the variation of the scope of approval for
the addresses indicated in Block 3. The Block “General” must include overall information for
the change (including changes e.g. in workforce, facilities etc.), while the Block “Scope of
approval” must address the change in the scope of work and products/categories following the
principles laid down in the GM 21A.151. The Block “nature of privileges” must indicate a
change in the privileges as defined in 21A.163(b)-(d). State “N/A” if no change is anticipated
here.
Block 5: This Block must state the changes to the organisation as defined in the current
production organisation exposition, including changes the organisational structure, functions
and responsibilities. This Block must therefore also be used to indicate a change in the
accountable manager in accordance with 21A.145(c)(1) or a change in the nomination of the
responsible managers in accordance with 21A.145(c)(2). A change in the nomination of
responsible managers must be accompanied by the corresponding CA Form 4. State “N/A” if
no change is anticipated here.
Block 6: State the position and name of the accountable manager here. Where there is a change
in the nomination of the accountable manager, the information must refer to the nominee for
this position. State “N/A” if no change is anticipated here.
In case of an application for a change of the accountable manager the CA Form 51 must be
signed by the new nominee for this position. In all other cases the CA Form 51 must be signed
by the accountable manager.
FORM CA-52 – Aircraft Statement of Conformity
AIRCRAFT STATEMENT OF CONFORMITY
1. State of manufacture 2. Civil Aviation Authority of 3. Statement Ref. No

the State of manufacture
4. Organisation
5. Aircraft Type 6. Type-certificate Refs:
7. Aircraft Registration Or Mark 8. Manufacturers Identification No
9. Engine/Propeller Details (*)
10. Modifications and/or Service Bulletins (*)
11. Airworthiness Directives
12. Concessions
13. Exemptions, Waivers or Derogations (*)
14. Remarks
15. Certificate of Airworthiness
16. Additional Requirements
17. Statement of Conformity
It is hereby certified that this aircraft confirms fully to the type-certificated design and to the items
above in boxes 9, 10, 11, 12 and 13.
The aircraft is in a condition of safe operation.
The aircraft has been satisfactorily tested in flight.
18. Signed 19. Name 20. Date (d/m/y)
21. Production Organisation Approval Reference
(*) Delete as applicable
Form CA-52 Aircraft Statement of Conformity 1

AIRCRAFT STATEMENT OF CONFORMITY – FORM CA-52
COMPLETION INSTRUCTIONS
For the purpose of Car 21 Subpart F, Statement of Conformity means Form CA-52 for
complete aircraft or Form CA-1 for other products, parts, appliances and/or materials.
Authorised person means a person identified as signatory in the Manual accepted by

DGCA and provided in accordance with 2l.125A (b).
Responsible position means a position held by a person with terms of reference which
include responsibility for product conformity, and who has sufficient authority to
prevent the release of items which do not conform to the applicable design data and/or
are not in condition for safe operation.
Use of the aircraft Statement of Conformity issued by a manufacturer producing under

Car 21 Subpart F is described under 21.130 and the corresponding acceptable means
of compliance.
The purpose of the aircraft Statement of Conformity (Form CA-52) issued under CAR
21 Subpart G is to enable the holder of an appropriate production organisation
approval to exercise the privilege to obtain an individual aircraft certificate of
airworthiness from DGCA.
2. GENERAL
The Statement of Conformity must comply with the format attached including block
numbers and the location of each Block. The size of each Block may however be
varied to suit the individual application, but not to the extent that would make the
Statement of Conformity unrecognisable. If in doubt consult DGCA.
The Statement of Conformity must either be pre-printed or computer generated but in

either case the printing of lines and characters must be clear and legible. Pre-printed
wording is permitted in accordance with the attached model but no other certification
statements are permitted.
Completion may be either machine/ computer printed or hand-written using block

letters to permit easy reading. The application should be in English language.
A copy of the Statement and all referenced attachments are to be retained by the
approved production organisation.
3. COMPLETION OF THE STATEMENT OF CONFORMITY BY THE

ORIGINATOR
There should be an entry in all Blocks to make the document a valid statement.

A Statement of Conformity may not be issued to regulatory authority of third country
of registry unless the design of the aircraft and its installed products are approved.
The information required in Blocks 9, 10, 11, 12, 13 and 14 may be by reference to
separate identified documents held on file by the production organisation, unless
DGCA agrees otherwise.
This Statement of Conformity is not intended to include those items of equipment that
may be required to be fitted in order to satisfy applicable operational rules. However,
some of these individual items may be included in Block 10 or in the approved type
design. Operators are therefore reminded of their responsibility to ensure compliance
with the applicable operational rules for their own particular operation.
Block 1 Enter name of the State of manufacture.

Block 2 Pre printed DGCA.
Block 3 A unique serial number should be pre-printed in this Block for Statement
control and traceability purposes. Except that in the case of a computer
generated document the number need not be pre-printed where the
computer is programmed to produce and print a unique number.
Block 4 The full name and location address of the organisation issuing the
statement. This Block may be pre-printed. Logos etc. are permitted if
the logo can be contained within the Block.
Block 5 The aircraft type in full as defined in the type-certificate and its
associated data sheet.
Block 6 The type-cel1ificate reference numbers and issue for the subject aircraft.
Block 7 If the aircraft is registered then this mark will be the registration mark.
If the aircraft is not registered then this will be such a mark that is
accepted by DGCA.
Block8 The identification number assigned by the manufacturer for control and
traceability and product support. This is sometimes referred to as a
Manufacturers Serial No or Constructors No.
Block9 The engine and propel1er type(s) in full as defined in the relevant type-
certificate and its associated data sheet. Their manufacturer
identification No and associated location should also be shown.
Block 10 Approved design changes to the Aircraft Definition.
Block 11 A listing of al1 applicable airworthiness directives (or equivalent) and a

declaration of compliance, together with a description of the method of
compliance on the subject individual aircraft including products and
instal1ed parts, appliances and equipment. Any future compliance
requirement time should be shown.

Block 12 Approved unintentional deviation to the approved type design
sometimes referred to as concessions, divergences, or non-
conformances.
Block 13 Only agreed exemptions, waivers or derogations may be included here.
Block 14 Remarks. Any statement, information, particular data or limitation

which may affect the airworthiness of the aircraft. If there is no such
information or data, state: 'NONE'.
Block 15 Enter 'Certificate of Airworthiness', or 'Special Certificate of

Airworthiness', or for the Certificate of Airworthiness requested.
Block 16 Additional requirements such as those notified by an importing country

should be noted in this Block.
Block17 Validity of the Statement of Conformity is dependent on full completion

of al1 Blocks on the form. A copy of the flight test report together with
any recorded defects and rectification details should be kept on file by
the POA holder. The report should be signed as satisfactory by the
appropriate certifying staff and a flight crew member, e.g., test pilot or
flight test engineer. The flight tests performed are those defined under
the control of the quality system, as established by 21.139 in particular
21.139(b)(1)(vi), to ensure that the aircraft controls with the applicable
design data and is in condition for safe operation.
The listing of items provided (or made available) to satisfy the safe
operation aspects of this statement should be kept on file by the POA
holder.
Block 18 The Statement of Conformity may be signed by the person authorised to

do so by the production approval holder in accordance with 2l.145(d).
A rubber stamp signature should not be used.
Block 19 The name of the person signing the certificate should be typed or printed
in a legible form.
Block 20 The date the Statement of Conformity is signed should be given.
Block 21 DGCA approval reference of the POA holder should be quoted.

GOVERNMENT OF INDIA
CERTIFICATE OF RELEASE TO SERVICE
[APPROVED PRODUCTION ORGANISATION NAME]
Production organisation approval Reference:
Certificate of release to service in accordance with 21.163(d).
Aircraft:……………………… .. Type:…………………….……..Constructor No /
Registration: ……….. .............................................. has been maintained as specified
in Work Order: …………………….............................................................................
…...................................................................................................................................
Brief description of work performed:
Certifies that the work specified was carried out in accordance with 2l.163(d) and in
respect to that work the aircraft is considered ready for release to service and therefore
is in a condition for safe operation.
Certifying Staff (name):
(signature):
Location:
Date: ….-….. - …….. (day. month. year).
Form CA-53 Certificate of Release to Service 1

FORM CA-53 - CERTIFICATE OF RELEASE TO SERVICE
COMPLETION INSTRUCTONS
The Block BRIEF DESCRIPTION OF WORK PERFORMED appearing in FORM

CA-53 should include reference to the approved data used to perform the work.
The Block LOCATION appearing in FORM CA-53 refers to the location where the
maintenance has been performed, not to the location of the facilities of the organisation
(if different).
Form CA-53 Certificate of Release to Service 2

FORM CA-55 - PRODUCTION ORGANISATION APPROVAL CERTIFICATE
DGCA
APPROVAL CERTIFICATE
REFERENCE: DGCA.G.XXXX
Pursuant to the Indian Regulations in force and subject to the conditions specified below,
DGCA hereby certifies
Company Name
Address
as a
PRODUCTION ORGANISATION
approved according to Car 21, Subpart G
CONDITIONS
1. The approval is limited to that specified in the enclosed Terms of Approval; and
2. This approval requires compliance with the procedures specified in the Production Organisation Exposition;
and
3. This approval is valid whilst the approved production organisation remains in compliance with Car 21,
Subpart G.
Date of original issue: Date of this issue: Signed:
For DGCA
POA Certificate of Approval - Sheet A Month Year
Form CA-55 Production Organisation Approval Certificate 1

PRODUCTION ORGANISATION APPROVAL CERTIFICATE
DGCA Terms of Approval TA: DGCA.G.XXXX
This document is part of Production Organisation Approval Number DGCA.G.XXXX issued to
Company name
Section 1. SCOPE OF WORK:
PRODUCTION OF PRODUCTS / CATEGORIES
For details and limitations refer to the Production Organisation Exposition, Section xxx
Section 2. LOCATIONS:
Section 3. PRIVILEGES:
The Production Organisation is entitled to exercise, within its Terms of Approval and in accordance with the
procedures of its Production Organisation Exposition, the privileges set forth in 21.163. Subject to the
following:
Prior to approval of the design of the product a Form CA-1 may be issued only for conformity purposes.
A Statement of Conformity may not be issued for a non approved aircraft.
Maintenance may be performed, until compliance with maintenance regulations is required, in accordance with
the Production Organisation Exposition Section xxx.
Date of original issue: Date of this issue: Signed:
For DGCA
POA Certificate of Approval - Sheet B Month Year
Form CA-55 Production Organisation Approval Certificate 2

FORM CA-60 – Application for agreement of production under CAR 21 Subpart F
Form CA-60
Application for agreement of production under CAR 21 Subpart F
DGCA
1. Registered name and address of the

applicant:
2. Trade name (if different):
3. Location(s) of manufacturing activities:
4. Description of the manufacturing activities under application
a) Identification (TC, P/N , … as appropriate):
b) Termination (No. of units, Termination

date, …):
5. Evidence supporting the application, as per

21.124(b):
6. Links/arrangements with design approval

holder(s)/design organisation(s) where different
from Block 1. :
7. Human resources:
8. Name of the person signing the application:
. .
Date Signature
Note :
1.Applicants for agreement of production under CAR 21 Subpart F, will be charged as follows:
(i) fifty employees : Rs.25,000/-
(ii) more than fifty and upto two hundred employees: Rs.50,000/-
(iii) more than 200 employees : Rs.1,00,000/-
2. The fees for renewal of agreement shall be fifty percent of that of the new agreement as above.
Form CA-60 Application for agreement of production under CAR 21 Subpart ‘F’ 1
Block 1: The name of the applicant must be entered. For legal entities the name must be
as stated in the register of the Indian Companies Registration Office. In this case
a copy of the entry in the register of the Indian Companies Registration Office
must be provided to the Competent Authority.
Block 2: State the trade name by which the applicant is known to the public if different
from the information given in Block 1. The use of a logo may be indicated in
this Block.
Block 3: State all locations of manufacturing activities that are covered by the
application. Only those locations must be stated that are directly under the
control of the applicant stated in Block 1.
Block 4: This Block must include further details of the manufacturing activities under the
approval for the addresses indicated in Block 3. The Block “Identification” must
indicate the products, parts, appliances or material intended to be produced,
while the Block “Termination” must address any information on the limitation
of the activity, e.g., by stating the intended number of units to be manufactured
or the expected date of completion of the manufacturing activities.
Block 5: This Block must state evidence supporting the determination of applicability as
stated in 21.121. In addition an outline of the manual required by 21.125A(b)
must be provided with the application.
Block 6: The information entered here is essential for the evaluation of eligibility of the
application. Therefore special attention must be given concerning the
completion of this Block either directly or by reference to supporting
documentation in relation to the requirements of 21.122 and AMC 21.122.
Block 7: The information to be entered here must reflect the number of staff or in case of
an initial approval the intended number of staff, for the manufacturing activities
under this application and therefore must include also any associated
administrative staff.
Block 8: State the name of the person authorised to sign the application.
Form CA-60 Application for agreement of production under CAR 21 Subpart ‘F’ 2
LETTER OF AGREEMENT
[NAME OF THE APPLICANT]

[TRADE NAME (if different)]
[FULL ADDRESS OF THE APPLICANT]
Date (Day, Month, Year)

Reference: [DGCA].F.[XXX]
Subject: PRODUCTION WITHOUT POA, LETTER OF AGREEMENT
Dear Sirs,
Your production inspection system has been evaluated and found to be in compliance with Car 21,
Subpart F.
Therefore, subject to the conditions specified below, we agree that showing of conformity of products,
parts and appliances mentioned below may be done under Car 21, Subpart F.
No of Units P/N S/N
AIRCRAFT
PARTS
The following conditions are applicable to this agreement:
1. It is valid whilst [Company Name] remains in compliance with CAR 21, Subpart F.
2. It requires compliance with the procedures specified in [Company Name] Manual Ref. / Issue date
………………………………… .
3. It terminates on …………………………………….
4. The Statement of Conformity issued by [Company Name] under the provisions of 21.130 shall be
validated by the issuing authority of this letter of agreement in accordance with the procedure of the
above referenced Manual.
5. Mr./ Ms ………………………………….. is hereby authorized to validate the Statement of

Conformity/ Authorised Release Certificate.
6. [Company Name] shall notify the issuing authority of this letter of agreement immediately of any
changes to the production inspection system that may affect the inspection, conformity, or airworthiness
of the products and parts listed in this letter.
Date and Signature
Form CA-65 Letter of Agreement 1

GOVERNMENT OF INDIA
FORM CA-80A - Application for Design Organisation Approval (DOA)/ renewal of DOA
under CAR 21, Subpart JA
Application for Design Organisation Approval
(DOA)/ renewal of DOA under CAR 21, Subpart JA
1. Applicant
1.1 Company Name, Company registration [provide copy of registration with national Companies register]
number, Address; Telephone, Fax and E-mail of
Contact Person & Authorised person
2. Scope
Design in accordance with applicable type-certification basis and environmental protection requirements
2.1 Product Type [See instructions on reverse page]
2.2 Activity(ies) [See instructions on reverse page]
2.3 Technical Field(s) [See instructions on reverse page]
3. List of products (only for DOA applications related to TC and ITSOA for APU)
4. Limitations
5. Additional information
6. Fees information
1.Applicants for Design Organisation Approval (DOA) under CAR 21, Subpart JA, will be charged as per Rule 133C
of the Aircraft Rules, 1937 through online web portal https://bharatkosh.gov.in/. Provide copy of receipt with
Transaction Reference No.
2. The fees for renewal of DOA shall be fifty percent of that of the new DOA as above.The fee shall be paid through
online web portal https://bharatkosh.gov.in/ as per Rule 133C of the Aircraft Rules, 1937. Provide copy of receipt
7. Outline of data required under CAR 21.A243
The applicant shall provide the draft handbook, or an outline, including company flow-charts, description and
information on design activities and organisation of partners or subcontractors.
I agree to pay the fees levied by DGCA in respect of the issuance/renewal of a DOA certificate and am aware of the
consequences of non-payment.
9. Signature
Date Name of Chief Executive or Signature
Authorised Representative
This Application, together with :

- a copy of the registration with Indian Companies register,
- attachment “Information required for calculation of fee category”,
- the documents listed under § 7 above,
should be sent to:

Information to be entered into application for DOA form:
Fields 2.1-2.3 identify the product type, the activity/ies for each product type and the related technical field(s)
for each activity, in accordance with the lists below, add lines as appropriate depending on number
of activities and related technical fields; fill in a separate table (section 2.1-2.3) for each product
type (copy and paste section as necessary)
Field 2.1: Product Type
 Large aeroplane
 Small aeroplane
 Sailplane/powered Sailplane
 Very light aeroplane
 Small rotorcraft
 Large rotorcraft
 Very light rotorcraft
 Turbine engine
 Piston engine
 Auxiliary Power Unit (APU)
 Propeller
Field 2.2: Activity
 Type Certificates/ITSOA for APU
 Supplemental Type Certificates/ITSOA for APU
 Changes to type design (major and minor) by TC holders and continued airworthiness
 Repairs (major and minor)
 Minor changes only
 Minor repairs only
Field 2.3: Technical Field
 All (in case of Type Certificates)
 Avionics
 Installation of avionics equipment
 Structure
 Performance
 Environmental systems
 Hydro mechanical systems
 Electrical systems
 Cabin interiors
 Galleys or other interiors equipment
 Powerplant/Fuel system
 Software
 Transmissions
 Noise
 FADEC (Full Authority Digital Engine Control)
 Non critical engine parts
 Thrust reversers
Field 3: list all products for which TC application (or ITSOA for APU) is requested
Field 4: specify as necessary appropriate limitations, such as :
 Software level
 Primary/Secondary structure
 Others (to be specified)
Field 5: add information on schedule for Type Certificate, STC or other design approval
Field 7: See relevant subparts of CAR 21.
http://www.dgca.nic.in
GOVERNMENT OF INDIA
FORM CA-80B - Application for Design Organisation Approval (DOA)/ renewal of DOA
under CAR 21, Subpart JB
Application for Design Organisation Approval
(DOA)/ renewal of DOA under CAR 21, Subpart JB
1. Applicant
1.1 Company Name, Company registration number, [provide copy of registration with national Companies
Address; Telephone, Fax and E-mail of Contact Person register]
& Authorised person
2. Scope
Design in accordance with applicable regulations for the parts/ appliances as applicable.
3. Description of parts/ appliances
4. Limitations
6. Fees information
1.Applicants for Design Organisation Approval (DOA) under CAR 21, Subpart JB, will be charged as per Rule 133C
of the Aircraft Rules, 1937 through online web portal https://bharatkosh.gov.in/. Provide copy of receipt with
Transaction Reference No.
2. The fees for renewal of DOA shall be fifty percent of that of the new DOA as above. The fee shall be paid through
online web portal https://bharatkosh.gov.in/ as per Rule 133C of the Aircraft Rules, 1937. Provide copy of receipt
7. Outline of data required under 21.B243

The applicant shall provide the draft handbook, or an outline, including company flow-charts, description and
information on design activities and organisation of partners or subcontractors.
I agree to pay the fees levied by DGCA in respect of the issuance/renewal of a DOA certificate and am aware of the
consequences of non-payment.
9. Signature
Representative

- attachment “Information required for calculation of fee category”,
- the documents listed under § 7 above,
should be sent to:
Opposite Safdar Jung Airport, New Delhi- 110 003, India, Telephone: 91-11-24623211

Information to be entered into application for DOA form:
Fields 2 identify the scope of approval of parts/appliances type.
Field 3: Description of the types of parts/ appliances.
Field 4: specify as necessary appropriate limitations.
Field 5: add information as necessary.

Field 7: See relevant subparts of CAR 21.
http://www.dgca.nic.in
GOVERNMENT OF INDIA
FORMCA-81-Application for Alternative Procedures to Design Organisation Approval
Application for Alternative Procedures to Design Organisation

Approval (ADOA)
1. Applicant
1.1 Company Name, Company registration number,
Address; Telephone, Fax and E-mail of Contact
Person & Authorised person
2. Scope
Design approval case for which the Company applied for alternative procedures to DOA :
2.1 Eligibility 2.2 Description of case
TC as per 21.14(b) name and category of product
STC as per 21.112B(b) and GM 21.112B(b) description and products on which it applies
Major repair as per 21.432B(b) description and products on which it applies
ITSO as per 21.602B(b)(2) provide ITSO numbers and titles
Important note: An organisation that already has demonstrated its capability under alternative procedures to DOA must
re-apply only if the previous scope is proposed to be extended.
3. Reference of Procedures describing the alternative procedures in detail to Design Organisation Approval.
Reference Title Issue/Date
5. Fees information
1.Applicants for Alternative Procedure to Design Organisation Approval (ADOA) under CAR 21, Subpart JA, will be
charged as per Rule 133C of the Aircraft Rules, 1937 through online web portal https://bharatkosh.gov.in/. Provide
copy of receipt with Transaction Reference No.
The fee shall be paid through online web portal https://bharatkosh.gov.in/ as per Rule 133C of the Aircraft Rules, 1937.
Provide copy of receipt with Transaction Reference No.
I agree to pay the fees levied by DGCA in respect of the issuance of a DGCA finding of compliance and am aware of
the consequences of non-payment.
7. Signature
Date Name of Chief Executive or Authorised Representative Signature
- the documents listed under § 3 above, if available,
should be sent to:

Information to be entered into application for alternative procedures to DOA form:
Field 2.1: identify eligibility by ticking the related checkbox and indicate which case applies
Field 2.2: add description of case indicated under 2.1. Categories to be used are the categories described in
21.14(b).
Field 3: if available, provide the procedures; add rows if necessary
Field 4: add information on schedule for Type Certificate, STC or other design approval. Mention that it is
a change to existing procedures, when the application is related to the approval of updated
procedures.
GOVERNMENT OF INDIA
FORM CA-82A - Application for Significant Changes to Design Organisation Approval
(DOA) under CAR 21, Subpart JA
Application for Significant Changes to Design Organisation Approval (DOA) under
CAR 21, Subpart JA
1. Applicant
1.1 Applicant’s Design Organisation Approval (DOA)
Number
& Authorised person
2. Identification of significant change(s)
2.1 Changes to the organisation (ref. 21.A247 and GM 21.A247)
2.2 Changes to the scope
Product Type [See instructions on reverse page]
Activity(ies) [See instructions on reverse page]
Technical Field(s) [See instructions on reverse page]
2.3 Changes to the list of product types
2.4 Changes to limitations
2.5 Changes to the privilege(s)
3. Additional information related to the significant changes
4. Outline of data required under 21.A243
The applicant shall provide the draft revised handbook, or an outline, with the information related to the significant
changes, including company flow-charts, description and information on design activities and organisation of partners
or subcontractors.
5. Fees information
Applicants for significant changes to Design Organisation Approval (DOA) under CAR 21, Subpart JA, will be
The fee shall be paid through online web portal https://bharatkosh.gov.in/ for significant changes pertaining to number
of employees, when it increases beyond the limit as specified in Rule 133C of the Aircraft Rules, 1937 and extension
of scope of approval as specified in Rule 133C of the Aircraft Rules, 1937. Provide copy of receipt with Transaction
Reference No.(if applicable).
I agree to pay the fees levied by DGCA in respect of any surveillance activities related to my DOA certificate and am
aware of the consequences of non-payment.
7. Signature
Date Name of Chief Executive or Signature
This Application together with a copy of the registration with Indian Companies register and the documents listed
under § 4 above should be sent to: Director (Aircraft Engineering Directorate), Directorate General of Civil Aviation,

Information to be entered into application for significant changes to DOA form:
should be in English language
Field 1.1: enter your DGCA DOA number

Field 2.1: add description of changes to the organisation. See “AMC and GM to CAR 21” under the respective
link of the DGCA website: http://www.dgca.nic.in
Field 2.2: indicate only modifications to current scope requested regarding the product types, the activities
and/or the technical fields, in accordance with the lists below, add lines as appropriate depending on
number of activities and related technical fields concerned by modification; fill in a separate table
for each product type concerned by the modification (copy and paste section as necessary)
Product Type
 Large aeroplane
 Small aeroplane
 Sailplane/powered Sailplane
 Very light aeroplane
 Small rotorcraft
 Large rotorcraft
 Very light rotorcraft
 Turbine engine
 Piston engine
 Auxiliary Power Unit (APU)
 Propeller
Activity
 Type Certificates/ITSOA for APU
 Supplemental Type Certificates/ITSOA for APU
 Changes to type design (major and minor) by TC holders and continued airworthiness
 Repairs (major and minor)
 Minor changes only
 Minor repairs only
Technical Field
 All (in case of Type Certificates)
 Avionics
 Installation of avionics equipment
 Structure
 Performance
 Environmental systems
 Hydro mechanical systems
 Electrical systems
 Cabin interiors
 Galleys or other interiors equipment
 Powerplant/Fuel system
 Software
 Transmissions
 Noise
 FADEC (Full Authority Digital Engine Control)
 Non critical engine parts
 Thrust reversers
Field 2.3: indicate new product(s) to be added
Field 2.4: indicate changes in limitations
Field 2.5: indicate new privilege(s) to be added
IMPORTANT NOTE:
If changes mentioned in 2.1, 2.2 and 2.4 are affecting the category of DOA, send the attachment to this Form 82A
with the updated information.
Field 3: add information on schedule for any design approval
Field 4: See CAR 21 for the airworthiness and environmental certification of aircraft and related products,
parts and appliances, as well as for the certification of design and production.
GOVERNMENT OF INDIA
FORM CA-82B - Application for Significant Changes to Design Organisation Approval
(DOA) under CAR 21, Subpart JB
Application for Significant Changes to Design Organisation Approval
(DOA) under CAR 21, Subpart JB
1. Applicant
1.1 Applicant’s Design Organisation Approval (DOA)

Number
& Authorised person
2. Identification of significant change(s)
Changes in the organisation (ref. CAR 21.B247 and GM 21.B247), scope, list of parts/ appliances, limitations,
privilege(s) etc.
3. Additional information related to the significant changes
4. Outline of data required under 21.B243
The applicant shall provide the draft revised handbook, or an outline, with the information related to the significant
changes, including company flow-charts and, as relevant, description and information on design activities and
organisation of partners or subcontractors.
5. Fees information
Applicants for significant changes to Design Organisation Approval (DOA) under CAR 21, Subpart JB, will be
I agree to pay the fees levied by DGCA in respect of any surveillance activities related to my DOA certificate and
am aware of the consequences of non-payment.
7. Signature
Name of Chief Executive or
Date Signature
This Application together with a copy of the registration with Indian Companies register and the documents listed
under § 4 above should be sent to:

Information to be entered into application for significant changes to DOA form:
should be in English language
Field 1.1: enter your DGCA DOA number
Field 2
 add description of changes to the organisation. See “AMC and GM to CAR 21” under the respective link
of the DGCA website: http://www.dgca.nic.in
 indicate only modifications to current scope requested regarding the parts and appliances.
 indicate new product(s) to be added
 indicate changes in limitations
 indicate new privilege(s) to be added
IMPORTANT NOTE:
If changes mentioned in 2 are affecting the category of DOA, send the attachment to this Form 82B with the
updated information.
Field 3: add information on schedule for any design approval
Field 4: See CAR 21 for the airworthiness and environmental certification of aircraft and related products, parts
and appliances, as well as for the certification of design and production.
FORM CA-22 - Application for Special Flight Permit
Application for Special Flight Permit
1. Applicant: [Name of applicant]
2. Aircraft
nationality and
identification
marks:
3. Aircraft owner:
6. Purpose of flight
[Use terminology of 21.701(a) and add any additional information for accurate description of
the purpose, e.g. place, itinerary, duration…]
[For an applicatio10due to a change of purpose (ref. 21.713):reference to initial request and

description of new purpose]
7. Expected target date(s) for the flight(s) and duration
8. Aircraft configuration as relevant for the Special Flight Permit

8.1 The above aircraft for which a Special Flight Permit is requested is defined in
[add reference to the document(s) identifying the configuration of the aircraft. Same as
required in AMC 21.A263(c)(6) or AMC 21.709(b) application form, box 5]
8.2 The aircraft is in the following situation related to its maintenance schedule:
[Describe status]
9. Approval of flight conditions [if not available at the time of application, indicate reference
of request for approval]
[Reference to: DGCA approval]
10. Date 11. Name and signature

Note: The fee shall be paid through online web portal https://bharatkosh.gov.in/ for issue of Special Flight
Permit as specified in Rule 62(1)(D)(vi) of the Aircraft Rules, 1937. Provide copy of receipt with Transaction
Reference No.
Form CA-22 Application for Special Flight Permit 1

FORM CA-21 - FLIGHT CONDITIONS FOR A SPECIAL FLIGHT PERMIT –
APPROVAL FORM
FLIGHT CONDITIONS FOR A SPECIAL FLIGHT PERMIT – APPROVAL

FORM
1. Applicant 2. Approval form number.

the flight conditions and associated [number and issue, for traceability
substantiations] purpose]
3. Aircraft manufacturer/type 4. Serial number(s)
5. Purpose

reference to the document(s) identifying the configuration of the aircraft]
[For change(s) affecting the initial approval form: description of change(s). This form
must be re-issued]
7. Substantiations
[Details of these conditions/restrictions, or reference to relevant document, including
specific maintenance instructions and conditions to perform these instructions)
9. Statement
The aircraft as defined in block 6 above has no features and characteristics making it
unsafe for the intended operation under the identified conditions and restrictions.

Form CA-21 Flight conditions for a Special Flight Permit– Approval Form 1
DIRECTOR GENERAL OF CIVIL AVIATION
EXPORT CERTIFICATE OF AIRWORTHINESS

This certifies that the product identified below and more particularly described in
Specification(s) of the Director General of Civil Aviation, Numbered ............. has been
examined and as of the date of this Certificate, is considered airworthy in accordance with a
comprehensive and detailed airworthiness code/requirement of the Indian Government, and is
in compliance with these special requirements of the importing country filed with the Indian
Government, except as noted below. This certificate in no way attests to compliance with any
agreements or contracts between the sender and purchaser, nor does it constitute authority to
operate an aircraft.
This Export C of A does not constitute authority for flight.
PRODUCT: ENGINE INSTALLED:
MANUFACTURER:
MODEL:
SERIAL NO.: PROPELLER INSTALLED:
NEW .......... NEWLY OVERHAULED ....
USED AIRCRAFT:
COUNTRY TO WHICH EXPORTED:
EXCEPTIONS:
for Director General of Civil Aviation
New Delhi
Dated
* For complete aircraft list applicable specification or Type Certificate Data Sheet numbers for
the aircraft, engine, and propellers. Applicable specifications or Type Certificate Data Sheet,
if not attached to this export certificate, will have been forwarded to the appropriate
governmental office of the importing country.
Form CA-21 Flight conditions for a Permit to Fly – Approval Form 1

TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR AIRPLANE
DIRECTOR GENERAL OF CIVIL TCDS NUMBER

AVIATION REVISION:
TYPE CERTIFICATE DATA SHEET DATE:
Name of Company:
MODELS:
TYPE CERTIFICATE (TC) HOLDER :
 Model
1. Engines:
2. Fuel:
3. Engine Ratings & Operating Limits:
4. Airspeed Limits:
5. CG Range:
6. Maximum Weights:
 PERTINENT DATA
1. Minimum Crew:
2. Maximum Passengers:
3. Maximum Baggage/Cargo:
4. Fuel and Oil Capacities:
5. Leveling Means:
6. Datum:
7. MAC:
8. Control Surface
9. Movements:
 Certification Basis:
 Production Basis
 Required Equipment:
 Other Information
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR ROTORCRAFT

AVIATION REVISION:
Name of Company:
MODELS:
I. MODELS
1. Engine
2. Fuel
3. Engine limits
4. Carburetor
5. carburetor setting
6. Rotor limits
7. & operational Power engine limits
8. C.G. range
9. Empty weight C.G. range
10. Maximum weight
11. No. of seats
12. Maximum baggage
13. Fuel capacity
14. Oil capacity
15. Rotor blade & control movements
16. Serial Nos.
17. Required equipment
19. Production Basis
20. Equipment:
21. Other Information
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR PISTON ENGINE

AVIATION REVISION:
Name of Company:
MODELS:
I. MODELS
1. TYPE
2. RATINGS
 Takeoff power (5 min.) :

(sea level pressure altitude)
 Max. continuous power :

(sea level pressure altitude)
3. OIL pressure:
Max. oil-inlet temperature (° C):
Max. cylinder-head temperature (° C) :
4. COOLANT
temperature:
specification:
5. FUEL pressure: (see note 2)

(at inlet to carburetor)
6. CARBURETOR
7. FUEL PUMP
8. IGNITION SYSTEM
Ignition timing
9. SPARK PLUGS
10. ALTERNATOR, external
11. GENERATOR, INTEGRATED

12. STARTER
13. VACUUM PUMP
14. ENGINE SPEED MEASUREMENT (RPM)
15. DISPLACEMENT
16. BORE
17. STROKE
18. COMPRESSION RATIO
19. PROPELLER ROTATION
20. PROPELLER FLANGE
21. GEAR REDUCTION RATIO (CRANKSHAFT TO PROP)
22. PROPELLER CONTROL
23. GOVERNOR
24. OPERATING INSTRUCTIONS
25. CERTIFICATION BASIS
26. PRODUCTION BASIS
27. OTHER INFORMATION
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR TURBO-PROPELLER
PROPULSION ENGINE

AVIATION REVISION:
Name of Company:
MODELS:
I. MODELS
1. TYPE
2. RATINGS
Maximum continuous at sea level

 Equivalent shaft horsepower
 Shaft Horsepower
 Thrust, pounds
 Output, rpm (maximum)
 Gas gen. rpm (maximum)
Takeoff (5 min. at sea level)

 Shaft horsepower
 Thrust, pounds
 Gas gen., rpm (maximum)
Alternate takeoff (5 min. at sea level)

 Thrust, lbs.
 Gas gen. rpm (maximum)
Maximum Reverse
3. Limitations
Maximum Continuous
 Maximum inter-turbine temp (ITT)
 Maximum air inlet temp (AIT) for rated power
Takeoff (5 mins)
 Maximum inter turbine temp (ITT),
 Maximum air inlet temp(AIT)for rated power
Alternate takeoff (10 min)
 Maximum inter turbine temp (ITT)
 Maximum air inlet temp (AIT)for rated power (AIT)
Starting (5 secs)
 Maximum inter turbine temp (ITT)
4. Fuel Type
5. Oil Type
6. Equipment
7. Dimensions
 Diameter
 Length
 Weight
 Standard rotation
 Reverse rotation
 Reduction Ratio (Np:Nf)
8. Certification basis
9. Production basis
10. Other information

TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR TURBO-FAN
PROPULSION ENGINE

AVIATION REVISION:
Name of Company:
MODELS:
I. MODELS
1. TYPE
2. Static Thrust Ratings:
 Max. Continuous at Sea Level, lbs.

 Takeoff at Sea Level, lbs.
3. COMPONENTS
 Fuel control
 Fuel pump
 Ignition system
 Igniter plugs
4. Principal Dimensions
5. Weight, Dry, Pounds (maximum):
6. Fuel
7. Oil
9. Production Basis
TYPE CERTIFICATE DATA SHEET (TCDS) FORMAT FOR PROPELLER

AVIATION REVISION:
Name of Company:
MODELS:
TYPE CERTIFICATE (TC) HOLDER:
I. MODELS
1. Type
2. Engine Shaft
3. Hub Material
4. Blade Material
5. No. of Blades
6. Hubs Eligible
7. Blades Eligible
 Maximum Continuous
HP
RPM
 Take-Off
HP
RPM
 Diameter Limits
 Approx. Max. Wt. Complete
9. Production Basis
FORM CA-2001-AED – DEFICIENCY REPORTING FORM
1. Name of the Organisation 2. Reference no. 3. Issue Date
4. Area of 5. Name of the Chief of Airworthiness 6. Date of Audit

Surveillance
7. Non-Conformity/ Deficiency Details
8. Level of Finding 9. CAR/ DOC Reference 10. Enclosures/

Evidences
11. Name of the Team Leader (Auditor) 12. Signature of the 13. Target Date
Team Leader
(Auditor)
14. Name of the Team Leader (Auditee) 15. Signature of the

Team Leader
(Auditee)
Response of the Organisation

16. Root Cause of the Deficiency
17. Corrective Action Details & Number of attached pages
18. Name of the Chief of Airworthiness 19. Signature of the Chief 20. Date
of Airworthiness
21. Name of the Head of Design 22. Signature of the Head 23. Date
Organisation of Design Organisation
24. Comments of the auditor with reference to the action taken
25. Signature of the 26. Date

Team Leader
(Auditor)
CAR-66
CAR – 66
LICENCING OF AIRCRAFT
MAINTENANCE ENGINEERS

TECHNICAL CENTRE, OPP SAFDARJUNG AIRPORT, NEW DELHI
Issue III, Rev 0 dated 12th April 2024 Page 1 of 178

CAR-66
Salient Features of the CAR-66
The CAR-66
− has been drafted in line with the current Rule 61 and to harmonise the aircraft maintenance
personnel licensing system with EASA Part 66 (General).
− details, requirements for qualifying an individual to obtain an Aircraft MaintenanceEngineer’s
Licence and extension of such licence [CAR-66]
− eliminates the system of obtaining Airframe, Engine, Electrical, Instrument and Radio System
Licences separately [66.A.03]
− redefines the syllabus for basic knowledge examination in modular pattern [66.A.25]
− provides for endorsement of an AME licence after successful completion of type training and
the type training examination/type examination which shall consist of both theoretical and
practical examinations [66.A.45 (c)]
− lists the details of practical tasks to qualify an individual to obtain a type rating [Appendix II
to AMC]
− provides for acquiring group type rating of aircraft and certification privileges [66.A.45 (a)]
− has a provision to convert the existing AME licence to CAR 66 licence [66.A.70] with or
without limitation.

CAR-66
GENERAL
In order to harmonize Indian requirements for licencing of aircraft maintenance engineers with
international requirements; CAR-66 Rev.0 dated 11th November 2011, was introduced.
This CAR is issued on the basis of amended Rule 61 of the Aircraft Rules, 1937 (G.S.R. No. 289
(E) dated 08.04.2022).
The CAR-66 is applicable to all personnel/ Organizations engaged in maintenance and/or

certification of aircraft registered in India.
The Section A of CAR-66 establishes the requirements for the issue and extension of an aircraft
maintenance engineer’s license, conditions of its validity and use. It also has a provision for
converting the aircraft maintenance engineer’s (AME) license issued prior to the CAR-66 coming
into force. The requirements are followed by Acceptable means of compliance (AMC) and
Guidance Material (GM)
The AME licenses in CAR 66 pattern are available in two different ways:
a. After conversion of pre-CAR 66 AME licenses with applicable limitation.
b. Issue of fresh license after passing of applicable modules of Basic Knowledge Exam conducted
by CEO.

CAR-66
Record of Revisions
Initial Issue (Revision 0) 11th November 2011
This CAR 66 provides requirements for the issue of an aircraft maintenance engineer’s licence
and conditions of its validity and use for aeroplanes and helicopters.
Revision 1, 23rd April 2015
The Revision-01 to CAR 66 was issued to revise conversion of licences issued prior to CAR-66
and examination credits. The revision also revises the License format.
CAR 66 Issue II, 4th April 2016
The CAR 66 Issue II is being issued to amend the training, examination, knowledge and
experience requirements for the issuance of aircraft maintenance licences
Salient features of the CAR 66 Issue II are:
1. The training, examination, knowledge and experience requirements for the issuance of aircraft
maintenance licences and to adapt these requirements to the complexity of the different
categories of aircraft amended
2. The AMCs and GMs related to a point have been brought together for easy reference purposes.
3. Provision for aircraft grouping added (66.A.5)
4. Requirements for completing all the module for basic knowledge within 10 year (66.A.25
(b)) added
5. Heading of (66.A.45) is changed from type /task training to Endorsement with aircraft rating.
Related AMC and GM amended.
6. Point 66. A. 50 and related AMC added to make a provision for introducing or removal of
limitation from the license
7. Existing AMCs and GMs are suitable amended.
8. Appendix -1- Basic knowledge requirements amended to revise the syllabus for knowledge
examination
9. Appendix -2 -Basic examination standard have been revised
10. Appendix-3- Type examination standard have been amended, minimum standard and duration
for type training, course curriculum have been introduced, practical elements requirements to
be covered during type training added, type training examinations and assessment standard have
been revised, relevant AMC and GM have been also amended/added.
11. Appendix-III to AMC of CAR 66 for competency assessment of assessors added.
12. Procedures for CAR -66 (Section –B) is removed from this CAR and shall be part of
Airworthiness Procedures Manual (Chapter- 17)
CAR-66
CAR Issue II Revision 1, 10th February 2017
The Revision-01 to CAR 66 Issue II is proposed to be issued to incorporate amendments made in

Rule 61 of the Aircraft Rules, 1937 published vide GSR 911 (E) dated 16-9-2016. Salient revision
in the CAR as follows:-
1. CAR 66.A.3 In the existing AME licence category, category B3 is introduced for
certifying unpressurised piston engine aircraft below 2000kgs MTOW.
2. Provision has been made for issue of Category A licence without type rating
3. 66. A. 20 privileges of AME licence has been replaced with new one in line with rule 61.
4. 66.A.30 Aircraft Maintenance Experience requirements of issue of Category A, B1.2 and B
1.4 has been revised to 3 years.
5. Related paragraph in this CAR revised to include new category B3 where ever required.
6. 66.A.45 endorsement on AME licence for aircraft ratings has been revised suitably to include
category B3 requirement.
7. Appendix –I Basic knowledge requirement has been revised to include syllabus for category
B3.
8. Requirements for certifying staff engaged in certification of aircraft components are detailed
in Subpart C (Component).
9. Application and format are separated from the main CAR and published in the form section
on DGCA website.
CAR Issue II Revision 2, 4th September 2017

The salient features of this revision are as follows:
1. 66.A.35 amended to replace skill test requirement with demonstration of skill.
2. 66.A.215 (b) amended to include AME Course.
3. Appendix –II (Basic Examination Standard) para 1.5 amended to make provision for appearing
in failed module related to limitation papers from 90 days to 30 days.
4. GM 66.A.35 (Skill Test Requirements) – Deleted.
5. Appendix-I (Appendices to AMC for CAR 66) amended to add a note on Type rating
endorsement covering several models/ variant. Group 1 Helicopter Table amended in line with
EASA guidelines.
CAR Issue II Revision 3, 16th November 2018

1. Appendix 1 to AMC published separately.

1. AMC 66.A.30(a) amended to incorporate amendment to Rule 61 of the Aircraft Rules, 1937
published vide GSR 1066(E) dated 25-10-2018.

CAR-66
CAR Issue II Revision 5, 03rd December 2019

CAR Issue II Revision 6, 6th April 2021


1. Reference of eGCA introduced at relevant places.
2. The requirements for endorsement of the full group 3 rating has been revised.
3. The requirements for endorsement of the rating ‘piston-engine non-pressurised aeroplanes of
2000 kg MTOM and below’ has been revised.
4. Appendix VI(a) - Aircraft Maintenance Engineer’s Licence (PLASTIC CARD) format [issued
through eGCA] has been added.
5. The definition of “designated assessors appropriately qualified” and its approval process has
been revised as per AAC 04 of 2017.
6. Note added under ‘DGCA application forms for licenses and examinations’.
CAR Issue II Revision 8, 20th April 2022

CAR Issue III, Revision 0, 12th April 2024

The salient features of this issue are as follows:
1. Harmonize CAR 66 with the EASA Part 6 (Annex III dated 18-05-2021 and AMC/GM to
Annex III dated 02-12-2022) and Rule 61 of Aircraft Rules 1937 (G.S.R. No. 289 (E) dated
08.04.2022).
2. Requirement of issue of licence in the category “B2L” and category “L” have been added.
3. The maintenance experience logbook format added.
4. The requirements, related AMCs and GMs have been brought together for easy reference
purposes.

CAR-66
Table of Contents
GENERAL ............................................................................................................................................................................. 3
Record of Revisions ............................................................................................................................................................ 4
SECTION A ........................................................................................................................................................................ 10
Technical Requirements.................................................................................................................................................. 10
SUBPART A ...................................................................................................................................................................... 10
AIRCRAFT MAINTENANCE ENGINEER’S LICENCE AEROPLANES AND HELICOPTERS ... 10
66. A.01 Scope ................................................................................................................................................................... 10
66. A.03 Licence categories ........................................................................................................................................... 10
GM 66.A.03 Licence categories ................................................................................................................................... 11
66. A.05 Aircraft groups ................................................................................................................................................. 12
GM 66. A.05 Aircraft group…………………………………………………………………………………………………….13
66.A.10 Application………………………………………………………………………………………………………………14
AMC 66.A.10 Application ............................................................................................................................................. 14
GM 66.A.10 (a) Application…………………………………………………………………………………………………….14
66. A.15.Eligibility ........................................................................................................................................................... 15
AMC 66.A.15 (a) Eligibility .......................................................................................................................................... 15
66.A.20 Privileges………………………………………………………………………………………………………………….15
GM 66.A.20 (a) Privileges ............................................................................................................................................. 17
AMC 66.A.20 (a)(4) Privileges………………………………………………………………………………………………….18
AMC 66.A.20 (b) (2) Privileges ................................................................................................................................... 19
GM 66.A.20 (b)(2) Privileges………………………………………………………………………………………………….21
AMC 66.A.20 (b) 3 Privileges ...................................................................................................................................... 21
GM 66. A. 20 (b) 4 Privileges ....................................................................................................................................... 22
66. A.25 Basic Knowledge requirements: ................................................................................................................. 22
GM 66.A.25 (a) Basic knowledge requirements ..................................................................................................... 23
66. A.30 Basic Experience requirements: ................................................................................................................ 23
AMC 66.A.30 (a) Basic Experience requirements.................................................................................................. 25
AMC 66.A.30 (c) Basic Experience requirements……………………………………………………………………..27
AMC 66.A.30 (d) Basic Experience requirements ................................................................................................. 26
AMC 66.A.30 (e) Basic Experience requirements.................................................................................................. 27
66. A. 35 Demonstration of Skill.................................................................................................................................. 27
66. A.40 Continued validity of the aircraft maintenance engineer’s licence .................................................. 27
GM 66.A.40 Continued validity of the aircraft maintenance licence................................................................ 28
66.A.45 Endorsement with aircraft ratings……………………………………………………………………………..28
GM 66.A.45 (b) Endorsement with aircraft ratings ................................................................................................ 31
AMC 66.A.45 (d), (e) 3, (f) 1 and (g) 1 Endorsement with aircraft ratings .................................................... 36
GM 66.A.45 (h)(ii) Endorsement with aircraft ratings……………………………………………………………..37
66. A.50 Limitations......................................................................................................................................................... 37
AMC 66.A.50 (b) Limitations ....................................................................................................................................... 38
66. A.55 Evidence of qualification .............................................................................................................................. 38

CAR-66
66. A.70 Conversion provisions ................................................................................................................................... 38

GM 66.A.70 Conversion provisions............................................................................................................................ 39
GM 66.A.70(c) Conversion provisions ...................................................................................................................... 40
GM 66.A.70 (d) Conversion provisions ..................................................................................................................... 40
SUBPART B....................................................................................................................................................................... 41
AIRCRAFT OTHER THAN AEROPLANES AND HELICOPTERS............................................................ 41
66. A.100 General ............................................................................................................................................................. 41
SUBPART C....................................................................................................................................................................... 42
COMPONENTS ................................................................................................................................................................ 42
66. A. 200 General ............................................................................................................................................................ 42
66.A.205 Requirements ................................................................................................................................................... 42
AMC 66.A.205 (c) Requirements ................................................................................................................................ 43
AMC 66.A.205 (g) Requirements. ............................................................................................................................... 43
66.A.210 Extension to Scope of Authorization ....................................................................................................... 43
66.A.215 Privileges .......................................................................................................................................................... 43
66. A.220 Validity of Certification Authorization .................................................................................................. 44
66.A.225 Suspensions, Cancellation and Return of Certification Authorization.......................................... 44
APPENDICES TO CAR-66 ............................................................................................................................ 45

Appendix I - Basic Knowledge Requirements (except for Category L Licence) .......................................... 45
Appendix II- Basic Examination standard (except for Category L Licence)…………………………… 102
Appendix III - Type training and Examination Standard.................................................................................... 107
AMC to Appendix III to CAR-66 .............................................................................................................................. 125
AMC to Section 1 of Appendix III to CAR-66 ..................................................................................................... 125
AMC to Paragraphs 1(b), 3.2 and 4.2 of Appendix III to CAR-66 “Aircraft TypeTraining and
Examination Standard. On-the-Job Training” ........................................................................................................ 127
AMC to Paragraph 1(c) of Appendix III to CAR-66 “Aircraft Type Training andExamination
Standard. On-the-Job Training” ................................................................................................................................. 128
AMC to point 3.1(d) of Appendix III to CAR-66 “Aircraft Type Training and Examination Standard.
On-the-Job Training” ..................................................................................................................................................... 128
Appendix IV - Experience requirements for extending a CAR-66 Aircraft Maintenance Engineer’s
Licence ............................................................................................................................................................................... 134
Appendix V- Applications and Formats................................................................................................................... 135
Appendix VI - Aircraft Maintenance Engineer’s Licence referred to in Rule 61 of the Aircraft Rules,
1937 - CA Form 26 / Plastic Card ............................................................................................................................. 136
Appendix VI(a) - Aircraft Maintenance Engineer’s Licence (PLASTIC CARD) format [ issued
through eGCA]................................................................................................................................................................. 140
Appendix VII — Basic knowledge requirements for category L aircraft maintenance licence ............. 143
APPENDICES to AMC for CAR-66 ........................................................................................................................ 158
Appendix I ......................................................................................................................................................................... 158
CAR-66
AIRCRAFT TYPE RATINGS.................................................................................................................................... 158

FOR CAR-66 AIRCRAFT MAINTENANCE ENGINEER’S LICENCE ................................................... 158
Appendix II to AMC to CAR-66 ................................................................................................................................ 159
Aircraft type practical experience and On-the-Job Training list of tasks ...................................................... 159
B. SPECIFIC TASKS FOR SAILPLANES AND POWERED SAILPLANES ................................................ 167

C. SPECIFIC TASKS FOR BALLOONS AND AIRSHIPS ................................................................................. 168
APPENDIX III to AMC of CAR-66 ......................................................................................................................... 173
Appendix IV to AMC of CAR- 66. A. 45(d) .......................................................................................................... 176
DGCA application forms for licenses and examinations .................................................................................... 178

CAR-66
SECTION A
Technical Requirements
SUBPART A
AIRCRAFT MAINTENANCE ENGINEER’S LICENCE AEROPLANES
AND HELICOPTERS
66. A.01 Scope
This section defines the aircraft maintenance engineer’s licence and establishes the
requirements for application, issue and conditions of its validity
66. A.03 Licence categories
(a) Category A, divided into the following subcategories:
- A1 Aeroplanes Turbine;
- A2 Aeroplanes Piston;
- A3 Helicopters Turbine;
- A4 Helicopters Piston.
(b) Category B1, divided into the following subcategories:
- B1.1 Aeroplanes Turbine;
- B1.2 Aeroplanes Piston;
- B1.3 Helicopters Turbine;
- B1.4 Helicopters Piston.
(c) Category B2, applicable to all aircraft.
(d) Category B2L
- Category B2L shall be issued with the ‘system rating’ for aircraft other than those in
Group 1 (66.A.05(1)) as specified below:
- Communication/Navigation (Com/Nav),
- Instruments,
- Autoflight,
- Surveillance,
- Airframe systems.
A B2L licence shall contain, as a minimum, one system rating.

CAR-66
(e) Category B3
Category B3 licence is applicable to piston-engine non-pressurised aeroplanes of 2 000 kg
Maximum Take-off Mass (MTOM) and below.
(f) Category L, divided into the following subcategories:
- L1C: composite sailplanes;
- L1: sailplanes;
- L2C: composite powered sailplanes and composite Light Aircraft 1 (LA1) aeroplanes;
- L2: powered sailplanes and Light Aircraft 1 (LA1) aeroplanes;
- L3H: hot-air balloons;
- L3G: gas balloons;
- L4H: hot-air airships;
- L4G: Light Aircraft 2 (LA2) gas airships; and
- L5: gas airships other than Light Aircraft 2 (LA2).
(g) Category C, applicable to aeroplanes and helicopters.
GM 66.A.03 Licence categories

Individual aircraft maintenance licence holders need not be restricted to a single category. Provided
that each qualification requirement is satisfied, any combination of categories may be granted.
1. Light aircraft 1 aircraft (LA1) means the following:

(a) An aeroplane with a Maximum Take-off Mass (MTOM) of 1200 kg or less that is not
classified as “complex motor-powered aircraft”;
(b) A sailplane or powered sailplane of 1200 kg MTOM or less;
(c) A balloon with a maximum design lifting gas or hot air volume of not more than 3400 m3 for
hot air balloons, 1050 m3 for gas balloons, 300 m3 for tethered gas balloons;
(d) An airship designed for not more than four occupants and a maximum design lifting gas or
hot air volume of not more than 3400 m3 for hot air airships and 1000 m3 for gas airships;
2. Light Aircraft 2 aircraft (LA2) means the following:

a. An aeroplane with a Maximum Take-off Mass (MTOM) of 2000 kg or less that is not
classified as “complex motor-powered aircraft”;
b. A sailplane or powered sailplane of 2000 kg MTOM or less;
c. A balloon;
d. A hot airship;
e. A gas airship meeting all of the following elements:
- 3% maximum static heaviness,
- Non-vectored thrust (except reverse thrust),
- Conventional and simple design of: structure, control system and ballonet system
- Non-power assisted controls;
f. A Very Light Rotorcraft.

CAR-66
NOTE: An aeroplane, meeting the MTOM requirements for LA 1 or LA 2 Category, is nevertheless
classified as “complex motor-powered aircraft ” when it is certificated for operation with a minimum
crew of at least two pilots, or it is equipped with (a) turbojet engine(s) or more than one turboprop
engine.
Note: The ‘LA2 aircraft’ category includes all ‘LA1 aircraft’.
3. The term ‘powered sailplane’ includes:

− those powered sailplanes which may take off solely by means of their own power (self-
launching sailplanes); and
− self-sustaining powered sailplanes; and
− touring motor gliders (TMGs).
4. While the L1C subcategory only includes composite sailplanes, the L1 subcategory includes all
sailplanes (composite, metal and wood).
5. While the L2C subcategory only includes composite powered sailplanes and composite LA1
aeroplanes, the L2 subcategory includes all powered sailplanes and LA1 aeroplanes (composite,
metal and wood).
6. In the case of maintenance of mixed balloons (combination of gas and hot air), it is required to
hold both L3G and L3H subcategories.
7. For the B2L licence, a ‘system rating’ is a rating which gives privileges to release maintenance
on the aircraft systems covered by the ‘system rating’ and electrical systems.
8. The sentence ‘shall contain, as a minimum, one system rating’ refers to the fact that the
application for a B2L licence should be made for any of the system ratings or any combination
of the system ratings specified in 66.A.03.
There is no specific order in which the system ratings should be applied for. Any combination of
system ratings is possible.
The description of systems covered by the different system ratings is provided in Appendix I ‘Basic
Knowledge Requirements’ under paragraph ‘2. Modularisation’, subparagraph related to ‘Categories
B2 and B2L’.
66. A.05 Aircraft groups

For the purpose of ratings on aircraft maintenance engineers licences, aircraft shall be classified
in the following groups:
1. Group 1: complex motor-powered aircraft as well as multiple engine helicopters, aeroplanes
with maximum certified operating altitude exceeding FL290, aircraft equipped with fly-by-wire
systems and other aircraft requiring an aircraft type rating when defined so by the DGCA
2. Group 2: aircraft other than those in Group 1 belonging to the following subgroups:
— sub-group 2a: single turbo-propeller engine aeroplanes
— sub-group 2b: single turbine engine helicopters
— sub-group 2c: single piston engine helicopters.
3. Group 3: piston engine aeroplanes other than those in Group 1.
4. Group 4: sailplanes, powered sailplanes, balloons and airships, other than those in Group 1.

CAR-66
GM 66.A.05 Aircraft Groups
The following table summarizes the applicability of categories/subcategories of CAR-66 licences
versus the groups/subgroups of aircraft:
Category/subcategory A, L
B1 L1C L2C L3H L4H
B2 B2L B3 L5
and and and and and
Groups/Sub-Groups C L1 L2 L3G L4G
Group 1
- Complex motor-powered aircraft
- Multi-engine helicopters
- Aeroplanes above FL290
- Aircraft with fly-by-wire systems X X
- Any other aircraft when defined
by the Agency
Group 1
— Gas airships other than LA2 X X
Group 2
2a: Single turboprop aeroplanes
X X X
2b: Single turbine helicopters
2c: Single piston helicopters
Group 3
— Piston engine aeroplanes X X X
Group 3
— Piston engine aeroplanes (non-
X X X X
pressurised of 2 000 kg MTOM
and below)
Group 3
— LA1 piston engine aeroplanes X X X X X
Group 4
— Sailplanes X X X X
— Powered sailplanes X X X
— Balloons X X X
— Airships not in Group 1 X X X X

CAR-66
66. A.10. Application
a) An application for an aircraft maintenance engineer’s licence or change to such licence shall
be made on CA Form 19 (Refer Appendix-V) (through eGCA) with necessary documents and
fees to DGCA.
b) Reserved.
c) In addition to the documents required in points 66.A.10 (a) as appropriate, the applicant for any
change to an existing aircraft maintenance engineer’s licence shall submit his/her current
original aircraft maintenance engineer’s licence to the DGCA together with application.
d) Reserved
e) Reserved
(f) Each application shall be supported by documentation to demonstrate compliance with the
applicable theoretical knowledge, practical training and experience requirements at the time of
application.
AMC 66.A.10 Application
1. Maintenance experience should be written in a manner that the reader has a reasonable
understanding of where, when and what maintenance constitutes the experience. A blank
statement “X year’s maintenance experience completed” is not acceptable. A log book of
maintenance experience is required to be maintained in the desired format given in this CAR.
2. Applicants claiming the maximum reduction in 66.A.30 (a) total experience based upon having
successfully completed approved basic training should include the certificate of approval with
its validity schedule of the training establishment.
3. Applicants claiming reduction in 66.A.30 (a) total experience based upon having successfully
completed technical training in an organization or institute recognized by DGCA as a
competent organization or institute should include the relevant certificate of successful
completion of training.
GM 66.A.10 (a) Application

When an application is made for a licence in the B2L category, the applicant should specify on
the CA Form 19 (through eGCA):
− the system rating or the combination of system ratings the applicant applies for; and
− the aircraft rating,
Considering that according to 66.A.45 (e), a B2L licence endorsed with full subgroup 2b can be
endorsed also with full subgroup 2c.
When applying for the addition of a system rating on a B2L licence, the applicant should provide
together with the application, the demonstration of compliance with the experience requirements
related to the system the applicant applies for.
When a B2L licence holder applies for the endorsement to add a new system rating, he/she needs
to demonstrate the practical experience required by 66.A.30(a)(3) for the system rating but also the
practical experience required by 66.A.45(e) and (f) in case the aircraft group is different.

CAR-66
When a B2L licence holder applies for the change of his/her B2L licence to the B2 category,
he/she needs to:
− demonstrate by examination the differences between the basic knowledge corresponding
to the B2L licence held and the basic knowledge of the B2 licence, as described in
Appendix I; and
− demonstrate the additional experience relevant to the aircraft group/sub-group as
described in Appendix IV.
When an applicant applies for the extension of his/her B2L licence to a B2 licence and he/she
meets the relevant requirements, the B2L licence is replaced by the B2 licence.
66. A.15.Eligibility
a) The applicant must have passed 10+2 examination in Physics, Chemistry and Mathematics
from a recognized board or university or its equivalent
b) An applicant for an aircraft maintenance engineer’s licence shall be at least 18 years of age.
AMC 66.A.15 (a) Eligibility

Diploma in engineering recognized by state technical education board where physics, chemistry and
mathematics has been studied as subject, shall be considered as equivalent qualification.
To prove the equivalence to 10 +2, the applicant is required to submit a certificate from applicable
board/University.
66.A.20 Privileges
a) The following privileges shall apply:
1. Category A licence holder to issue certificates for release to service after minor scheduled
line maintenance and simple defect rectification within the limits of maintenance tasks
specifically endorsed on the authorisation issued by a maintenance organisation approved
under rule 133B for the broad category of aircraft endorsed on the licence and the
certification privileges shall be restricted to the work carried out by the licence holder
himself in the maintenance organization that issues the authorisation.
2. Category B1 licence holder to issue certificates for release to service and act as support staff
following the maintenance performed on aircraft structure, powerplant, mechanical and
electrical systems, work on avionics system requiring simple tests to prove their
serviceability and not requiring trouble shooting, in respect of an aircraft type endorsed on
the licence.
NOTE: Category B1 shall include the appropriate sub-category of Category A;
3 Category B2 licence holder to issue ―
(a) certificates of release to service after maintenance on avionic and electrical systems,
avionics and electrical system within engine and mechanical systems requiring only simple
tests to prove their serviceability of aircraft type endorsed on the licence;
(b) certificates of release to service after minor scheduled line maintenance and simple defect
rectification within the limits of tasks specifically endorsed on the certification authorisation
issued by an approved maintenance organisation of aircraft type endorsed on the licence and
this certification privilege shall be restricted to work that the licence holder has personally
performed in the maintenance organisation which issued the certification authorisation and
limited to the rating already endorsed on the licence.
Note: The category B2 licence does not include any A sub-category.
CAR-66
4. Category B2L licence holder to issue certificates of release to service and to act as
B2L support staff for the following:
− maintenance performed on electrical systems;
− maintenance performed on avionics systems within the limits of the system ratings
specifically endorsed on the licence, and
− when holding the ‘airframe system’ rating, performance of electrical and avionics
tasks within power plant and mechanical systems, requiring only simple tests to prove
their serviceability.
5. Category B3 licence holder to issue certificates of release to service and to act as B3
support staff for the following:
− maintenance performed on aeroplane structure, engine and mechanical and electrical
systems; and
− work on avionic systems requiring only simple tests to prove their serviceability and
not requiring troubleshooting.
6. Category L licence holder to issue certificates of release to service and to act as category
L support staff following:
− the maintenance performed on aircraft structure, power plant and mechanical and
electrical systems;
− work on radio, Emergency Locator Transmitters (ELT) and transponder systems; and
− work on other avionics systems requiring simple tests to prove their serviceability.
Note: Subcategory L2 includes subcategory L1. Any limitation to subcategory L2 in
accordance with point 66.A.45 (h) becomes also applicable to subcategory L1.
Note: Subcategory L2C includes subcategory L1C.

7. Category C licence holders to issue certificates of release to service following base
maintenance in respect of an aircraft of the type endorsed on the licence. The privileges
apply to the aircraft in its entirety including all systems.
NOTE―Simple test means a test described in approved maintenance data and such in nature
that aircraft system serviceability is verified through aircraft controls, switches, Built-in Test
Equipment (BITE), Central Maintenance Computer (CMC) or external test equipment not
requiring special training.” ;
b) The holder of Aircraft Maintenance Engineer license may not exercise certification privileges
unless:
1. in compliance with the applicable requirements of CAR M and/or CAR 145 ; and
2. in the preceding two year period he/she has either acquired six months of maintenance
experience in accordance with the privileges granted by the Aircraft Maintenance Engineer’s
Licence or met the provision for the issue of appropriate privileges; and
3. he/she has the adequate competence to certify maintenance on the corresponding aircraft; and
4. he/she is able to read, write and communicate to an understandable level in the language(s)
in which the technical documentation and procedures necessary to support the issue of the
certificate of release to service are written.

CAR-66
GM 66.A.20 (a) Privileges
1. The following definitions apply:

Electrical system means the aircraft electrical power supply source, plus the distribution
system to the different components contained in the aircraft and relevant connectors. Lighting
systems are also included in this definition. When working on cables and connectors which are
part of these electrical systems, the following typical practices are included in the privileges:
• Continuity, insulation and bonding techniques and testing;
• Crimping and testing of crimped joints;
• Connector pin removal and insertion;
• Wiring protection techniques.
Avionics system means an aircraft system that transfers, processes, displays or stores analogue
or digital data using data lines, data buses, coaxial cables, wireless or other data transmission
medium, and includes the system’s components and connectors. Examples of avionics systems
include the following:
• Autoflight;
• Communication, Radar and Navigation;
• Instruments (see NOTE below);
• In-Flight Entertainment Systems;
• Integrated Modular Avionics (IMA);
• On-Board Maintenance Systems;
• Information Systems;
• Fly-by-Wire Systems (related to ATA27 “Flight Controls”);
• Fibre Optic Control Systems.
NOTE: Instruments are formally included in the privileges of the B2 and B2L with system rating
‘instruments’. However, maintenance on electromechanical and pitot-static components may
also be released by a B1, B3 or L license holder.
Simple test means a test described in approved maintenance data and meeting all the following
criteria:
• The serviceability of the system can be verified using aircraft controls, switches, Built-in
Test Equipment (BITE), Central Maintenance Computer (CMC) or external test equipment
not involving special training.
• The outcome of the test is a unique go–no go indication or parameter, which can be a single
value or a value within an interval tolerance. No interpretation of the test result or
interdependence of different values is allowed.
• The test does not involve more than 10 actions as described in the approved maintenance data
(not including those required to configure the aircraft prior to the test, i.e. jacking, flaps down,
etc., or to return the aircraft to its initial configuration). Pushing a control, switch or button,
and reading the corresponding outcome may be considered as a single step even if the
maintenance data shows them separated.

CAR-66
Troubleshooting means the procedures and actions necessary using approved maintenance data,
in order to identify the root cause of a defect or malfunction. It may include the use of BITE or
external test equipment.
Line maintenance: Refer to AMC 145.A.10

Base Maintenance: Refer to AMC 145.A.10
2. The category B3 licence does not include any A subcategory. Nevertheless, this does not prevent
the B3 licence holder from releasing maintenance tasks typical of the A1.2 subcategory for piston-
engine non-pressurized aeroplanes of 2000 kg MTOM and below, within the limitations
contained in the B3 licence.
3. The B1.2 and B3 licences do not include any L subcategory. Nevertheless, a holder of an aircraft
maintenance licence in subcategory B1.2 endorsed with the Group 3 rating or in category B3
endorsed with the rating ‘piston engine non-pressurised aeroplanes of 2 000 kg MTOM and
below’, shall be issue, upon application, a licence in subcategories L1 and L2, with the same
limitations as the B1.2/B3 licence held.
4. The privileges of the B2 licence with given aircraft ratings include the privileges of the B2L
licence for all the system ratings for the same aircraft ratings. Nevertheless, the holder of a B2
licence with given aircraft ratings may apply for a B2L licence in order to include a different
aircraft rating if the applicant only wants to demonstrate compliance with the experience
requirements for certain system ratings.
5. The category C licence permits certification of scheduled base maintenance by the issue of a
single certificate of release to service for the complete aircraft after the completion of all such
maintenance. The basis for this certification is that the maintenance has been carried out by
competent mechanics and category B1, B2, B2L, B3 and L support staff, as appropriate, have
signed for the maintenance tasks under their respective specialization. The principal function of
the category C certifying staff is to ensure that all required maintenance has been called up and
signed off by the category B1, B2, B2L, B3 and L support staff, as appropriate, before issue of
the certificate of release to service. Only category C personnel who also hold category B1, B2,
B2L, B3 or L qualifications may perform both roles in base maintenance.
AMC 66.A.20(a)(4) Privileges
‘Within the limits of the system ratings specifically endorsed on the licence’ refers to the fact
that the privileges of the licence holder are limited:
− to the group/subgroup of aircraft endorsed on the licence, but also
− to the system rating(s) endorsed.
When an applicant wishes to get the privilege to issue certificates of release to service and to act
as support staff for electrical and avionics tasks within powerplant and mechanical systems,
he/she should apply for the rating ‘airframe system’ on the B2L licence. The reason is that the
‘airframe systems’ rating is the only rating which covers completely the electrical and avionics
tasks of the powerplant and mechanical systems of the aircraft.

CAR-66
AMC 66.A.20 (b) (2) Privileges
The 6 months of maintenance experience in the preceding 2-year period should be understood as
consisting of two elements, duration and nature of the experience. The minimum to meet the
requirements for these elements may vary depending on the size and complexity of the aircraft and
type of operation and maintenance.
1. Duration:
Within an approved maintenance organization:
− 6 months of continuous employment within the same organisation; or
− 6 months split up into different blocks, employed within the same or in different
organisations.
The 6 months period can be replaced by 100 days of maintenance experience in accordance with
the privileges, whether these have been performed within an approved organisation or as
independent certifying staff according to M.A.801(b)1, or as a combination thereof.
When licence holder maintains and releases aircraft in accordance with M.A.801(b)1, in certain
circumstances this number of days may even be reduced by 50% when agreed in advance by the
DGCA. These circumstances consider the cases where the holder of a CAR-66 licence happens
to be the owner of an aircraft and carries out maintenance on his own aircraft, or where a licence
holder maintains an aircraft operated for low utilization, that does not allow the licence holder
to accumulate the required experience. This reduction should not be combined with the 20%
reduction permitted when carrying out technical support, or maintenance planning, continuing
airworthiness management or engineering activities. To avoid a too long period without
experience, the working days should be spread over the intended 6 months period.
2. Nature of the experience:
Depending on the category of the aircraft maintenance engineer’s licence, the following
activities are considered relevant for maintenance experience:
- Servicing;
- Inspection;
- Operational and functional testing;
- Trouble-shooting;
- Repairing;
- Modifying;
- Changing component;
- Supervising these activities;
- Releasing aircraft to service.
For category A licence holder, the experience should include exercising the privileges, by means
of performing tasks related to the authorization on at least one aircraft type for each licence
subcategory. This means tasks as mentioned in AMC 145.A.30 (g), including servicing, component
changes and simple defect rectifications.
For category B1, B2 , B2L, B3 and L, for every aircraft type rating included in the authorization
the experience should be on that particular aircraft or on a similar aircraft within the same licence
(sub) category. Two aircraft can be considered to be similar when they have similar technology,
construction and comparable systems, which means equally equipped with the following (as
applicable to the licence category):
CAR-66
(a) Propulsion systems (piston or turboprop or turbofan or turboshaft or jet-engine or push
propellers); and
(b) Flight control systems (only mechanical controls or hydro-mechanically powered controls or
electro-mechanically powered controls); and
(c) Avionic systems (analog systems or digital systems); and
(d) Structure (manufactured of metal or composite or wood). For licenses endorsed with (sub)
group ratings:
− In the case of B1 licence endorsed with (sub) group ratings (either manufacturer sub group
or full (sub) group) as defined in 66.A.45 the holder should show experience on at least one
aircraft type per (sub) group and per aircraft structure (metal, composite, wood).
− In the case of a B2 or B2L licence endorsed with (sub) group ratings (either manufacturer
group or full (sub) group) as defined in 66.A.45 the holder should show experience on at least
one aircraft type per (sub) group.
− In the case of a B3 licence endorsed with the rating ‘piston-engine non-pressurized aeroplanes
of 2000kg MTOM and below’ as defined in 66.A.45, the holder should show experience on
at least one aircraft type per aircraft structure (metal, metal-tubing with fabric ,composite,
wooden).
For category C, the experience should cover at least one of the aircraft types endorsed on the
licence.
For a combination of categories, the experience should include some activities of the nature shown
in paragraph 2 in each category.
A maximum of 20% of the experience duration required may be replaced by the following relevant
activities on an aircraft type of similar technology, construction and with comparable systems:
− Aircraft maintenance related training as an instructor/assessor or as a student;
− Maintenance technical support/engineering;
− Maintenance management/planning.
The experience should be documented in an individual log book or in any other recording system
(which may be an automated one) containing the following data:
(a) Date and time (24 Hrs UTC format);
(b) Place;
(c) Aircraft & Engine type;
(d) Aircraft identification i.e. registration (A/c Reg.- ….);
(e) ATA chapter;
(f) Work order number;
(g) Operation performed e.g. 100 FH check, MLG wheel change, engine oil check and
complement, SB embodiment, trouble shooting, structural repair, STC embodiment…;
(h) Type of maintenance i.e. base(B), line(L);
(i) Type of activity i.e. perform(P), supervise(S), release(R);
(j) Category /Subcategory used (A1, A2, A3, A4, B1.1, B1.2, B1.3, B1.4, B2, B2L, B3, C or L1,
L1C, L2, L2C, L3G, L3H, L4G, L4H, L5);
(k) Duration in hours or days
CAR-66
(l) Signature and stamp of certifying staff.
Note: The above details may be printed on the first page of the individual logbook to guide
the candidates to fill the required data in the format given below:
Work logbook format:
Date Place Aircraft & A/c ATA Work Task B/L P/S/R Cat/ Duration Signature
& Engine Reg. order performed Sub-cat. (Hrs/days) & stamp
Time type -…. no. of
(24 certfying
Hrs staff
UTC)
Name……..……… AME licence no./BAMEL no./Computer no.......…..…….

Signature..……….…… Page no.……
GM 66.A.20 (b) 2 Privileges

The sentence “met the provision for the issue of the appropriate privileges” included in 66.A.20(b)2
means that during the previous 2 years the person has met all the requirements for the endorsement
of the corresponding aircraft rating (for example, in the case of aircraft in Group 1, theoretical plus
practical element plus, if applicable, on- the-job training). This supersedes the need for 6 months
of experience for the first 2 years. However, the requirement of 6 months of experience in the
preceding 2 years will need to be met after the second year.
AMC 66.A.20 (b) 3 Privileges
The wording “has the adequate competence to certify maintenance on the corresponding aircraft”
means that the licence holder and, if applicable, the organisation where he/she is
contracted/employed, should ensure that he/she has acquired the appropriate knowledge, skills,
attitude and experience to release the aircraft being maintained. This is essential because some
systems and technology present in the particular aircraft being maintained may not have been
covered by the training/examination/experience required to obtain the licence and ratings.
This is typically the case, among others, in the following situations:
• Type ratings which have been endorsed on a licence in accordance with Appendix I to AMC
to CAR-66 “List of Type Ratings” after attending type training/on-the-job training which did
not cover all the models/variants included in such rating. For example, a licence endorsed
with the rating Airbus A318/A319/A320/A321 (CFM56) after attending type training/on-the-
job training covering only the Airbus 320 (CFM56).
• Type ratings which have been endorsed on a licence in accordance with Appendix I to AMC
to CAR-66 “List of Type Ratings” after a new variant has been added to the rating in
Appendix I, without performing difference training. For example, a licence endorsed with the
rating Boeing 737-600/700/800/900 for a person who already had the rating Boeing 737-
600/700/800, without performing any difference training for the 737-900.

CAR-66
• Work being carried out on a model/variant for which the technical design and maintenance
techniques have significantly evolved from the original model used in the type training/on-
the-job training.
• Specific technology and options selected by each customer which may not have been covered
by the type training/on-the-job training.
• Changes in the basic knowledge requirements of Appendix I to CAR -66 not requiring
reexamination of existing licence holders (grandfathered privileges).
• The endorsement of group/subgroup ratings based on experience on a representative number
of tasks/aircraft or based on type training/examination on a representative number of aircraft.
• Persons meeting the requirements of 6 months of experience every 2 years only on certain
similar aircraft types as allowed by AMC 66.A.20(b)2.
• Persons holding a CAR-66 licence with limitations, obtained through conversion of pre-
existing qualifications (66.A.70), where such limitations are going to be lifted after
performing the corresponding basic knowledge examinations. In this case, the type ratings
endorsed in the licence may have been obtained without covering all the aircraft systems
(because of the previous limitations) and there will be need to assess and, if applicable, to train
this person on the missing systems.
Additional information is provided in AMC 145.A.35 (a).
GM 66. A. 20 (b) 4 Privileges
1. Holders of a CAR-66 aircraft maintenance licence may not exercise certification privileges
unless they have a general knowledge of the language used within the maintenance environment
including knowledge of common aeronautical terms in the language. The level of knowledge
should be such that the licence holder is able to:
− read and understand the instructions and technical manuals in use within the organisation;
− make written technical entries and any maintenance documentation entries, which can be
understood by those with whom they are normally required to communicate;
− read and understand the maintenance organisation procedures;
− communicate at such a level as to prevent any misunderstanding when exercising certification
privileges.
2. In all cases, the level of understanding should be compatible with the level of
certification privileges exercised.
66. A.25 Basic Knowledge requirements:
a) For licences other than category B2L and L, an applicant for an aircraft maintenance engineer’s
licence or the addition of a category or subcategory to such an aircraft maintenance engineer’s
licence shall demonstrate by examination, a level of knowledge in the appropriate subject modules
in accordance with Appendix I to this CAR. The basic knowledge examination shall beconducted
by Central Examination Organization of DGCA.
b) An applicant for an aircraft maintenance licence in category L within a given subcategory, or for
the addition of a different subcategory, shall demonstrate by examination a level of knowledge
of the appropriate subject modules in accordance with Appendix VII to CAR 66. The basic
knowledge examination shall be conducted by Central Examination Organisation of DGCA.
The holder of an aircraft maintenance licence in subcategory B1.2 or category B3 is deemed to

meet the basic knowledge requirements for a licence in subcategories L1C, L1, L2C and L2.
CAR-66
The basic knowledge requirements for subcategory L4H include the basic knowledge
requirements for subcategory L3H.
The basic knowledge requirements for subcategory L4G include the basic knowledge
requirements for subcategory L3G.
c) An applicant for an aircraft maintenance licence in category B2L for a particular ‘system rating’,
or for the addition of another ‘system rating’, shall demonstrate by examination a level of
knowledge of the appropriate subject modules in accordance with Appendix I to CAR 66. The
basic knowledge examination shall be conducted by Central Examination Organisation of
DGCA.
d) The training courses and examinations shall be passed within 10 years prior to the application
for an aircraft maintenance licence or the addition of a category or subcategory to such aircraft
maintenance licence. Should this not be the case, examination credits may however be obtained
in accordance with point (c).
e) The applicant may apply to the DGCA for full or partial examination credit to the basic knowledge
requirements for
1. basic knowledge examinations that do not meet the requirement described in point (d) above;
and
2. any other technical qualification considered by the DGCA to be equivalent to the knowledge
standard of CAR-66
Credits shall be granted in accordance with APM Chapter 17.
f) Credits expire 10 years after they were granted to the applicant by the DGCA. The applicant
may apply for new credits after expiration.
GM 66.A.25 (a) Basic knowledge requirements
The levels of knowledge for each licence (sub) category are directly related to the complexity of
the certifications related to the corresponding licence (sub)category, which means that category A
should demonstrate a limited but adequate level of knowledge, whereas category B1, B2, B2L and
B3 should demonstrate a complete level of knowledge in the appropriate subject module.
66. A.30 Basic Experience requirements:
a) An applicant for an aircraft maintenance engineer’s licence shall have acquired:
1. for category A, sub categories B1.2 and B1.4 and category B3:
(i) three years of practical aircraft maintenance experience on operating aircraft; or
(ii) two years of practical maintenance experience on operating aircraft, covering the
corresponding system rating, and having acquired a Degree in Aircraft Maintenance or
Degree in Engineering from a recognised University; or
(iii) one year of practical maintenance experience on operating aircraft, covering the
corresponding system rating, and having successfully completed basic aircraft
maintenance training conducted by a training organisation approved under rule 133B.
2. for category B2 and sub-categories B1.1 and B1.3:
(i) five years of practical aircraft maintenance experience on operating aircraft; or
(ii) three years of practical maintenance experience on operating aircraft, covering the
CAR-66
(iii) two year of practical maintenance experience on operating aircraft, covering the
corresponding system rating, and having successfully completed basic aircraft
maintenance training conducted by a training organisation approved under rule 133B.
3. for category B2L:
(i) three years of practical maintenance experience in operating aircraft, covering the
corresponding system rating, if the applicant has no previous relevant technical training; or
(ii) two years of practical maintenance experience on operating aircraft, covering the
(iii) one year of practical maintenance experience on operating aircraft, covering the
corresponding system rating, and having successfully completed basic aircraft maintenance
training conducted by a training organisation approved under rule 133B.
Note: For the addition of new system rating(s) to an existing B2L licence, 3 months of
practical maintenance experience relevant to the new system rating(s) shall be required for
each system rating added.
4. for category L:
(i) two years of practical experience in operating aircraft covering a representative cross
section of maintenance activities in the corresponding sub-category; or
(ii) one years of practical maintenance experience on operating aircraft, covering the
Degree in Engineering from a recognized University or successfully completed basic
aircraft maintenance training conducted by a training organisation approved under rule
133B:
Note: For the inclusion of an additional subcategory in an existing L licence, the experience
required by points (i) and (ii) shall be 12 and 6 months respectively.
5. for Category C with respect to large aircraft:
(i) three years of maintenance experience exercising privileges of Categories B1.1, B1.3
or B2 on large aircraft or as support staff in a base maintenance in an organisation
approved under rule 133B or a combination thereof; or
(ii) five years of maintenance experience exercising the privileges of Categories B1.2
or B1.4 on large aircraft or as support staff in base maintenance in an organisation
approved under rule 133B, or a combination thereof;
6. for category C with respect to aircraft other than large aircraft;

three years of maintenance experience of exercising privileges of category B1 or B2 or
support staff in an organisation approved under rule 133B, or a combination thereof;
b) An applicant for the addition of a category or a sub-category to an existing licence shall have a
minimum civil aircraft maintenance experience requirement appropriate to the additional
category or sub-category of licence applied for as defined in Appendix IV to CAR 66.
c) The experience shall be practical and involve with a representative cross section of maintenance
tasks on aircraft.
d) The holder of an aircraft maintenance licence in category/subcategory B1.2 or B3 is deemed to
meet the basic experience requirements for a licence in subcategories L1C, L1, L2C and L2.
CAR-66
e) At least one year of the required experience shall be recent maintenance experience on aircraft
of the category/subcategory for which the initial aircraft maintenance engineer’s licence is
sought. For subsequent category /subcategory additions to an existing aircraft maintenance
engineer’s licence, the additional recent maintenance experience required may be less than one
year, but shall be at least three months. The required experience shall be dependent upon the
difference between the licence category/subcategory held and applied for. Such additional
experience shall be typical of the new licence category/subcategory sought.
Note: ‘Recent maintenance experience’ shall be acquired on the type of aircraft for which the
aircraft maintenance engineer’s license is sought.
f) Notwithstanding para (a), the twelve years of practical aircraft maintenance experience acquired
outside a civil aircraft maintenance environment in the relevant category supplemented by at
least one year of recent experience in civil aircraft maintenance environment, shall be treated
as equivalent to the requirements laid down in sub paras (1) to (4) of para (a) above.
g) Experience shall have been acquired within the 10 years preceding the application for an aircraft
maintenance licence or the addition of a category or subcategory to such a licence.
Notwithstanding to this, the aircraft maintenance experience gained in defense environment in
the preceding fifteen years shall be acceptable.
AMC 66.A.30 (a) Basic Experience requirements

1. While an applicant to a Category C licence may be qualified by having 3 years’ experience
as category B1 or B2 certifying staff only in line maintenance, it is however recommended that
any applicant for a category C holding a B1 or B2 licence demonstrate at least 12 months
experience as a B1 or B2 base maintenance support staff.
2. A skilled worker is a person who has successfully completed a training acceptable to the
DGCA and involving the manufacture, repair, overhaul or inspection of mechanical, electrical
or electronic equipment. The training would include the use of tools and measuring devices.
3. Maintenance experience on operating aircraft:
- Means the experience of being involved in maintenance tasks on aircraft which are being
operated by airlines, air taxi organisations, aero clubs, owners, etc., as relevant to the licence
category/subcategory & group/subgroup;
- Should cover a wide range of tasks in terms of length, complexity and variety;
- Aims at gaining sufficient experience in the real environment of maintenance as opposed to

only the training school environment;
- May be gained within different types of maintenance organisations (CAR-145, M.A. Subpart
F etc.) or under the supervision of independent certifying staff;
May be combined with CAR-147 approved training (or other training approved by the DGCA)
training so that periods of training can be intermixed with periods of experience, similar to an
apprenticeship.
Note: Maintenance experience gained on foreign registered aircraft maintained in a CAR 145
approved organization located in India shall be counted towards meeting the practical
aircraft maintenance experience on operating aircraft.
- in the case of the L licence, it is acceptable that the 1 or 2 years of experience required by
66.A.30(a)4 covers maintenance performed only during the weekends (or equivalent periods)
CAR-66
as long as the applicant has achieved a sufficient level of competency related to the applicable
licence subcategory as attested by the corresponding statement(s) issued by the maintenance
organisation(s) or independent certifying staff that supervised the applicant.
4. In the case of an applicant for a licence including several categories/subcategories, it is acceptable
to combine the periods of experience as long as there is a sufficient experience for each
category/subcategory during the required period. Examples:
- Application for a B1.1 (turbine aeroplanes) + B1.3 (turbine helicopters): The Regulation
requires 5 years of experience for B1.1 and 5 years of experience for B1.3 for an applicant
with no relevant previous technical training:
o It is not acceptable to combine the experience in a single 5-year period where the
applicant has been working for 3 years on turbine aeroplanes and 2 years on turbine
helicopters.
o However, it is acceptable to combine the experience in a single 5-year period if the
applicant has been working for 5 years on turbine aeroplanes and turbine helicopters (for
example, aeroplanes in the morning, helicopters in the afternoon, or a few days every
week on aeroplanes and a few days every week on helicopters).
- Application for a B1.1 (turbine aeroplanes) + B2 (avionics): The Regulation requires 5 years
of experience for B1.1 and 5 years of experience for B2 for an applicant with no relevant
previous technical training.
o It is not acceptable to combine the experience in a single 5-year period where the
applicant has been working for 3 years on turbine aeroplanes (with no avionics work)
and 2 years on avionics systems.
o However, it is acceptable to combine the experience in a single 5-year period if the
applicant has been working for 5 years on structures, powerplant, mechanical and
electrical systems and avionics (for B1.1 tasks in the morning, B2 tasks in the afternoon,
or a few days every week for B1.1 tasks and a few days every week for B2 tasks).
- Application for a B1.1, B1.2, B1.3, B1.4 and B2: The Regulation requires 5 years of
experience for B1.1, B1.3 and B2 and 3 years of experience for B1.2 and B1.4 for an
applicant with no relevant previous technical training.
o In this case, it is very unlikely that the experience for each category/subcategory would
be sufficient.
AMC 66.A.30(c) Basic experience requirements

In the case of the category B2L licence, the sentence ‘a representative cross section of maintenance
tasks on aircraft’ refers to the person that has carried out some maintenance tasks that are
representative of the systems corresponding to the system ratings for which he/she applies (see
66.A.03). These tasks may include troubleshooting, modifications or repairs.
AMC 66.A.30 (d) Basic Experience requirements

To be considered as recent experience; at least 50% of the required 12 month experience should be
gained within the 12 month period prior to the date of application for the CAR-66 aircraft maintenance
license. The remainder of the experience should have been gained within the 7 year period prior to
application. It must be noted that the rest of the basic experience required by 66.A.30 must be
obtained within the 10 years prior to the application as required by 66.A.30 (f).

CAR-66
AMC 66.A.30 (e) Basic Experience requirements
1. For category A and L, the additional experience should be a minimum of 6 months in civil aircraft
maintenance environment. For category B1, B2, B2L or B3, the additional experience should be
a minimum of 12 months in civil aircraft maintenance environment.
2. Aircraft maintenance experience gained outside a civil aircraft maintenance environment can
include aircraft maintenance experience gained in armed forces, coast guards, police etc. or in
aircraft manufacturing.
66. A. 35 Demonstration of Skill

An applicant for grant or extension of Aircraft Maintenance Engineer’s licence shall demonstrate
his aircraft maintenance skill in respect of each category or sub-categoryof license or specific type
of aircraft or systems in accordance with CAR 66.A.45 for which the application has been made
to the Director General
66. A.40 Continued validity of the aircraft maintenance engineer’s licence
(a) The aircraft maintenance engineer’s licence becomes invalid after five years or ten years
(under revised Aircraft Rule 61) after its last issue or renewal, unless the holder submits his/her
aircraft maintenance engineer’s licence to the DGCA, in order to verify the information
contained in the licence is the same as that contained in the DGCA records.
(b) The holder of an aircraft maintenance engineer’s licence shall complete the CA Form 19-03
(Refer Appendix-V) (through eGCA) and submit it with the holder’s copy of the licence to the
DGCA, unless the holder works in a maintenance organization approved in accordance with
CAR 145 that has a procedure in its exposition where by such organisation may submit the
necessary documentation on behalf of the aircraft maintenance engineer’s licence holder.
(c) Any certification privileges based upon an aircraft maintenance engineer’s licence becomes
invalid as soon as the aircraft maintenance engineer’s licence is invalid.
(d) The aircraft maintenance engineer’s licence is only valid when issued and/or changed by
DGCA and when the holder has signed the document.
(e) An application to renew a licence that has expired will be accepted for up to four years after
the date of expiry of the licence. The applicant is required to submit certified evidence of 6
months actual relevant aircraft experience within the 24 months prior to their application and
that he has not exercised the privileges of his licence during this period.
In case, the privileges have been exercised, necessary enforcement action shall be initiated.
Such licence shall be considered for renewal only after enforcement action is complete.
In case the applicant does not meet minimum 6 months experience criteria, he should be
advised to apply for renewal after acquiring 6 month maintenance experience.
Licences expired for more than four years will not be renewed and applicants will need to
meet all of the applicable requirements for the issue of a licence in accordance with this CAR.

CAR-66
GM 66.A.40 Continued validity of the aircraft maintenance licence
Validity of the CAR-66 aircraft maintenance licence is not affected by recency of maintenance
experience whereas the validity of the 66.A.20 privileges is affected by maintenance experience as
specified in 66.A.20 (a).
66. A.45 Endorsement with aircraft ratings
(a) In order to be entitled to exercise certification privileges on a specific aircraft type, the holder
of an aircraft maintenance engineer licence need to have his/her licence endorsed with the
relevant aircraft ratings.
— For category B1, B2 or C the relevant aircraft ratings are the following:
(i) For group 1 aircraft, the appropriate aircraft type rating.
(ii) For group 2 aircraft, the appropriate aircraft type rating, manufacturer sub-group rating or full
subgroup rating.
(iii)For group 3 aircraft, the appropriate aircraft type rating or full group rating.
(iv) for Group 4 aircraft, for the category B2 licence, the full group rating.
- For category B2L, the relevant aircraft ratings are the following:
(i) for Group 2 aircraft, the appropriate manufacturer subgroup rating or full subgroup
rating;
(ii) for Group 3 aircraft, the full group rating;
(iii) for Group 4 aircraft, the full group rating.
— For category B3, the relevant rating is ‘piston-engine non-pressurised aeroplanes of 2000 kg
MTOM and below.
− For category L, the relevant aircraft ratings are the following:
(i) for subcategory L1C, the rating ‘composite sailplanes’;
(ii) for subcategory L1, the rating ‘sailplanes’;
(iii) for subcategory L2C, the rating ‘composite powered sailplanes and composite LA1
aeroplanes’;
(iv) for subcategory L2, the rating ‘powered sailplanes and LA1 aeroplanes’;
(v) for subcategory L3H, the rating ‘hot-air balloons’;
(vi) for subcategory L3G, the rating ‘gas balloons’
(vii) for subcategory L4H, the rating ‘hot-air airships’;
(viii) for subcategory L4G, the rating ‘LA2 gas airships’;
(ix) for subcategory L5, the appropriate airship type rating.
— For category A, no rating is required, subject to compliance with the requirements of paragraph
145.A.35 of CAR-145.

CAR-66
(b) The endorsement of aircraft type ratings requires the satisfactory completion of one of the
following:
- the relevant category B1, B2 or C aircraft type training in accordance with Appendix III
of CAR66.
- in the case of gas airship type ratings on a B2 or L5 licence, a type training directly
approved by DGCA.
(c) For other than category C licences ,in addition to the requirement of point (b), the endorsement
of the first aircraft type rating within a given category/sub-category requires satisfactory
completion of the corresponding On the Job Training, as described in Appendix III to CAR-66
except in the case of gas airships, where it shall be directly approved by DGCA.
Note: Additional endorsement in the same category/subcategory shall require OJT based on a
training need analysis.
(d) By derogation from points (b) and (c), for group 2 and 3 aircraft, aircraft type ratings may also
be granted after:
— satisfactory completion of the relevant category B1 and B2 or C aircraft type examination

described in Appendix III to CAR 66 and
— in the case of B1 and B2 category, demonstration of practical experience on the aircraft type.
In that case, the practical experience shall include a representative cross section of
maintenance activities relevant to the licence category, and
— passing of skill test conducted by DGCA on completion of practical experience on the

aircraft type.
— In the case of a category C rating, for a person qualified by holding an academic degree as
specified in point 66.A.30(a)(3) & (4), the first relevant aircraft type examination shall be at
the category B1 or B2 level.
(e) For group 2 aircraft:

(i) the endorsement of manufacturer sub-group ratings for category B1 and C licence holders
requires complying with the aircraft type rating requirements of at least two aircraft types from
the same manufacturer which combined are representative of the applicable manufacturer sub-
group;
(ii) the endorsement of full sub-group ratings for category B1 and C licence holders requires
complying with the aircraft type rating requirements of at least three aircraft types from different
manufacturers which combined are representative of the applicable sub-group;
(iii) the endorsement of manufacturer sub-groups and full sub-group ratings for category B2
and B2L licence holders requires demonstration of practical experience which shall include a
representative cross section of maintenance activities relevant to the licence category and to the
applicable aircraft sub-group and, in the case of the B2L licence , relevant to the applicable
system rating(s);
Note: By derogation from point (e)(iii), the holder of a B2 or B2L licence, endorsed with a full
subgroup 2b, is entitled to be endorsed with a full subgroup 2c.
CAR-66
(f) For group 3 aircraft:

(i) the endorsement of the full group 3 rating for category B1 and C licence holders requires
demonstration of practical experience, which shall include a representative cross section of
maintenance activities relevant to the licence category/sub-category and to the group 3 and
complying with the aircraft type rating endorsement of at least three aircraft types from
different manufacturers which combined are representative of the applicable group.
(ii) for category B1, unless the applicant provides evidence of appropriate endorsement the
group 3 rating shall be subject to the following limitations, which shall be endorsed on the
licence:
— pressurised aeroplanes
— metal structure aeroplanes
— composite structure aeroplanes
— wooden structure aeroplanes
— aeroplanes with metal tubing structure covered with fabric.
(iii) the endorsement of the full group 3 rating for category B2 and B2L licence holders requires
maintenance activities relevant to the licence category and to the group 3.
For Group 4 aircraft:
The endorsement of the full group 4 rating for category B2 and B2L licence holders require
maintenance activities relevant to the licence category and to Group 4.
Note: By derogation from point (f)(i), the holder of a B2L licence, endorsed with a full
subgroup 2a or 2b, is entitled to be endorsed with Groups 3 and 4.
(g) For the B3 licence:
(i)the endorsement of the rating ‘piston-engine non-pressurised aeroplanes of 2000 kg MTOM
and below’ requires demonstration of practical experience which shall include a
representative cross-section of maintenance activities relevant to the licence category and
having passed type examination/ type training on at least one piston-engine non-pressurised
aeroplane of 2000 kg MTOM and below.
(ii) Unless the applicant provides evidence of appropriate experience and having passed type
examination/ type training on at least one piston-engine non-pressurised aeroplane of 2000
kg MTOM and below covering the relevant structure, the rating referred to in point 1 shall
be subject to the following limitations, which shall be endorsed on the licence:
— wooden structure aeroplanes
— aeroplanes with metal tubing structure covered with fabric
— metal structure aeroplanes
— composite structure aeroplanes.
(h) For all L licence subcategories, other than L5:
(i) the endorsement of ratings requires demonstration of practical experience which shall
include a representative cross section of maintenance activities relevant to the licence
subcategory;
CAR-66
(ii) unless the applicant provides evidence of appropriate experience, the ratings shall be
subject to the following limitations, which shall be endorsed on the licence:
(1) for ratings ‘sailplanes’ and ‘powered sailplanes and LA1 aeroplanes’:
− wooden-structure aircraft covered with fabric,
− aircraft with metal-tubing structure covered with fabric,
− metal-structure aircraft,
− composite-structure aircraft,
(2) for the rating ‘gas balloons’:
− other than LA1 gas balloons; and
(3) If the applicant has only provided evidence of one-year experience in accordance
with the derogation contained in point 66.A.30(a)(2)(iii), the following limitation
shall be endorsed on the licence:
“complex maintenance tasks provided for in Appendix VII to CAR-M”.
The holder of an aircraft maintenance licence in subcategory B1.2 endorsed with the Group 3
rating, or in category B3 endorsed with the rating ‘piston engine non- pressurised aeroplanes of
2 000 kg MTOM and below’, is deemed to meet the requirements for the issuance of a licence
in subcategories L1 and L2 with the corresponding full ratings and with the same limitations as
the B1.2/B3 licence held.
GM 66.A.45 (b) Endorsement with aircraft ratings

An aircraft type rating includes all the aircraft models/variants listed in column 2 of Appendix I to
AMC to CAR-66.
When a person already holds a type rating on the licence and such type rating is amended in the
Appendix I to AMC to CAR-66 in order to include additional models/variants, there is no need for
additional type training for the purpose of amending the type rating in the licence. The rating should
be amended to include the new variants, upon request by the applicant, without additional
requirements. However, it is the responsibility of the licence holder and, if applicable, the
maintenance organisation where he/she is employed to comply with 66.A.20(b)3, 145.A.35(a) and
M.A.607(a), as applicable, before he/she exercises certification privileges.
Similarly, type training courses covering certain, but not all the models/variants included in a type
rating, are valid for the purpose of endorsing the full type rating.
GM 66.A.45 Endorsement with aircraft ratings

The following table shows a summary of the aircraft rating requirements contained in 66.A.45,
66.A.50 and Appendix III to CAR-66.
The table contains the following:
• The different aircraft groups;
• For each licence (sub)category, which ratings are possible (at the choice of the applicant)
o Individual type ratings;
o Full and/or Manufacturer (sub)group ratings;
• For each rating option, which are the qualification options;
CAR-66
• For the B1.2 licence (Group 3 aircraft) and for the B3 licence (piston-engine non pressurized
aeroplanes of 2000 kg MTOM and below) and the L licences, which are the possible limitations
and ratings to be included in the licence if not sufficient experience can be demonstrated in
those areas.
Aircraft rating
requirements
Aircraft B1/B3/L licence B2/B2L licence C licence
Group 1 aircraft, (For B1) (For B2)
except airships
Individual TYPE Individual TYPE Individual TYPE
RATING RATING RATING
- Complex motor-
powered aircraft. Type training: Type training: Type training:
- Multiple - Theory + examination - Theory + examination - Theory +
engine - Practical + assessment - Practical + assessment examination
helicopters. PLUS PLUS
- Aeroplanes OJT (**) OJT (**)
certified above
FL290.
- Aircraft equipped
with fly-by-wire.
Other aircraft when
defined by the DGCA.
Group 1 airships (For L5 licence) (For B2)

Individual TYPE Individual TYPE
RATING RATING
Type training: Type training:
- Theory + examination - Theory + examination Not applicable
- Practical + assessment - Practical + assessment
PLUS PLUS
OJT (**) OJT (**)
Group 2 aircraft (For B1.1, B1.3, B1.4) (For B2)
Subgroups: Individual TYPE Individual TYPE Individual

RATING (type RATING (type TYPE RATING
2a: single training + OJT(**)) or training + OJT(**)) or type training or
turboprop (type examination + (type examination + type
aeroplanes (*) practical experience + practical experience + examination
skill test) skill test)
2b: single turbine Full SUBGROUP (For B2 and B2L) Full SUBGROUP
engine helicopters RATING RATING
(*) (type training + Full SUBGROUP type training or
OJT(**)) or (type RATING type examination
2c: single piston examination + based on on at least 3
engine helicopters practical experience + demonstration of aircraft
(*) skill test) on at least 3 practical experience representative of
aircraft representative that subgroup
(*) Except those of that subgroup

CAR-66
classified in Group
1.
Manufacturer Manufacturer Manufacturer

SUBGROUP RATING SUBGROUP RATING SUBGROUP
(type training + OJT(**)) based on RATING
or (type examination demonstration of type training or
+ practical experience practical experience type examination
+ skill test) on at least on at least 2
2 aircraft aircraft
representative representative of
of that manufacturer that
subgroup manufacturer
subgroup
Aircraft rating
requirements
Group 3 aircraft (For B1.2) (For B2)
Piston engine Individual TYPE RATING Individual TYPE Individu

aeroplanes (type training + OJT(**)) or RATING (type al TYPE
(except those (type examination + training + OJT(**)) or RATIN
classified practical experience + skill (type examination + G
in Group 1) test) practical experience + type training
skill test) or
type
exami
nation
(For B2 and B2L)
Full GROUP 3 Full

Full GROUP 3 RATING RATING
based on demonstration GROU
based on
of practical experience P3
demonstration of
and complying with the RATI
appropriate experience
aircraft type rating NG
endorsement of atleast based on
three aircraft types from demonstrati
different manufactures on of
which combined are practical
representative of the experience
applicable group. and
Limitations: complying
- Pressurized aeroplanes with the
- Metal aeroplanes aircraft type
- Composite aeroplanes rating

CAR-66
Aircraft rating
requirements
- Wooden aeroplanes endorsemen
- Metal tubing & t of atleast
fabric Aeroplanes three
aircraft
types from
different
manufacture
s which
combined
are
representati
ve of the
applicable
group.
Piston-engine (For B3)
non- pressurised FULL RATING "Piston-
aeroplanes of engine non-pressurised This rating cannot be This rating
2 000 kg MTOM aeroplanes of 2 000 kg endorsed on a B2/B2L cannot be
and below MTOM and below" based licence. These aircraft endorsed on
on demonstration of practical are already covered by a C licence.
experience and having the endorsement of These
passed type examination and ratings for Group 3 aircraft are
skill test / type training on at aircraft (see box already
least one piston-engine non- above) covered by
pressurised aeroplanes of 2 the
000 kg MTOM and below. endorsement
Limitations: of ratings
- Metal aeroplanes for Group 3
- Composite aeroplanes aircraft (see
- Wooden aeroplanes box above)
- Metal tubing & fabric
aeroplanes
Group 4 aircraft: (For all L subcategories, (For B2 and B2L)

except L5)

CAR-66
Aircraft rating
requirements
Sailplanes, powered − For L1C: ‘composite Full GROUP 4
sailplanes, balloons sailplanes’ rating, RATING
and airships other − For L1: ‘sailplanes’ rating, based on Not
than those in Group − For L2C: ‘composite demonstration of applica
1 powered sailplanes and practical experience ble
composite LA1 aeroplanes’
rating,
− For L2: ‘powered sailplanes
and LA1 aeroplanes’ rating,
− For L3H: ‘hot-air balloons’
rating,
− For L3G: ‘gas balloons’
rating,
− For L4H: ‘hot-air airships’
rating,
− For L4G: ‘LA2 gas airships’
rating,
all based on demonstration
of practical experience +
skill test
Limitations:
see 66.A.45(h)
(**) The endorsement of the first aircraft type rating within a given category/sub-category requires
satisfactory completion of the corresponding On the Job Training, as described in Appendix III to CAR-
66. Additional endorsement in the same category/subcategory shall require OJT based on a training need
analysis.

CAR-66
AMC 66.A.45 (d), (e) 3, (f) 1 and (g) 1 Endorsement with aircraft ratings
1. The “practical experience” should cover a representative cross section including at least :
- For categories B1,B2,B2L and B3: 50 % of tasks contained in Appendix II to AMC relevant
to the licence category and to the applicable aircraft type ratings or aircraft (sub) group
ratings being endorsed.
- - for category L:
- in the subcategories L1, L1C, L2 or L2C: 50 % as in the paragraph related to B1, B2, B2L
or B3;
- inthe subcategories L3H and L3G for ‘Balloons’ or L4H, L4G and L5 for ‘Airships’, 80
% of the tasks should be demonstrated, and should include the tasks identified with an
asterisk (*) in the Appendix;
This experience should cover tasks from each paragraph of the Appendix II list. Other tasks
than those in the Appendix II may be considered as a replacement when they are relevant.
In the case of (sub)group ratings, this experience may be shown by covering one or several
aircraft types of the applicable (sub)group and mayinclude experience on aircraft classified
in group 1, 2 and/or 3 as long as the experience is relevant. The practical experience should
be obtained under the supervision of authorised certifying staff.
2. In the case of endorsement of individual type ratings for Group 2 and Group 3 aircraft, for the
second aircraft type of each manufacturer (sub) group the practical experience should be
reduced to 30 % of the tasks contained in Appendix II to AMC relevant to the licence category
and to the applicable aircraft type. For subsequent aircraft types of each manufacturer (sub)
group this should be reduced to 20 %.
3. Practical experience should be demonstrated by the submission of records or a logbook
showing the Appendix II tasks performed by the applicant. Typical data to be recorded are
similar to those described in AMC 66.A.20 (b) 2.
AMC 66.A.45 (e) Endorsement with aircraft ratings
1. For the granting of manufacturer subgroup ratings for Group 2 aircraft, for B1 and C licence
holders, the sentence “at least two aircraft types from the same manufacturer which combined are
representative of the applicable manufacturer subgroup” means that the selected aircraft types
should cover all the technologies relevant to the manufacturer subgroup in the following areas:
- Flight control systems (mechanical controls/hydro mechanically powered controls

/electromechanically powered controls); and
- Avionic systems (analogue systems/digital systems); and
- Structure (manufactured of metal/composite/wood).
In cases where there are very different aircraft types within the same manufacturer subgroup, it
may be necessary to cover more than two aircraft types to ensure adequate representation.
For this purpose it may be possible to use aircraft types from the same manufacturer classified in
Group 1 as long as the selected aircraft belong to the same licence sub category for which the
rating will be endorsed.

CAR-66
2. For the granting of full subgroup ratings for Group 2 aircraft, for B1 and C licence holders, the
sentence “at least three aircraft types from different manufacturers which combined are
representative of the applicable subgroup” means that the selected aircraft types should cover all
the technologies relevant to the manufacturer subgroup in the following areas:
- Flight control systems (mechanical controls/hydro mechanically powered controls/
electromechanically powered controls); and
- Avionic systems (analogue systems/digital systems); and
- Structure (manufactured of metal/composite/wood).
In cases where there are very different aircraft types within the same subgroup, it may be
necessary to cover more than three aircraft types to ensure adequate representation. For this
purpose it may be possible to use aircraft types from different manufacturers classified in Group
1 as long as the selected aircraft belong to the same licence subcategory for which the rating
will be endorsed.
3. For manufacturer subgroup ratings, the term “manufacturer” means the TC holder defined in the
certification data sheet, which is reflected in the list of type ratings in Appendix I to AMC to
CAR-66.
In the case of an aircraft rating where the type rating refers to a TC holder made of a
Combination of two manufacturers which produce a similar aircraft (i.e. AGUSTA/ BELL
HELICOPTER TEXTRON or any case of aircraft similarly built by another manufacturer),
this combination should be considered as one manufacturer.
As a consequence:
• When a licence holder gets a manufacturer type or a manufacturer subgroup rating made of a
combination of manufacturers, it covers the combination of such manufacturers.
• When a licence holder who intends to endorse a full subgroup rating selects three aircraft from
different manufacturers, this means from different combinations of manufacturers as
applicable.
GM 66.A.45(h)(ii) Endorsement with aircraft ratings

For subcategories L1 and L2, it is possible to endorse the corresponding ratings with limitations
depending on the type of structures covered by the experience gained.
For subcategory L3G, it is possible to endorse the rating ‘gas balloons’ with a limitation to ‘other
than LA1 gas balloons’ if the experience gained only covers LA1 gas balloons.
However, no limitations are possible for the subcategories L1C, L2C, L3H, L4H and L4G. The
ratings on these licences can only be obtained after demonstration of the appropriate experience
representative of the full scope of the licence subcategory.
66. A.50 Limitations

(a) Limitations introduced on an aircraft maintenance licence are exclusions from the certification
privileges and in the case of limitations referred to in point 66.A.45, they affect the aircraft in its
entirety.

CAR-66
(b) For limitations referred to in point 66.A.45, limitations shall be removed upon:
1. demonstration of appropriate experience; or
2. after a satisfactory practical assessment performed by the DGCA.
c) For limitations referred to in point 66.A.70, limitations shall be removed upon satisfactory
completion of examination on those modules/subjects defined in the applicable conversion
report referred to in APM Chapter 17
AMC 66.A.50 (b) Limitations
1. The appropriate experience required to remove the limitations referred to in 66.A.45 (f), (g) and
(h) should consist of the performance of a variety of tasks appropriate to the limitations under the
supervision of authorised certifying staff. This should include the tasks required by a scheduled
annual inspection. Alternatively, this experience may also be gained, if agreed by the DGCA, by
theoretical and practical training provided by the manufacturer, as long as an assessment is further
carried out and recorded by this manufacturer.
2. It is acceptable to have this experience in just one aircraft type, provided that this type is
representative of the (sub) group in relation to the limitation being removed.
3. It is acceptable that this experience is gained in aircraft not covered by the Basic Regulation,
provided that this experience is relevant and representative of the corresponding (sub) group. An
example could be the experience required to remove a limitation such as ‘aircraft with metal
tubing structure covered with fabric’, which may be gained in ultralight aircraft (Annex I aircraft).
4. The application for the limitation removal should be supported by a record of experience signed
by the authorised certifying staff or by an assessment signed by the manufacturer after completion
of the applicable theoretical and practical training.
66. A.55 Evidence of qualification

Personnel exercising certification privileges as well as support staff must produce their licence
as evidence of qualification, if required by an authorized person of DGCA, within 24 hours.
66. A.70 Conversion provisions-

a) The holder of a valid Aircraft Maintenance Engineer’s Licence on the date of coming into force
of this CAR may continue to exercise the privileges of his licence and shall be issued, with or
without limitation and without further examination, an Aircraft Maintenance Engineer’s Licence
in the appropriate category subject to such conditions specified in Airworthiness Procedures
Manual Chapter 17.
b) A person undergoing a qualification process, prior to the GSR No. 1001(E) dated 22.12.2010
regarding the Rule 61 of the Aircraft Rules, 1937 shall continue to be qualified till date as
specified by the Director General. The holder of a qualification gained following such
qualification process may be issued an aircraft maintenance engineer’s licence subject to the
conditions specified in Airworthiness Procedures Manual Chapter 17.
c) Where necessary, the aircraft maintenance engineer’s licence shall contain limitations in
accordance with point 66. A.50 to reflect the differences between
i) the scope of the certifying staff qualification
CAR-66
(ii) the basic knowledge requirements and the basic examination standards laid down in
Appendix I and II to this CAR 66.
d) Aircraft Maintenance Engineer’s Licences issued prior to this CAR coming into force in
category “A” to cover Gliders, Balloons and in category “B”, “D” and “X” to cover Aircraft,
Engine, propeller and items of equipment to carryout maintenance and issue ‘Certificate of
Release to Service’ that could not be transferred to CAR-66 licence ‘Type Rating’ shall be
transferred to the CAR-66 licence section XIV (a) without altering the privileges hitherto
exercised by the holder.
GM 66.A.70 Conversion provisions
1. As described in point 66.A.70, the conversion provisions apply to the holder of an AME Licence
prior to the date of entry into force of CAR-66.
2. The conversion applies to “certifying staff qualifications” such as, for example:
• Holding a AME licence (or completed the process to obtain such a licence;)
This does not mean that in order to be entitled to a conversion process, the applicant has to be
exercising certification privileges. A person may hold a “certifying staff qualification” while
not having certification privileges (or while exercising very limited certification privileges
below his/her qualification) for different reasons such as, for example, the following:
• The person is working as “support staff” in the base maintenance environment;
• The person has been authorised only for a very limited range of tasks (lower than what he/she
would be entitled if his/her qualification is considered) since the person is working in a line
station where the scope of tasks is very limited;
• The person holds a licence with a wider scope than the scope of the organisation where
he/she is employed;
• The person is working outside the aviation industry or is temporarily on leave due to different
reasons (medical, personal, etc.).
These persons are entitled to have the conversion performed in accordance with the full scope
of their qualification and the full privileges that they would be entitled to hold on the basis of
such qualification.
3. As described in point 66.A.70, certifying staff qualifications eligible for conversion are those
valid “prior to the date of entry into force of CAR-66.
4. Although only those certifying staff qualifications gained as indicated above are eligible for
conversion, this does not mean that the application for conversion has to be submitted prior to
those dates. The applicant is entitled to have the conversion performed irrespective of when
he/she applies for conversion.
5. A certifying staff qualification can be subject to more than one conversion process and can also be

CAR-66
converted to more than one licence (sub)category (with any applicable limitations). This could be
the case, for example, for a person who already had the certifying staff qualification converted in
the past to a B1.2 licence with limitations linked to some missing elements of the CAR-66
Appendix I and II standard (following 66.A.70(c)). This person would be entitled to apply and
have his/her certifying staff qualification converted to a B1.2 or a B3 or L licence on the basis of
66.A.70(d), which would mean that there is no need to compare with the CAR-66 Appendix I, II
and VII standard, introducing only those limitations required to maintain the existing privileges.
GM 66.A.70(c) Conversion provisions
For example, a limitation could be where a person holds a pre-existing certifying staff qualification
which covered, to the standard of CAR-66 Appendix I and II, all the modules/subjects
corresponding to the B1 licence except for electrical power systems. This person would receive a
CAR-66 aircraft maintenance licence in the B1 category with a limitation (exclusion) on electrical
power systems.
For removal of limitations, refer to 66.A.50(c).

GM 66.A.70 (d) Conversion provisions
In the case of aircraft not involved in commercial air transport other than large aircraft , an example
of limitations could be where a person holds a pre CAR-66 qualification which covered privileges
to release work performed on aircraft structures, power plant, mechanical and electrical systems
but excluded privileges on aircraft equipped with turbine engine, aircraft above 2 000 kg MTOM,
pressurised aircraft and aircraft equipped with retractable landing gear. This person would receive
a CAR-66 aircraft maintenance licence in the B1.2 or B3 (sub) category with the following
limitations (exclusions):
- Aircraft involved in commercial air transport (this limitation always exists);
- Aircraft above 2 000 kg MTOM;
- Pressurized aircraft;
- Aircraft equipped with retractable landing gear.
Another example of limitations could be where a pilot-owner holds a pre CAR-66 qualification
which covered privileges to release work performed on aircraft structures, power plant, mechanical
and electrical systems but limited to his/her own aircraft and to a particular aircraft type (for
example, a Cessna 172). This pilot-owner would receive a CAR-66 aircraft maintenance licence in
the B1.2 or B3 (sub) category with the following limitations (exclusions):
- Aircraft involved in commercial air transport (this limitation always exists);

- Aircraft other than a Cessna 172;
- Aircraft not owned by the licence holder.
The essential aspect is that the limitations are established in order to maintain the privileges of the
pre CAR-66 qualification, without comparing the previous qualification with the standard of CAR-
66 Appendix I and II.
For removal of limitations, refer to 66.A.50(c).

CAR-66
SUBPART B
AIRCRAFT OTHER THAN AEROPLANES AND
HELICOPTERS
66. A.100 General
Microlight, light sport aircraft, glider, balloon or an airship shall be certified by an aircraft
maintenance engineer holding a licence in category L or Category A or Category B1 or Category
B3 or an authorised person subject to meeting the requirements as specified in the relevant CAR.

CAR-66
SUBPART C
COMPONENTS
66. A. 200 General
This subpart lays down the minimum requirements in respect of knowledge, training, experience,
examination and procedure for issue of authorisation by CAR -145 / CAR M Subpart-F approved
organisations to certifying staff employed in their organisation for maintenance and certification of
components /aircraft maintenance as per manufacturer maintenance data.
66.A.205 Requirements
Candidate for grant of authorization to carry out and certify overhaul, major repairs of aircraft,
power plants, components and accessories thereof, shall meet the following requirements:
(a) He shall not be less than 21 years of age.
(b) Knowledge:- The applicant shall have passed 10+2 with Physics, Chemistry and
Mathematics or equivalent and
(c) should hold CAR 66 licence in appropriate category or
i) passed 3 years basic AME training course/Diploma / Degree in Engineering in the
appropriate branch and must have passed relevant portions of modules of CAR 66
knowledge examination approved by the DGCA for the purpose in the MOE and
examination conducted by the approved organisation in association with DGCA or
eligible for grant of suitable credit for particular module.
Note 1: Depending on the scope of authorization required, the CAR 145 / CAR M- SubPart
F approved organization shall document the module(s) of examination required to
be passed by the applicant in the organisations expositions.
(d) Training:
The applicant must have undergone a training programme conducted by: Manufacturer of
the equipment;
OR
An organization approved to impart such training;
OR
Trained by a person having specific approval covering the activity for a period of 2 years.
(e) Experience: Applicants meeting the knowledge requirements shall have the following
experience:
i) For persons holding CAR 66 Aircraft Engineers’ License: one year experience in overhaul,
major repairs, modifications of the system components and accessories, including three
months recent experience.
ii) For persons holding Diploma/ Degree in Engineering: two years’ experience in overhaul,
major repairs, modifications of the system components and accessories, including six
months recent experience.

CAR-66
iii) Candidate for certification of structural repair/ modification should have minimum two
years relevant field experience, and produce evidence that he has performed similar
structural repairs at least twice under the supervision of an approved person in the
preceding six months.
(f) Medical Fitness
The applicant should have been assessed medically fit by a registered medical practitioner
to perform the scope of work applied for.
(g) Competency check:-
Before grant of authorization the competency of the candidate shall be assessed by the
organization, following procedures documented in the organization exposition.
(h) Organizations desirous of using the provisions of this CAR shall detail their training
programme, activities requiring certification authorisation, education, experience, on job
training requirements and assessment procedure in their Maintenance Organization
Exposition.
AMC 66.A.205 (c) Requirements
Must have passed relevant modules of CAR 66 approved by the DGCA means modules
appropriate for the knowledge required for the maintenance of class of components for which
certification authorization is required.
AMC 66.A.205 (g) Requirements.
For the grant of certification authorization the competency of the candidate shall be assessed by
the organization, following procedures documented in the organization exposition. Guidelines
for competency check is detailed in AMC and GM of CAR 145- 30(e).
66.A.210 Extension to Scope of Authorization

Candidate seeking extension to their scope of authorization of a particular stream (Mechanical or
Avionics), in addition to meeting the training requirements of para 66.A.205 (c) of this CAR, shall
have additional six months experience on the type of components for which certification
authorisation is required. When the authorization is required to be granted for additional stream,
the applicant shall have 24 months maintenance experience out of which 6 months must be recent
experience.
Before grant of extension of authorization, the competency of the candidate shall be assessed by
the organization, following procedures as mentioned in 66.A.205 (g).
66.A.215 Privileges
The privileges of component certifying staff shall cover:-
a) Holder of certification authorization on the basis of CAR 66 AME Licence: Issuance of
Certificate of Maintenance (CRS) for shops and systems of aircraft/ engine (when at shop
level and not fitted on the aircraft)
Note: CRS on aircraft and/ or engine shall be done provided the Approval holder has
AME licence in relevant Category.
b) Holder of certification authorization on the basis of AME Course/Diploma in Engineering/
Degree in Engineering: Certify work carried out as endorsed on the certification authorization
Note 1: Such a certification authorization shall be limited only to shop level work and shall
not include major maintenance of aircraft and/or engine

CAR-66
Note 2: Persons already holding approvals with CRS privileges may continue to be
permitted to issue CRS on being permitted under the CAR 145 / CAR M Subpart F
approval even if they are not meeting the requirement of this CAR. Such persons
may also be considered for grant of additional certification authorization subject to
meeting the requirements.
66. A.220 Validity of Certification Authorization
a) The Certification Authorization shall be valid for a period of one year and may be
renewed by the Quality Manager subject to the condition that the person
i) Has exercised the privileges of the authorization for a minimum period of three
months in the preceding 12 months;
ii) Has undergone refresher course in the preceding 24 months;
iii) Has been assessed medically fit; and
iv) Continues to remain in the employment or employment contract of the organization.
66.A.225 Suspensions, Cancellation and Return of Certification Authorization
(a) A Certification Authorization may be withdrawn where an enquiry conducted by the
approved organization or DGCA establishes that:-
i) the holder of such an authorization has performed work or granted a certificate in
respect of work which has not been performed in a careful and competent manner,
or
ii) the holder of such an authorization has signed a certificate in respect of any matter
which he is not authorized to deal with, or
iii) it is undesirable for any other reason that the holder of such authorization should
continue to exercise the functions of an approval holder.
iv) Authorization of a person withdrawn as a result of an enquiry shall not be restored
without approval of the DGCA (Regional Airworthiness Office). Such person shall
also not be granted other Authorization without the concurrence of the DGCA
(Regional Airworthiness Office).
v) All disciplinary actions taken against approved persons shall be immediately
intimated to the DGCA (Regional Airworthiness Office). Copies of warnings/
memoranda issued to the approved persons shall also be forwarded to the DGCA
(Regional Airworthiness Office).
(Vikram Dev Dutt)


CAR-66
APPENDICES TO CAR-66
Appendix I - Basic Knowledge Requirements (except for Category L Licence)
1. KNOWLEDGE LEVELS - CATEGORY A, B1, B2, B3, B2L AND C AIRCRAFT

MAINTENANCE ENGINEER’S LICENCE
Basic knowledge for categories A, B1, B2,B2L and B3 are indicated by the knowledge levels (1,
2 or 3) against each applicable subject. Category C applicant shall meet either category B1 or
B2 basic knowledge level.
The knowledge level indicators are defined on defined on 3 levels as follows:
LEVEL 1
Familiarization with the principal elements of the subject.
Objectives:
(a) The applicant should be familiar with the basic elements of the subject.
(b) The applicant should be able to give a simple description of the whole subject, using
common words and examples.
(c) The applicant should be able to use typical terms.
LEVEL 2
A general knowledge of the theoretical and practical aspects of the subject and an ability to apply
that knowledge.
Objectives:
(a) The applicant should be able to understand theoretical fundamentals of the subject.
(b) The applicant should be able to give a general description of the subject using as
appropriate, typical examples.
(c) The applicant should be able to use mathematical formulae in conjunction with physical
laws describing the subject.
(d) The applicant should be able to read and understand sketches, drawings and schematics
describing the subject.
(e) The applicant should be able to apply his knowledge in a practical manner using detailed
procedures.
LEVEL 3
A detailed knowledge of the theoretical and practical aspects of the subject and a capacity to
combine and apply the separate elements of knowledge in a logical and comprehensive
manner.
Objectives:
(a) The applicant should know the theory of the subject and interrelation ship with other
subjects.
(b) The applicant should be able to give a detailed description of the subject using theoretical
fundamentals and specific examples.

CAR-66
(c) The applicant should understand and be able to use mathematical formulae related to
the subject.
(d) The applicant should be able to read, understand and prepare sketches, simple drawings
and schematics describing the subject.
(e) The applicant should be able to apply his knowledge in a practical manner using
manufacturer's instructions.
(f) The applicant should be able to interpret results from various sources and measurements
and apply corrective action where appropriate.
2. MODULARISATION
Qualification on basic subjects for each CAR 66 aircraft maintenance engineer’s licence category
or subcategory should be in accordance with the following matrix. Applicable subjects are indicated
by an ‘X’:
For categories A, B1 and B3:
Subject A or B1 aeroplane with: A or B1 helicopter with: B3

module Turbine Piston Turbine Piston Piston engine non-
engine(s) engine(s) engine(s) engine(s) pressurised aeroplanes
2 000 kg MTOM and
below
1 Not Aplicable
2 Not Aplicable
3 X X X X X
4 X X X X X
5 X X X X X
6 X X X X X
7A X X X X
7B X
8 X X X X X
9A X X X X
9B X
10 X X X X X
11A X
11B X
11C X
12 X X
13
14
15 X X
16 X X X
17A X X
17B X

CAR-66
For categories B2 and B2L:
Subject B2 B2L
module/submodules
1 Not Applicable
2 Not Applicable
3 X X
4 X X
5 X X
6 X X
7A X X
7B
8 X X
9A X X
9B
10 X X
11A
11B
11C
12
13.1 and 13.2 X X
13.3(a) X X (for system rating ‘Autoflight’)
13.3(b) X
13.4(a) X X (for system rating ‘Com/Nav’)
13.4(b) X X (for system rating ‘Surveillance’)
13.4(c) X
13.5 X X
13.6 X
13.7 X X (for system rating ‘Autoflight’)
13.8 X X (for system rating ‘Instruments’)
13.9 X X
13.10 X
13.11 to 13.18 X X (for system rating ‘Airframe systems’)
13.19 to 13.22 X
14 X X (for system rating ‘Instruments’ and ‘Airframe
systems’)
15
16
17A
17B

CAR-66
LEVEL
MODULES &
SYLLABUS A B1 B2 B3
B2L
MODULE 1- Reserved - - -
MODULE 2- Reserved - - -
LEVEL
MODULE 3. ELECTRICAL FUNDAMENTALS
A B1 B2 B3
B2L
3.1 Electron Theory 1 1 1 1
Structure and distribution of electrical charges within: atoms, molecules,
ions, compounds;
Molecular structure of conductors, semiconductors and insulators.
3.2 Static Electricity and Conduction 1 2 2 1

Static electricity and distribution of electrostatic charges;
Electrostatic laws of attraction and repulsion;
Units of charge, Coulomb's Law;
Conduction of electricity in solids, liquids, gases and a vacuum.
3.3 Electrical Terminology 1 2 2 1

The following terms, their units and factors affecting them: potential
difference, electromotive force, voltage, current, resistance, conductance,
charge, conventional current flow, electron flow.
3.4 Generation of Electricity 1 1 1 1

Production of electricity by the following methods: light, heat, friction,
pressure, chemical action, magnetism and motion.
3.5 DC Sources of Electricity 1 2 2 2

Construction and basic chemical action of: primary cells, secondary cells, lead
acid cells, nickel cadmium cells, other alkaline cells;
Cells connected in series and parallel; Internal resistance and its effect on a
battery;
Construction, materials and operation of thermocouples;
Operation of photo-cells.
3.6 DC Circuits - 2 2 1
Ohms Law, Kirchoff's Voltage and Current Laws;
Calculations using the above laws to find resistance, voltage and current;
Significance of the internal resistance of a supply.
3.7 Resistance/Resistor
(a) - 2 2 1
Resistance and affecting factors;
Specific resistance;
Resistor colour code, values and tolerances, preferred values, wattage
ratings;
CAR-66
LEVEL
A B1 B2 B3
B2L
Resistors in series and parallel;
Calculation of total resistance using series, parallel and series parallelcombinations;
Operation and use of potentiometers and rheostats;

Operation of Wheatstone Bridge.
(b) - 1 1 -
Positive and negative temperature coefficient conductance;
Fixed resistors, stability, tolerance and limitations, methods of construction;
Variable resistors, thermistors, voltage dependent resistors;
Construction of potentiometers and rheostats;
Construction of Wheatstone Bridge;
3.8 Power
- 2 2 1
Power, work and energy (kinetic and potential);
Dissipation of power by a resistor;
Power formula;
Calculations involving power, work and energy.
3.9 Capacitance/Capacitor - 2 2 1
Operation and function of a capacitor;
Factors affecting capacitance area of plates, distance between plates, number of plates,
dielectric and dielectric constant, working voltage, voltage rating;
Capacitor types, construction and function;
Capacitor colour coding;
Calculations of capacitance and voltage in series and parallel circuits;
Exponential charge and discharge of a capacitor, time constants;
Testing of capacitors.
3.10 Magnetism
(a) - 2 2 1
Theory of magnetism;
Properties of a magnet
Action of a magnet suspended in the Earth's magnetic field;
Magnetisation and demagnetisation;
Magnetic shielding;
Various types of magnetic material;
Electromagnets construction and principles of operation;
Hand clasp rules to determine: magnetic field around current carryingconductor.
(b) - 2 2 1
Magnetomotive force, field strength, magnetic flux density, permeability, hysteresis loop,
retentivity, coercive force reluctance, saturation point, eddy currents;
Precautions for care and storage of magnets.

CAR-66
LEVEL
A B1 B2 B3
B2L
3.11 Inductance/Inductor - 2 2 1
Faraday's Law;
Action of inducing a voltage in a conductor moving in a magnetic field; Induction
principles;
Effects of the following on the magnitude of an induced voltage: magnetic field
strength, rate of change of flux, number of conductor turns;
Mutual induction;
The effect the rate of change of primary current and mutual inductance hason induced
voltage;
Factors affecting mutual inductance: number of turns in coil, physical size ofcoil,
permeability of coil, position of coils with respect to each other;
Lenz's Law and polarity determining rules; Back
emf, self induction;
Saturation point;
Principle uses of inductors;
3.12 DC Motor/Generator Theory - 2 2 1

Basic motor and generator theory;
Construction and purpose of components in DC generator;
Operation of, and factors affecting output and direction of current flow in DC generators;
Operation of, and factors affecting output power, torque, speed and directionof rotation of
DC motors;
Series wound, shunt wound and compound motors; Starter
Generator construction.
3.13 AC Theory 1 2 2 1
Sinusoidal waveform: phase, period, frequency, cycle;
Instantaneous, average, root mean square, peak, peak to peak current values and
calculations of these values, in relation to voltage, current and power Triangular/Square
waves;
Single/3 phase principles.
3.14 Resistive (R), Capacitive (C) and Inductive (L) Circuits - 2 2 1

Phase relationship of voltage and current in L, C and R circuits, parallel, seriesand series
parallel;
Power dissipation in L, C and R circuits;
Impedance, phase angle, power factor and current calculations;True power,
apparent power and reactive power calculations.

CAR-66
3.15 Transformers - 2 2 1
Transformer construction principles and operation; Transformer
losses and methods for overcoming them;
Transformer action under load and no-load conditions; Power
transfer, efficiency, polarity markings;
Calculation of line and phase voltages and currents;

Calculation of power in a three phase system;
Primary and Secondary current, voltage, turns ratio, power, efficiency;
Auto transformers.
3.16 Filters - 1 1 -
Operation, application and uses of the following filters: low pass, high pass,band pass,
band stop.
3.17 AC Generators - 2 2 1
Rotation of loop in a magnetic field and waveform produced;
Operation and construction of revolving armature and revolving field type AC generators;
Single phase, two phase and three phase alternators;
Three phase star and delta connections advantages and uses;
Permanent Magnet Generators.
3.18 AC Motors - 2 2 1
Construction, principles of operation and characteristics of: AC synchronousand induction
motors both single and polyphase;
Methods of speed control and direction of rotation;
Methods of producing a rotating field: capacitor, inductor, shaded or splitpole.
LEVEL
MODULE 4. ELECTRONIC
FUNDAMENTALS A B1 B2 B3
B2L
4.1 Semiconductors
4.1.1 Diodes
(a) - 2 2 1
Diode symbols;
Diode characteristics and properties;
Diodes in series and parallel;
Main characteristics and use of silicon controlled rectifiers (thyristors), lightemitting
diode, photo conductive diode, varistor, rectifier diodes;
Functional testing of diodes.
(b) - - 2 -
Materials, electron configuration, electrical properties;
P and N type materials: effects of impurities on conduction, majority and minority
characters; PN junction in a semiconductor, development of a potential across a PN
junction in unbiased, forward biased and reverse biased conditions
Operation and function of diodes in the following circuits: clippers, clampers, full and half
wave rectifiers, bridge rectifiers, voltage doublers and triplers

CAR-66
LEVEL
A B1 B2 B3
FUNDAMENTALS
B2L
Detailed operation and characteristics of the following devices: silicon
controlled rectifier (thyristor), light emitting diode, Shottky diode, photo
conductive diode, varactor diode, varistor, rectifier diodes, Zener diode.
4.1.2 Transistors
(a) - 1 2 1
Transistor symbols;
Component description and orientation;
Transistor characteristics and properties.
(b) - - 2 -
Construction and operation of PNP and NPN transistors;
Base, collector and emitter configurations;
Testing of transistors.
Basic appreciation of other transistor types and their uses.
Application of transistors: classes of amplifier (A, B, C);
Simple circuits including: bias, decoupling, feedback and stabilisation;
Multistage circuit principles: cascades, push-pull, oscillators, multivibrators,
flip-flop circuits.
4.1.3 Integrated Circuits

(a) - 1 - 1
Description and operation of logic circuits and linear circuits/operational
amplifiers.
(b) - - 2 -
Description and operation of logic circuits and linear circuits;
Introduction to operation and function of an operational amplifier used as:
integrator, differentiator, voltage follower, comparator;
Operation and amplifier stages connecting methods: resistive capacitive,
inductive (transformer), inductive resistive (IR), direct;
Advantages and disadvantages of positive and negative feedback.
4.2 Printed Circuit Boards - 1 2 -

Description and use of printed circuit boards.
4.3 Servomechanisms
(a) - 1 - -
Understanding of the following terms: Open and closed loop systems,
feedback, follow up, analogue transducers;
Principles of operation and use of the following synchro system
components/features: resolvers, differential, control and torque,
transformers, inductance and capacitance transmitters.

CAR-66
LEVEL
A B1 B2 B3
FUNDAMENTALS
B2L
(b) - - 2 -
Understanding of the following terms: Open and closed loop, follow up,
servomechanism, analogue, transducer, null, damping, feedback,
deadband; Construction operation and use of the following synchro
system components: resolvers, differential, control and torque, E and I
transformers, inductance transmitters, capacitance transmitters,
synchronous transmitters;Servomechanism defects, reversal of synchro
leads, hunting.
LEVEL
MODULE 5. DIGITAL TECHNIQUES ELECTRONIC
INSTRUMENTSYSTEMS B1.1 B1.2 B2
A B1.3 B1.4 B2L B3
5.1 Electronic Instrument Systems 1 2 2 3 1
Typical systems arrangements and cockpit layout of electronic
instrument systems.
5.2 Numbering Systems - 1 - 2 -

Numbering systems: binary, octal and hexadecimal;
Demonstration of conversions between the decimal and binary, octal
and hexadecimal systems and vice versa.
5.3 Data Conversion - 1 - 2 -

Analogue Data, Digital Data;
Operation and application of analogue to digital, and digital to
analogue converters, inputs and outputs, limitations of various types.
5.4 Data Buses - 2 - 2 -

Operation of data buses in aircraft systems, including knowledge of
ARINC and other specifications.
5.5 Logic Circuits

(a) - 2 - 2 1-
Identification of common logic gate symbols, tables and equivalent
circuits;
Applications used for aircraft systems, schematic diagrams.
(b)Interpretation of logic diagrams. - - - 2 -
5.6 Basic Computer Structure

(a) 1 2 - - -
Computer terminology (including bit, byte, software, hardware, CPU,
IC, and various memory devices such as RAM, ROM, PROM);
Computer technology (as applied in aircraft systems).
(b) - - - 2 -
Computer related terminology;
Operation, layout and interface of the major components in a micro
computer including their associated bus systems;
Information contained in single and multi-address instruction words;

CAR-66
LEVEL
A B1.3 B1.4 B2L B3
Memory associated terms;
Operation of typical memory devices;
Operation, advantages and disadvantages of the various data storage
systems.
5.7 Microprocessors - - - 2 -
Functions performed and overall operation of a microprocessor;
Basic operation of each of the following microprocessor elements:
control and processing unit, clock, register, arithmetic logic unit.
5.8 Integrated Circuits - - - 2 -

Operation and use of encoders and decoders
Function of encoder types
Uses of medium, large and very large scale integration.
5.9 Multiplexing - - - 2 -
Operation, application and identification in logic diagrams of
multiplexers and demultiplexers.
5.10 Fibre Optics - 1 1 2 -

Advantages and disadvantages of fibre optic data transmission over
electrical wire propagation;
Fibre optic data bus;
Fibre optic related terms;
Terminations;
Couplers, control terminals, remote terminals;
Application of fibre optics in aircraft systems.
5.11 Electronic Displays - 2 1 2 1

Principles of operation of common types of displays used in modern
aircraft, including
Cathode Ray Tubes, Light Emitting Diodes and Liquid
Crystal Display.
5.12 Electrostatic Sensitive Devices 1 2 2 2 1

Special handling of components sensitive to electrostatic discharges;
Awareness of risks and possible damage, component and personnel
anti-static protection devices.
5.13 Software Management Control - 2 1 2 1

Awareness of restrictions, airworthiness requirements and possible
catastrophic effects of unapproved changes to software programmes.

CAR-66
LEVEL
A B1.3 B1.4 B2L B3
5.14 Electromagnetic Environment - 2 2 2 1
Influence of the following phenomena on maintenance practices forelectronic
system:
EMC-Electromagnetic Compatibility
EMI-Electromagnetic Interference
HIRF-High Intensity Radiated Field
Lightning/lightning protection
5.15 Typical Electronic/Digital Aircraft Systems - 2 2 2 1

General arrangement of typical electronic/digital aircraft systems andassociated
BITE(Built In Test Equipment) testing such as:
(a) For B1 and B2 only:
ACARS-ARINC Communication and Addressing and Reporting System
EICAS-Engine Indication and Crew Alerting System
FBW-Fly by Wire
FMS-Flight Management System
IRS-Inertial reference system
(b) For B1, B2 and B3:
ECAM-Electronic Centralised Aircraft Monitoring EFIS-
Electronic Flight Instrument System
GPS-Global Positioning System
TCAS-Traffic Collission Avoidance system
Integrated modular Avionica
Cabin System
Information system
LEVEL
MODULE 6. MATERIALS AND HARDWARE
A B1 B2 B3
B2L
6.1 Aircraft Materials — Ferrous
(a) 1 2 1 2
Characteristics, properties and identification of common alloy steels used inaircraft;
Heat treatment and application of alloy steels;
(b) - 1 1 1
Testing of ferrous materials for hardness, tensile strength, fatigue strength and impact
resistance.
6.2 Aircraft Materials — Non-Ferrous

(a) 1 2 1 2
Characteristics, properties and identification of common non-ferrous materialsused in
aircraft;
Heat treatment and application of non-ferrous materials;
(b) - 1 1 1
Testing of non-ferrous material for hardness, tensile strength, fatigue strength and impact
resistance.

CAR-66
LEVEL
A B1 B2 B3
B2L
6.3 Aircraft Materials - Composite and Non- Metallic
6.3.1 Composite and non-metallic other than wood and fabric
(a)
Characteristics, properties and identification of common composite and non-metallic 1 2 2 2
materials, other than wood, used in aircraft;
Sealant and bonding agents.
(b) 1 2 - 2
The detection of defects/deterioration in composite and non-metallic material.

Repair of composite and non-metallic material.
6.3.2 Wooden structures 1 2 - 2

Construction methods of wooden airframe structures;
Characteristics, properties and types of wood and glue used in aeroplanes;

Preservation and maintenance of wooden structure;
Types of defects in wood material and wooden structures;
The detection of defects in wooden structure;
Repair of wooden structure.
6.3.3 Fabric covering 1 2 - 2
Characteristics, properties and types of fabrics used in aeroplanes;

Inspections methods for fabric;
Types of defects in fabric;
Repair of fabric covering.
6.4 Corrosion
(a) 1 1 1 1
Chemical fundamentals;
Formation by, galvanic action process, microbiological, stress;
(b) 2 3 2 2
Types of corrosion and their identification;
Causes of corrosion;
Material types, susceptibility to corrosion.
6.5 Fasteners
6.5.1 Screw threads 2 2 2 2
Screw nomenclature;
Thread forms, dimensions and tolerances for standard threads used in aircraft;
Measuring screw threads;

CAR-66
LEVEL
A B1 B2 B3
B2L
6.5.2 Bolts, studs and screws 2 2 2 2

Bolt types: specification, identification and marking of aircraft bolts,
international standards;
Nuts: self locking, anchor, standard types;
Machine screws: aircraft specifications;
Studs: types and uses, insertion and removal;
Self tapping screws, dowels.
6.5.3 Locking devices 2 2 2 2
Tab and spring washers, locking plates, split pins, palnuts, wire locking, quick
release fasteners, keys, circlips, cotter pins.
6.5.4 Aircraft rivets 1 2 1 2

Types of solid and blind rivets: specifications and identification, heat treatment.
6.6 Pipes and Unions

(a) 2 2 2 2
Identification of, and types of rigid and flexible pipes and their connectors used
in aircraft;
(b) 2 2 1 2
Standard unions for aircraft hydraulic, fuel, oil, pneumatic and air system pipes.
6.7 Springs - 2 1 1
Types of springs, materials, characteristics and applications.
6.8 Bearings 1 2 2 1
Purpose of bearings, loads, material, construction;
Types of bearings and their application.
6.9 Transmissions 1 2 2 1
Gear types and their application;
Gear ratios, reduction and multiplication gear systems, driven and driving
gears, idler gears, mesh patterns;
Belts and pulleys, chains and sprockets.
6.10 Control Cables 1 2 1 2

Types of cables;
End fittings, turnbuckles and compensation devices;
Pulleys and cable system components;
Bowden cables;
Aircraft flexible control systems.
6.11 Electrical Cables and Connectors 1 2 2 2

Cable types, construction and characteristics;
High tension and co-axial cables; Crimping; Connector types,
pins, plugs, sockets, insulators, current and voltage rating, coupling,
identification codes

CAR-66
MODULE 7A. MAINTENANCE PRACTICES LEVEL
Note: This module does not apply to category B3. Relevant subject matters for category
B3 are defined in module 7B. A B1 B2
B2L
7.1 Safety Precautions-Aircraft and Workshop 3 3 3
Aspects of safe working practices including precautions to take when working
with electricity, gases especially oxygen, oils and chemicals.
Also, instruction in the remedial action to be taken in the event of a fire or
another accident with one or more of these hazards including knowledge on
extinguishing agents.
7.2 Workshop Practices 3 3 3

Care of tools, control of tools, use of workshop materials;
Dimensions, allowances and tolerances, standards of workmanship;
Calibration of tools and equipment, calibration standards.
7.3 Tools 3 3 3
Common hand tool types;
Common power tool types;
Operation and use of precision measuring tools;
Lubrication equipment and methods.
Operation, function and use of electrical general test equipment;
7.4 Avionic General Test Equipment - 2 3

Operation, function and use of avionic general test equipment.
7.5 Engineering Drawings, Diagrams and Standards 1 2 2

Drawing types and diagrams, their symbols, dimensions, tolerances and
projections;
Identifying title block information
Microfilm, microfiche and computerised presentations;
Specification 100 of the Air Transport Association (ATA) of America;
Aeronautical and other applicable standards including
ISO, AN, MS, NAS and MIL;
Wiring diagrams and schematic diagrams.
7.6 Fits and Clearances 1 2 1

Drill sizes for bolt holes, classes of fits;
Common system of fits and clearances;
Schedule of fits and clearances for aircraft and engines;

CAR-66
B2L
Limits for bow, twist and wear;
Standard methods for checking shafts, bearings and other parts.
7.7 Electrical Wiring Interconnection System (EWIS) 1 3 3
Continuity, insulation and bonding techniques and testing;
Use of crimp tools: hand and hydraulic operated;
Testing of crimp joints;
Connector pin removal and insertion;
Co-axial cables: testing and installation precautions;
Identification of wire types, their inspection criteria and
damage tolerance.
Wiring protection techniques: Cable looming and loom
support, cable clamps, protective sleeving techniques
including heat shrink wrapping, shielding.
EWIS installations, inspection, repair, maintenance and
Cleanliness standards.
7.8 Riveting 1 2 -
Riveted joints, rivet spacing and pitch;
Tools used for riveting and dimpling;
Inspection of riveted joints.
7.9 Pipes and Hoses 1 2 -

Bending and belling/flaring aircraft pipes;
Inspection and testing of aircraft pipes and hoses;
Installation and clamping of pipes.
7.10 Springs 1 2 -
Inspection and testing of springs.
7.11 Bearings 1 2 -
Testing, cleaning and inspection of bearings;
Lubrication requirements of bearings;
Defects in bearings and their causes.
7.12 Transmissions 1 2 -
Inspection of gears, backlash;
Inspection of belts and pulleys, chains and sprockets;
Inspection of screw jacks, lever devices, push-pull rod systems.
7.13 Control Cables 1 2 -
Swaging of end fittings;
Inspection and testing of control cables;
Bowden cables; aircraft flexible control systems.
7.14 Material handling
7.14.1 Sheet Metal - 2 -

CAR-66
B2L
Marking out and calculation of bend allowance;
Sheet metal working, including bending and forming;
Inspection of sheet metal work.
7.14.2 Composite and non-metallic - 2 -
Bonding practices;
Environmental conditions
Inspection methods
7.15 Welding, Brazing, Soldering and Bonding

(a) - 2 2
Soldering methods; inspection of soldered joints.
(b) - 2 -
Welding and brazing methods;
Inspection of welded and brazed joints;
Bonding methods and inspection of bonded joints.
7.16 Aircraft Weight and Balance

(a) - 2 2
Centre of Gravity/Balance limits calculation: use of relevant documents;
(b) - 2 -
Preparation of aircraft for weighing;
Aircraft weighing;
7.17 Aircraft Handling and Storage 2 2 2

Aircraft taxiing/towing and associated safety precautions;
Aircraft jacking, chocking, securing and associated safety precautions;

Aircraft storage methods;
Refuelling/defuelling procedures;
De-icing/anti-icing procedures;
Electrical, hydraulic and pneumatic ground supplies.
Effects of environmental conditions on aircraft handling and operation.
7.18 Disassembly, Inspection, Repair and Assembly Techniques

(a) 2 3 3
Types of defects and visual inspection techniques.
Corrosion removal, assessment and reprotection.
(b) - 2 -
General repair methods, Structural Repair Manual;
Ageing, fatigue and corrosion control programmes;
(c) - 2 1
Nondestructive inspection techniques including, penetrant, radiographic,
eddy current, ultrasonic and boroscope methods.

CAR-66
B2L
(d) 2 2 2
Disassembly and re-assembly techniques.
(e) - 2 2
Trouble shooting techniques
7.19 Abnormal Events

(a) 2 2 2
Inspections following lightning strikes and HIRF penetration.
(b) 2 2 -
Inspections following abnormal events such as heavy
landings and flight through turbulence.
7.20 Maintenance Procedures 1 2 2

Maintenance planning;
Modification procedures;
Stores procedures;
Certification/release procedures;
Interface with aircraft operation;
Maintenance Inspection/Quality Control/Quality Assurance;
Additional maintenance procedures.
Control of life limited components
MODULE 7B. MAINTENANCE PRACTICES LEVEL

Note: The scope of this module shall reflect the technology of aeroplanes relevant to the B3
B3
category.
7.1 Safety Precautions-Aircraft and Workshop 3
Aspects of safe working practices including precautions to take when working
with electricity, gases especially oxygen, oils and chemicals.
Also, instruction in the remedial action to be taken in the event of a fire or
another accident with one or more of these hazards including knowledge on
extinguishing agents.
7.2 Workshop Practices 3

Care of tools, control of tools, use of workshop materials;
Dimensions, allowances and tolerances, standards of workmanship;
Calibration of tools and equipment, calibration standards.
7.3 Tools 3
Common hand tool types;
Common power tool types;
Operation and use of precision measuring tools;
Lubrication equipment and methods.
Operation, function and use of electrical general test equipment;
7.4 Avionic General Test Equipment 1

Operation, function and use of avionic general test equipment.
CAR-66
B3
category.
7.5 Engineering Drawings, Diagrams and Standards 2
Drawing types and diagrams, their symbols, dimensions, tolerances and
projections;
Identifying title block information
Microfilm, microfiche and computerised presentations;
Specification 100 of the Air Transport Association (ATA) of America;
Aeronautical and other applicable standards including
ISO, AN, MS, NAS and MIL;
Wiring diagrams and schematic diagrams.
7.6 Fits and Clearances 2

Drill sizes for bolt holes, classes of fits;
Common system of fits and clearances;
Schedule of fits and clearances for aircraft and engines;
Limits for bow, twist and wear;

Standard methods for checking shafts, bearings and other parts.
7.7 Electrical Wiring Interconnection System (EWIS) 2

Continuity, insulation and bonding techniques and testing;
Use of crimp tools: hand and hydraulic operated;
Testing of crimp joints;
Connector pin removal and insertion;
Co-axial cables: testing and installation precautions;
Identification of wire types, their inspection criteria and
damage tolerance.
Wiring protection techniques: Cable looming and loom
support, cable clamps, protective sleeving techniques
including heat shrink wrapping, shielding.
EWIS installations, inspection, repair, maintenance and
cleanliness standards.
7.8 Riveting 2
Riveted joints, rivet spacing and pitch;
Tools used for riveting and dimpling;
Inspection of riveted joints.
7.9 Pipes and Hoses 2

Bending and belling/flaring aircraft pipes;
Inspection and testing of aircraft pipes and hoses;
Installation and clamping of pipes.
7.10 Springs 2
Inspection and testing of springs.
7.11 Bearings 2
Testing, cleaning and inspection of bearings;

CAR-66
B3
category.
Lubrication requirements of bearings;
Defects in bearings and their causes.
7.12 Transmissions 2
Inspection of gears, backlash;
Inspection of belts and pulleys, chains and sprockets;
Inspection of screw jacks, lever devices, push-pull rod systems.
7.13 Control Cables 2

Swaging of end fittings;
Inspection and testing of control cables;
Bowden cables; aircraft flexible control systems.
7.14 Material handling

7.14.1 Sheet Metal 2
Marking out and calculation of bend allowance;
Sheet metal working, including bending and forming;
Inspection of sheet metal work.
7.14.2 Composite and non-metallic 2
Bonding practices;
Environmental conditions
Inspection methods
7.15 Welding, Brazing, Soldering and Bonding

(a) 2
Soldering methods; inspection of soldered joints.
(b) 2
Welding and brazing methods;
Inspection of welded and brazed joints;
Bonding methods and inspection of bonded joints.
7.16 Aircraft Weight and Balance

(a) 2
Centre of Gravity/Balance limits calculation: use of relevant documents;
(b) 2
Preparation of aircraft for weighing;
Aircraft weighing;
7.17 Aircraft Handling and Storage 2

Aircraft taxiing/towing and associated safety precautions;
Aircraft jacking, chocking, securing and associated safety precautions;

Aircraft storage methods;
Refuelling/defuelling procedures;
De-icing/anti-icing procedures;
Electrical, hydraulic and pneumatic ground supplies.

CAR-66
Note: The scope of this module shall reflect the technology of aeroplanes relevant to the B3 B3
category.
Effects of environmental conditions on aircraft handling and operation.
7.18 Disassembly, Inspection, Repair and Assembly Techniques

(a) 3
Types of defects and visual inspection techniques.
Corrosion removal, assessment and reprotection.
(b) 2
General repair methods, Structural Repair Manual;
Ageing, fatigue and corrosion control programmes;
(c) 2
Non destructive inspection techniques including, penetrant, radiographic,
eddy current, ultrasonic and boroscope methods.
(d) 2
Disassembly and re-assembly techniques.
(e) 2
Trouble shooting techniques
7.19 Abnormal Events

(a) 2
Inspections following lightning strikes and HIRF penetration.
(b) 2
Inspections following abnormal events such as heavy
landings and flight through turbulence.
7.20 Maintenance Procedures 2

Maintenance planning;
Modification procedures;
Stores procedures;
Certification/release procedures;
Interface with aircraft operation;
Maintenance Inspection/Quality Control/Quality Assurance;
Additional maintenance procedures.
Control of life limited components

CAR-66
LEVEL
MODULE 8. BASIC AERODYNAMICS
A B1 B2 B3
B2L
8.1 Physics of the Atmosphere 1 2 2 1
International Standard Atmosphere (ISA), application to aerodynamics.
8.2 Aerodynamics 1 2 2 1
Airflow around a body;
Boundary layer, laminar and turbulent flow, free stream flow, relative airflow, upwash and
downwash, vortices, stagnation;
The terms: camber, chord, mean aerodynamic chord, profile (parasite) drag, induced drag,
centre of pressure, angle of attack, wash in and wash out, fineness ratio, wing shape and
aspect ratio;
Thrust, Weight, Aerodynamic Resultant;
Generation of Lift and Drag: Angle of Attack, Lift coefficient,
Drag coefficient, polar curve, stall;
Aerofoil contamination including ice, snow, frost.
8.3 Theory of Flight 1 2 2 1

Relationship between lift, weight, thrust and drag;
Glide ratio;
Steady state flights, performance;
Theory of the turn;
Influence of load factor: stall, flight envelope and structural limitations;

Lift augmentation.
8.4 Flight Stability and Dynamics 1 2 2 1

Longitudinal, lateral and directional stability (active and passive).
MODULE 9A. HUMAN FACTORS LEVEL

Note: This module does not apply to category B3. Relevant subject matters for category B2
A B1
B3 are defined in module 9B.
B2L
9.1 General 1 2 2
The need to take human factors into account; Incidents attributable to human factors/
human error;‘Murphy's’ law.
9.2 Human Performance and Limitations 1 2 2

Vision;
Hearing;
Information processing;
Attention and perception;
Memory;
Claustrophobia and physical access.
9.3 Social Psychology
1 1 1
Responsibility: individual and group;Motivation and de-motivation;

CAR-66
MODULE 9A. HUMAN FACTORS LEVEL
Note: This module does not apply to category B3. Relevant subject matters for category B2
A B1
B3 are defined in module 9B.
B2L
Peer pressure;
‘Culture’ issues;
Team working;
Management, supervision and leadership
9.4 Factors Affecting Performance 2 2 2

Fitness/health;
Stress: domestic and work related;
Time pressure and deadlines;
Workload: overload and underload;
Sleep and fatigue, shiftwork;
Alcohol, medication, drug abuse.
9.5 Physical Environment 1 1 1

Noise and fumes;
Illumination;
Climate and temperature;
Motion and vibration;
Working environment.
9.6 Tasks 1 1 1
Physical work;
Repetitive tasks;
Visual inspection;
Complex systems.
9.7 Communication 2 2 2
Within and between teams;
Work logging and recording;
Keeping up to date, currency;
Dissemination of information.
9.8 Human Error 1 2 2

Error models and theories;
Types of error in maintenance tasks;
Implications of errors (i.e accidents)
Avoiding and managing errors.
9.9 Hazards in the Workplace 1 2 2

Recognising and avoiding hazards;
Dealing with emergencies.

CAR-66
MODULE 9B. HUMAN FACTORS LEVEL
Note: The scope of this module shall reflect the less demanding environment of
B3
maintenance for B3 licence holders.
9.1 General 2
The need to take human factors into account;
Incidents attributable to human factors/human error;
‘Murphy's’ law.
9.2 Human Performance and Limitations 2

Vision;
Hearing;
Information processing;
Attention and perception;
Memory;
Claustrophobia and physical access.
9.3 Social Psychology 1

Responsibility: individual and group;
Motivation and de-motivation;
Peer pressure;
‘Culture’ issues;
Team working;
Management, supervision and leadership
9.4 Factors Affecting Performance 2

Fitness/health;
Stress: domestic and work related;
Time pressure and deadlines;
Workload: overload and underload;
Sleep and fatigue, shiftwork;
Alcohol, medication, drug abuse.
9.5 Physical Environment 1

Noise and fumes;
Illumination;
Climate and temperature;
Motion and vibration;
Working environment.
9.6 Tasks 1
Physical work;
Repetitive tasks;
Visual inspection;
Complex systems.
9.7 Communication 2
Within and between teams;
Work logging and recording;

CAR-66
MODULE 9B. HUMAN FACTORS LEVEL
Note: The scope of this module shall reflect the less demanding environment of
B3
maintenance for B3 licence holders.
Keeping up to date, currency;
Dissemination of information.
9.8 Human Error 2

Error models and theories;
Types of error in maintenance tasks;
Implications of errors (i.e accidents)
Avoiding and managing errors.
9.9 Hazards in the Workplace 2

Recognising and avoiding hazards;
Dealing with emergencies.
LEVEL
MODULE 10. AVIATION LEGISLATION
A B1 B2 B3
B2L
10.1 Regulatory Framework 1 1 1 1
Role of International Civil Aviation Organisation;
The Aircraft Act and Rules made there under
Role of the DGCA;
Relationship between CAR-21, CAR-M, CAR-145, CAR-66, CAR 147
The Aircraft Rules ( Applicable to Aircraft Maintenance and Release)
Aeronautical Information Circulars ( Applicable to Aircraft Maintenance andRelease)
CAR Sections 1 and 2
10.2 CAR-66 Certifying Staff - Maintenance 2 2 2 2

Detailed understanding of CAR-66.
10.3 CAR-145 — Approved Maintenance Organisations 2 2 2 2

Detailed understanding of CAR-145 and CAR M Subpart F
10.4 Aircraft Operations 1 1 1 1

Commercial Air Transport/Commercial Operations
Air Operators Certificates;
Operators Responsibilities, in particular regarding continuing airworthinessand
maintenance;
Documents to be carried on board;
Aircraft Placarding (Markings);
10.5 Aircraft Certification

(a) General - 1 1 1
Certification rules: such as FAA & EACS 23/25/27/29;
Type Certification;
Supplemental Type Certification;

CAR-66
LEVEL
MODULE 10. AVIATION LEGISLATION
A B1 B2 B3
B2L
CAR-21 Design/Production Organisation Approvals.
Aircraft Modifications and repairs approval and certification
Permit to fly requirements
(b) Documents - 2 2 2
Certificate of Airworthiness;
Certificate of Registration;
Noise Certificate;
Weight Schedule;
Radio Station Licence and Approval.
10.6 Continuing Airworthiness
Detail understanding of CAR 21 provisions related to Continuing 2 2 2 2
Airworthiness
Detailed understanding of CAR-M.
10.7 Applicable National and International Requirements
(a) 1 2 2 2
Maintenance Programme, Maintenance checks and inspections;
Master Minimum Equipment Lists, Minimum Equipment
List, Dispatch Deviation Lists;
Airworthiness Directives;
Service Bulletins, manufacturers service information;
Modifications and repairs;
Maintenance documentation: maintenance manuals, structural repair manual,
illustrated parts catalogue, etc.;
(b) - 1 1 1
Continuing airworthiness;
Test flights;
ETOPS /EDTO , maintenance and dispatch requirements;
RVSM, maintenance and dispatch requirements
RNP, MNPS Operations
All Weather Operations,
Category 2/3 operations and minimum equipment requirements.
10.8 Safety Management System 2 2 2

State Safety Programme
Basic Safety Concepts
Hazards & Safety Risks
SMS Operation
SMS Safety performance
Safety Assurance
10.9 Fuel Tank Safety 2 2 2
Special Federal Aviation Regulations (SFARs) from 14 CFR SFAR 88 of the FAA
and of JAA TGL 47
Concept of CDCCL,
Airworthiness Limitations Items (ALI)
CAR-66
MODULE 11A. TURBINE AEROPLANE AERODYNAMICS, STRUCTURES AND LEVEL

SYSTEMS A1 B1.1
11.1 Theory of Flight
11.1.1 Aeroplane Aerodynamics and Flight Controls 1 2
Operation and effect of:
— roll control: ailerons and spoilers;
— pitch control: elevators, stabilators, variable incidence stabilisers and canards;
— yaw control, rudder limiters;
Control using elevons, ruddervators;
High lift devices, slots, slats, flaps, flaperons;
Drag inducing devices, spoilers, lift dumpers, speed brakes;
Effects of wing fences, saw tooth leading edges;
Boundary layer control using, vortex generators, stall wedges or leading edge
devices;
Operation and effect of trim tabs, balance and antibalance (leading) tabs, servo tabs,
spring tabs, mass balance, control surface bias, aerodynamic balance panels;
11.1.2 High Speed Flight 1 2

Speed of sound, subsonic flight, transonic flight, supersonic flight,
Mach number, critical Mach number, compressibility buffet, shock wave,
aerodynamic heating, area rule;
Factors affecting airflow in engine intakes of high speed aircraft;
Effects of sweepback on critical Mach number.
11.2 Airframe Structures — General Concepts

(a) 2 2
Airworthiness requirements for structural strength;
Structural classification, primary, secondary and tertiary;
Fail safe, safe life, damage tolerance concepts;
Zonal and station identification systems;
Stress, strain, bending, compression, shear, torsion, tension, hoop stress, fatigue;
Drains and ventilation provisions;
System installation provisions;
Lightning strike protection provision.
Aircraft bonding
(b) 1 2
Construction methods of: stressed skin fuselage, formers, stringers, longerons,
bulkheads, frames, doublers, struts, ties, beams, floor structures, reinforcement,
methods of skinning, anti-corrosive protection, wing, empennage and engine
attachments;
Structure assembly techniques: riveting, bolting, bonding
Methods of surface protection, such as chromating, anodising, painting;
Surface cleaning.
Airframe symmetry: methods of alignment and symmetry checks.

CAR-66

SYSTEMS A1 B1.1
11.3 Airframe Structures — Aeroplanes
11.3.1 Fuselage (ATA 52/53/56) 1 2
Construction and pressurisation sealing;
Wing, stabiliser, pylon and undercarriage attachments;
Seat installation and cargo loading system;
Doors and emergency exits: construction, mechanisms, operation and safety devices;
Windows and windscreen construction and mechanisms.
11.3.2 Wings (ATA 57) 1 2

Construction;
Fuel storage;
Landing gear, pylon, control surface and high lift/drag attachments.
11.3.3 Stabilisers (ATA 55) 1 2

Construction;
Control surface attachment.
11.3.4 Flight Control Surfaces (ATA 55/57) 1 2

Construction and attachment;
Balancing — mass and aerodynamic.
11.3.5 Nacelles/Pylons (ATA 54) 1 2

Construction;
Firewalls;
Engine mounts.
11.4 Air Conditioning and Cabin Pressurisation (ATA 21)
11.4.1 Air supply 1 2

Sources of air supply including engine bleed, APU and ground cart;
11.4.2 Air Conditioning 1 3

Air conditioning systems;
Air cycle and vapour cycle machines

Distribution systems;
Flow, temperature and humidity control system.
11.4.3 Pressurisation 1 3
Pressurisation systems;
Control and indication including control and safety valves;
Cabin pressure controllers.
11.4.4 Safety and warning devices 1 3

CAR-66

SYSTEMS A1 B1.1
Protection and warning devices.
11.5 Instruments/Avionic Systems
11.5.1 Instrument Systems (ATA 31) 1 2

Pitot static: altimeter, air speed indicator, vertical speed indicator;
Gyroscopic: artificial horizon, attitude director, direction indicator, horizontal
situation indicator, turn and slip indicator, turn coordinator;
Compasses: direct reading, remote reading;
Angle of attack indication, stall warning systems;
Glass Cockpit
Other aircraft system indication.
11.5.2 Avionic Systems 1 1

Fundamentals of system lay-outs and operation of;
Auto Flight (ATA 22);
Communications (ATA 23);
Navigation Systems (ATA 34).
11.6 Electrical Power (ATA 24) 1 3

Batteries Installation and Operation;
DC power generation;
AC power generation;
Emergency power generation;
Voltage regulation;
Power distribution;
Inverters, transformers, rectifiers;
Circuit protection.
External/Ground power;
11.7 Equipment and Furnishings (ATA 25)

(a) 2 2
Emergency equipment requirements;
Seats, harnesses and belts.
(b) 1 1
Cabin lay-out;
Equipment lay-out;
Cabin Furnishing Installation;
Cabin entertainment equipment;
Galley installation;
Cargo handling and retention equipment;
Airstairs.
11.8 Fire Protection (ATA 26)

CAR-66
SYSTEMS A1 B1.1
(a) 1 3
Fire and smoke detection and warning systems;
Fire extinguishing systems;
System tests.
(b) 1 2
Portable fire extinguisher
11.9 Flight Controls (ATA 27) 1 3

Primary controls: aileron, elevator, rudder, spoiler;
Trim control;
Active load control;
High lift devices;
Lift dump, speed brakes;
System operation: manual, hydraulic, pneumatic, electrical, fly-by-wire;
Artificial feel, Yaw damper, Mach trim, rudder limiter, gust locks systems;
Balancing and rigging;
Stall protection/warning system.
11.10 Fuel Systems (ATA 28) 1 3

System lay-out;
Fuel tanks;
Supply systems;
Dumping, venting and draining;
Cross-feed and transfer;
Indications and warnings;
Refuelling and defuelling;
Longitudinal balance fuel systems.
11.11 Hydraulic Power (ATA 29) 1 3

System lay-out;
Hydraulic fluids;
Hydraulic reservoirs and accumulators;
Pressure generation: electric, mechanical, pneumatic;
Emergency pressure generation;
Filters
Pressure Control;
Power distribution;
Indication and warning systems;
Interface with other systems.
11.12 Ice and Rain Protection (ATA 30) 1 3

Ice formation, classification and detection;
Anti-icing systems: electrical, hot air and chemical;
De-icing systems: electrical, hot air, pneumatic and chemical;
Rain repellant;

CAR-66

SYSTEMS A1 B1.1
Probe and drain heating.
Wiper systems
11.13 Landing Gear (ATA 32) 2 3

Construction, shock absorbing;
Extension and retraction systems: normal and emergency;
Indications and warning;
Wheels, brakes, antiskid and autobraking;
Tyres;
Steering.
Air-ground sensing
11.14 Lights (ATA 33) 2 3

External: navigation, anti-collision, landing, taxiing, ice;
Internal: cabin, cockpit, cargo;
Emergency.
11.15 Oxygen (ATA 35) 1 3

System lay-out: cockpit, cabin;
Sources, storage, charging and distribution;
Supply regulation;
11.16 Pneumatic/Vacuum (ATA 36) 1 3

System lay-out;
Sources: engine/APU, compressors, reservoirs, ground supply;
Pressure control;
Distribution;
Interfaces with other systems.
11.17 Water/Waste (ATA 38) 2 3

Water system lay-out, supply, distribution, servicing and draining;
Toilet system lay-out, flushing and servicing;
Corrosion aspects.
11.18 On Board Maintenance Systems (ATA 45) 1 2

Central maintenance computers;
Data loading system;
Electronic library system;
Printing;
Structure monitoring (damage tolerance monitoring).
11.19 Integrated Modular Avionics (ATA42 ) 1 2

CAR-66

SYSTEMS A1 B1.1
Functions that may be typically integrated in the Integrated Modular Avionic (IMA)
modules are, among others: Bleed Management, Air Pressure Control, Air Ventilationand Control,
Avionics and Cockpit Ventilation Control, Temperature Control, Air Traffic Communication,
Avionics Communication Router, Electrical Load Management, Circuit Breaker Monitoring,
Electrical System BITE, Fuel Management, Braking Control, Steering Control, Landing Gear
Extension and Retraction, Tyre Pressure Indication, Oleo Pressure Indication, Brake Temperature
Monitoring, etc.
11.20 Cabin Systems (ATA44) 1 2
The units and components which furnish a means of entertaining the passengers and providing
communication within the aircraft (Cabin Intercommunication Data System) and between the
aircraft cabin and ground stations (Cabin Network Service). Includes voice, data, music and video
transmissions.
The Cabin Intercommunication Data System provides an interface between cockpit/cabin crew and
cabin systems. These systems support data exchange of the different related LRU's and they are
typically operated via Flight Attendant Panels.
The Cabin Network Service typically consists on a server, typically interfacing with,among others,
the following systems:
— Data/Radio Communication, In-Flight Entertainment System.
The Cabin Network Service may host functions such as:
— Access to pre-departure/departure reports,
— E-mail/intranet/Internet access, — Passenger database;
Cabin Core System;
In-flight Entertainment System;

External Communication System;
Cabin Mass Memory System; Cabin
Monitoring System; Miscellaneous
Cabin System.
11.21 Information Systems (ATA46) 1 2
The units and components which furnish a means of storing, updating and retrieving digital
information traditionally provided on paper, microfilm or microfiche. Includes units that are
dedicated to the information storage and retrieval function
such as the electronic library mass storage and controller. Does not include units or components
installed for other uses and shared with other systems, such as flight deck printer or general use
display.
Typical examples include Air Traffic and Information Management Systems andNetwork
Server Systems
Aircraft General Information System; Flight Deck Information System; Maintenance Information
System; Passenger Cabin Information System;
Miscellaneous Information System;

CAR-66
MODULE 11B. PISTON AEROPLANE AERODYNAMICS, LEVEL

STRUCTURES AND SYSTEMS A2 B1.2
Note 1: This module does not apply to category B3. Relevant subject
matters for category B3 are defined in module 11C.
Note 2: The scope of this Module should reflect the technology of
aeroplanes pertinent to the A2 and B1.2 subcategory.
11.1.1 Aeroplane Aerodynamics and Flight Controls 1 2


— yaw control, rudder limiters;
Control using elevons, ruddervators;
Drag inducing devices, spoilers, lift dumpers, speed brakes;
Effects of wing fences, saw tooth leading edges;
Boundary layer control using, vortex generators, stall wedges or leading edge
devices;
Operation and effect of trim tabs, balance and antibalance (leading) tabs, servo tabs,
spring tabs, mass balance, control surface bias, aerodynamic balance panels;
11.1.2 High Speed Flight — N/A — - -

(a) 2 2
Aircraft bonding
(b) 1 2

CAR-66
MODULE 11B. PISTON AEROPLANE AERODYNAMICS, STRUCTURES AND LEVEL

SYSTEMS A2 B1.2

attachments;
Structure assembly techniques: riveting, bolting, bonding;
Methods of surface protection, such as chromating,
anodising, painting;
Surface cleaning;

11.3.1 Fuselage (ATA 52/53/56) 1 2
Wing, tail-plane pylon and undercarriage attachments;
Seat installation;
Doors and emergency exits: construction and operation;
Window and windscreen attachment.
11.3.2 Wings (ATA 57) 1 2

Construction;
Fuel storage;
11.3.3 Stabilisers (ATA 55)
1 2
Construction;
11.3.4 Flight Control Surfaces (ATA 55/57) 1 2

11.3.5 Nacelles/Pylons (ATA 54)

1 2
Nacelles/Pylons:
— Construction;
— Firewalls;
— Engine mounts.
11.4 Air Conditioning and Cabin Pressurisation (ATA 21) 1 3

Pressurisation and air conditioning systems;
Cabin pressure controllers, protection and warning devices
Heating Systems

CAR-66
SYSTEMS A2 B1.2
Angle of attack indication, stall warning systems.
Glass cockpit;

Fundamentals of system lay-outs and operation of:
— Auto Flight (ATA 22);
— Communications (ATA 23);
— Navigation Systems (ATA 34).

Voltage regulation;
Power distribution;
Circuit protection;
Inverters, transformers.

(a) 2 2
(b) 1 1
Cabin lay-out;
Equipment lay-out;
Cabin Furnishing Installation (level 2);
Cabin entertainment equipment;
Galley installation;
Cargo handling and retention equipment;
Airstairs.
11.8 Fire Protection (ATA 26)
(a) 1 3
System tests.
(b) 1 32
Portable fire extinguisher.
11.9 Flight Controls (ATA 27) 1 3

CAR-66

SYSTEMS A2 B1.2
Primary controls: aileron, elevator, rudder;
Trim tabs;
High lift devices;
System operation: manual;
Gust locks;
Stall warning system.

System lay-out;
Fuel tanks;
Supply systems;
Refuelling and defuelling.

System lay-out;
Hydraulic fluids;
Pressure generation: electric, mechanical;
Filters
Pressure Control;
Power distribution;
Indication and warning systems.

Probe and drain heating;
Wiper systems.

Wheels, brakes, antiskid and auto braking;
Tyres;
Steering.
Air-ground sensing
11.14 Lights (ATA 33) 2 3

External: navigation, anti collision, landing, taxiing, ice;
Emergency.
CAR-66
MODULE 11B. PISTON AEROPLANE AERODYNAMICS, STRUCTURES AND SYSTEMS LEVEL

A2 B1.2
11.15 Oxygen (ATA 35) 1 3

Sources, storage, charging and distribution;Supply
regulation;

System lay-out;
Sources: engine/APU, compressors, reservoirs, ground supply; Pressure
control;
Distribution;
11.17 Water/Waste (ATA 38) 2 3

Water system lay-out, supply, distribution, servicing and draining; Toilet
system lay-out, flushing and servicing;
Corrosion aspects.
MODULE 11C. PISTON AEROPLANE AERODYNAMICS, STRUCTURES AND LEVEL

SYSTEMS
Note: The scope of this module shall reflect the technology of aeroplanes pertinent to the B3
B3 category.
11.1.1 Aeroplane Aerodynamics and Flight Controls 1


— yaw control, rudder limiters; Control
using elevons, ruddervators;
Drag inducing devices, spoilers, lift dumpers, speed brakes; Effects of
wing fences, saw tooth leading edges;
Boundary layer control using, vortex generators, stall wedges or leading edgedevices;
Operation and effect of trim tabs, balance and antibalance (leading) tabs, servo tabs, spring tabs,
mass balance, control surface bias, aerodynamic balance panels;
(a) 2

CAR-66
SYSTEMS
B3
Aircraft bonding
(b) 2

attachments;
Methods of surface protection, such as chromating,
anodising, painting;
Surface cleaning;

11.3.1 Fuselage (ATA 52/53/56) 1
Wing, tail-plane pylon and undercarriage attachments;
Seat installation;
Doors and emergency exits: construction and operation;
Window and windscreen attachment.
11.3.2 Wings (ATA 57) 1

Construction;
Fuel storage;
11.3.3 Stabilisers (ATA 55) 1

Construction;
11.3.4 Flight Control Surfaces (ATA 55/57) 1

11.3.5 Nacelles/Pylons (ATA 54)

1
Nacelles/Pylons:

CAR-66
SYSTEMS
B3
— Construction;
— Firewalls;
— Engine mounts.
11.4 Air Conditioning (ATA 21) 1

Heating and ventilation Systems
11.5.1 Instrument Systems (ATA 31) 1

Angle of attack indication, stall warning systems.
Glass cockpit;
11.5.2 Avionic Systems 1

Fundamentals of system lay-outs and operation of:
— Auto Flight (ATA 22);
— Communications (ATA 23);
— Navigation Systems (ATA 34).
11.6 Electrical Power (ATA 24) 2

Voltage regulation;
Power distribution;
Circuit protection;
Inverters, transformers.
11.7 Equipment and Furnishings (ATA 25) 2

11.8 Fire Protection (ATA 26) 2

Portable fire extinguisher.
11.9 Flight Controls (ATA 27) 3
Primary controls: aileron, elevator, rudder;
Trim tabs;
High lift devices;
System operation: manual;
Gust locks;

CAR-66
SYSTEMS
B3
Stall warning system.
11.10 Fuel Systems (ATA 28) 2

System lay-out;
Fuel tanks;
Supply systems;
11.11 Hydraulic Power (ATA 29) 2

System lay-out;
Hydraulic fluids;
Pressure generation: electric, mechanical;
Filters
Pressure Control;
Power distribution;
Indication and warning systems.
11.12 Ice and Rain Protection (ATA 30) 1

Probe and drain heating;
Wiper systems.
11.13 Landing Gear (ATA 32) 2

Wheels, brakes, antiskid and auto braking;
Tyres;
Steering.
11.14 Lights (ATA 33) 2

External: navigation, anti collision, landing, taxiing, ice;
Emergency.
11.15 Oxygen (ATA 35) 2

Sources, storage, charging and distribution;
Supply regulation;

CAR-66
SYSTEMS
B3
11.16 Pneumatic/Vacuum (ATA 36) 2
System lay-out;
Sources: engine/APU, compressors, reservoirs, ground supply; Pressure
and vaccum pumps
Pressure control;
Distribution;
LEVEL
MODULE 12. HELICOPTER AERODYNAMICS, STRUCTURES AND SYSTEMS
A3 B1.3
A4 B1.4
12.1 Theory of Flight — Rotary Wing Aerodynamics 1 2
Terminology;
Effects of gyroscopic precession;
Torque reaction and directional control;
Dissymmetry of lift, Blade tip stall;
Translating tendency and its correction;
Coriolis effect and compensation;
Vortex ring state, power settling, overpitching;
Auto-rotation;
Ground effect.
12.2 Flight Control Systems 2 3

Cyclic control;
Collective control;
Swashplate;
Yaw control: Anti-Torque Control, Tail rotor, bleed air;
Main Rotor Head: Design and Operation features;
Blade Dampers: Function and construction;
Rotor Blades: Main and tail rotor blade construction and attachment;
Trim control, fixed and adjustable stabilisers;
System operation: manual, hydraulic, electrical and flyby-wire;
Artificial feel;
Balancing and Rigging.
12.3 Blade Tracking and Vibration Analysis 1 3

Rotor alignment;
Main and tail rotor tracking;
Static and dynamic balancing;
Vibration types, vibration reduction methods;
Ground resonance.
12.4 Transmissions 1 3
CAR-66
LEVEL
A3 B1.3
A4 B1.4
Gear boxes, main and tail rotors;
Clutches, free wheel units and rotor brake.
Tail rotor drive shafts, flexible couplings, bearings,
vibration dampers and bearing hangers
12.5 Airframe Structures

(a) 2 2
(b) 1 2
methods of skinning and anti-corrosive protection.
Pylon, stabiliser and undercarriage attachments;
Seat installation;
Doors: construction, mechanisms, operation and safety devices;
Windows and windscreen construction;
Fuel storage;
Firewalls;
Engine mounts;
Methods of surface protection, such as chromating, anodising, painting;
Surface cleaning.
12.6 Air Conditioning (ATA 21)

12.6.1 Air supply 1 2
Sources of air supply including engine bleed and ground cart;
12.6.2 Air Conditioning 1 3

Air conditioning systems;
Distribution systems;
Flow and temperature control systems;


CAR-66
LEVEL
A3 B1.3
A4 B1.4
Vibration indicating systems — HUMS;
Glass Cockpit

Fundamentals of system layouts and operation of:
Auto Flight (ATA 22);
Communications (ATA 23);
Navigation Systems (ATA 34).

DC power generation, AC power generation;
Voltage regulation, Circuit protection.
Power distribution;
External/Ground power.

(a) 2 2
Seats, harnesses and belts;
Lifting systems.
(b) 1 1
Emergency flotation systems;
Cabin lay-out, cargo retention;
Equipment lay-out;
Cabin Furnishing Installation.
12.10 Fire Protection (ATA 26) 1 3

System tests.

System lay-out;
Fuel tanks;
Supply systems;
Dumping, venting and draining;

CAR-66
LEVEL
A3 B1.3
A4 B1.4

System lay-out;
Hydraulic fluids;
Pressure generation: electric, mechanical, pneumatic;
Emergency pressure generation;
Filters
Pressure Control;
Power distribution;
Indication and warning systems;
Interface with other systems.

Anti-icing and de-icing systems: electrical, hot air and chemical;
Rain repellant and removal;
Probe and drain heating.

Wiper system

Wheels, tyres, brakes;
Steering;
Air-ground sensing
Skids, floats.
12.15 Lights (ATA 33) 2 3

External: navigation, landing, taxiing, ice;
Emergency.

System lay-out;
Sources: engine, compressors, reservoirs, ground supply.;
Pressure control;
Distribution;
12.17 Integrated Modular Avionics (ATA42) 1 2

CAR-66
LEVEL
A3 B1.3
A4 B1.4
Functions that may be typically integrated in the Integrated Modular Avionic (IMA) modules are,
among others:
Bleed Management, Air Pressure Control, Air Ventilation and Control, Avionics and Cockpit
Ventilation Control, Temperature Control, Air Traffic Communication, Avionics Communication
Router, Electrical Load Management, Circuit Breaker Monitoring, Electrical System BITE, Fuel
Management, Braking Control, Steering Control, Landing Gear Extension and Retraction, Tyre
Pressure Indication, Oleo Pressure Indication, Brake Temperature Monitoring, etc.
Core System;
Network Components.
1 2
12.18 On Board Maintenance Systems (ATA45)
Central maintenance computers; Data
loading system;
Printing;
12.19 Information Systems (ATA46) 1 2
dedicated to the information storage and retrieval function such as theelectronic library mass storage
and controller. Does not include units or componentsinstalled for other uses and shared with other
systems, such as flight deck printer or general use display.
Typical examples include Air Traffic and Information Management Systems and Network Server
Systems.
Aircraft General Information System; Flight
Deck Information System; Maintenance
Information System; Passenger Cabin
Information System; Miscellaneous
Information System.
MODULE 13. AIRCRAFT AERODYNAMICS, STRUCTURES AND SYSTEMS LEVEL

B2
B2L
13.1 Theory of Flight 1
(a) Aeroplane Aerodynamics and Flight Controls
— roll control: ailerons and spoilers,
— pitch control: elevators, stabilators, variable incidence stabilisers and canards,
— yaw control, rudder limiters; Control
using elevons, ruddervators;
High lift devices: slots, slats, flaps;

CAR-66

B2
B2L
Drag inducing devices: spoilers, lift dumpers, speed brakes;
Operation and effect of trim tabs, servo tabs, control surface bias;
(b) High Speed Flight 1
Speed of sound, subsonic flight, transonic flight, supersonic flight;

Mach number, critical Mach number;
(c) Rotary Wing Aerodynamics 1
Terminology;
Operation and effect of cyclic, collective and anti-torque controls.
13.2 Structures — General Concepts
(a) 1
Fundamentals of structural systems;
(b) 2
Electrical bonding; 2
Lightning strike protection provision. 2
13.3 Autoflight (ATA 22) 3

Fundamentals of automatic flight control including working principles and current
terminology;
Command signal processing;
Modes of operation: roll, pitch and yaw channels;
Yaw dampers;
Stability Augmentation System in helicopters;
Automatic trim control;
Autopilot navigation aids interface;
Autothrottle systems;
Automatic Landing Systems: principles and categories, modes of operation,
approach, glideslope, land,
go-around, system monitors and failure conditions.
13.4 Communication/Navigation (ATA 23/34) 3
Fundamentals of radio wave propagation, antennas, transmission lines,
communication, receiver and
transmitter;
Working principles of following systems:
— Very High Frequency (VHF) communication,
— High Frequency (HF) communication,
— Audio,
— Emergency Locator Transmitters,
— Cockpit Voice Recorder,
— Very High Frequency omnidirectional range (VOR),
— Automatic Direction Finding (ADF),
— Instrument Landing System (ILS),
— Microwave Landing System (MLS),

CAR-66

B2
B2L
— Flight Director systems, Distance Measuring Equipment (DME),
— Very Low Frequency and hyperbolic navigation (VLF/Omega),
— Doppler navigation,
— Area navigation, RNAV systems,
— Flight Management Systems,
— Global Positioning System (GPS), Global Navigation Satellite Systems (GNSS),
— Inertial Navigation System,
— Air Traffic Control transponder, secondary surveillance radar,
— Traffic Alert and Collision Avoidance System (TCAS),
— Weather avoidance radar,
— Radio altimeter,
— ARINC communication and reporting.
13.5 Electrical Power (ATA 24) 3
AC power generation;
Voltage regulation;
Power distribution;
Circuit protection;
External/Ground power.
13.6 Equipment and Furnishings (ATA 25) 3

Electronic emergency equipment requirements;
Cabin entertainment equipment.
13.7 Flight Controls (ATA 27)

(a)
2
Primary controls: aileron, elevator, rudder, spoiler;
Trim control;
Active load control;
High lift devices;
Lift dump, speed brakes;
System operation: manual, hydraulic, pneumatic;
Artificial feel, Yaw damper, Mach trim, rudder limiter, gust locks.
Stall protection systems;
(b) 3
System operation: electrical, fly-by-wire.
3
13.8 Instruments (ATA 31)
Classification;
Atmosphere;
Terminology;
Pressure measuring devices and systems;
Pitot static systems;

CAR-66

B2
B2L
Altimeters;
Vertical speed indicators;
Airspeed indicators;
Machmeters;
Altitude reporting/alerting systems;
Air data computers;
Instrument pneumatic systems;
Direct reading pressure and temperature gauges;
Temperature indicating systems;
Fuel quantity indicating systems;
Gyroscopic principles;
Artificial horizons;
Slip indicators;
Directional gyros;
Ground Proximity Warning Systems;
Compass systems;
Flight Data Recording systems;
Electronic Flight Instrument Systems;
Instrument warning systems including master warning systems and centralised
warning panels;
Stall warning systems and angle of attack indicating systems;
Vibration measurement and indication;
Glass cockpit
13.9 Lights (ATA 33) 3

External: navigation, landing, taxiing, ice;
Emergency.
13.10 On Board Maintenance Systems (ATA 45) 3

Central maintenance computers;
Data loading system;
Printing;
13.11 Air Conditioning and Cabin Pressurisation (ATA21)

1) Air supply 2
Sources of air supply including engine bleed, APU and ground cart;
2) Air Conditioning
Air conditioning systems; 2
Air cycle and vapour cycle machines; 3
Distribution systems; 1
Flow, temperature and humidity control system. 3
3) Pressurisation 3
Pressurisation systems;

CAR-66

B2
B2L
Control and indication including control and safety valves;
Cabin pressure controllers.
4) Safety and warning devices 3

13.12 Fire Protection (ATA 26) 3

(a)
System tests;
(b) 1
Portable fire extinguisher
13.13 Fuel Systems (ATA 28)

System lay-out; 1
Fuel tanks; 1
Supply systems; 1
Dumping, venting and draining; 1
Cross-feed and transfer; 2
Indications and warnings; 3
Refuelling and defuelling; 2
Longitudinal balance fuel systems. 3
13.14 Hydraulic Power (ATA 29)

System lay-out; 1
Hydraulic fluids; 1
Hydraulic reservoirs and accumulators; 1
Pressure generation: electrical, mechanical, pneumatic; 3
Emergency pressure generation; 3
Filters; 1
Pressure control; 3
Power distribution; 1
Indication and warning systems; 3
Interface with other systems. 3
13.15 Ice and Rain Protection (ATA 30)
Ice formation, classification and detection; 2
Anti-icing systems: electrical, hot air and chemical; 2
De-icing systems: electrical, hot air, pneumatic, chemical; Rain 3
repellent; 1
Probe and drain heating; 3
Wiper Systems. 1
13.16 Landing Gear (ATA 32)

Construction, shock absorbing; 1
Extension and retraction systems: normal and emergency; 3
Wheels, brakes, antiskid and autobraking; 3

CAR-66

B2
B2L
Tyres; 1
Steering; 3
Air-ground sensing. 3
13.17 Oxygen (ATA 35)

System lay-out: cockpit, cabin; 3
Sources, storage, charging and distribution; 3
Supply regulation; 3
Indications and warnings. 3
13.18 Pneumatic/Vacuum (ATA 36)

System lay-out; 2
Sources: engine/APU, compressors, reservoirs, ground supply; 2
Pressure control; 3
Distribution; 1
Interfaces with other systems. 3
13.19 Water/Waste (ATA 38) 2

Water system lay-out, supply, distribution, servicing and draining;
Toilet system lay-out, flushing and servicing.
13.20 Integrated Modular Avionics (ATA42) 3

Functions that may be typically integrated in the Integrated Modular Avionic (IMA)
modules are, among others:
Bleed Management, Air Pressure Control, Air Ventilation and Control, Avionics and
Cockpit Ventilation Control, Temperature Control, Air Traffic Communication,
Avionics Communication Router, Electrical Load Management, Circuit Breaker
Monitoring, Electrical System BITE, Fuel Management, Braking Control, Steering
Control, Landing Gear Extension and Retraction, Tyre Pressure Indication, Oleo
Pressure Indication, Brake Temperature Monitoring, etc.;
Core System;
Network Components.
13.21 Cabin Systems (ATA44) 3

The units and components which furnish a means of entertaining the passengers and
providing communication within the aircraft (Cabin Intercommunication Data
System (CIDS)) and between the aircraft cabin and ground stations (Cabin Network Service (CNS)).
They Includes voice, data, music and video transmissions.
The Cabin Intercommunication Data System provides an interface between
cockpit/cabin crew and cabin systems. These systems support data exchange of the
different related LRU's and they are typically operated via Flight Attendant Panels(FAPs).
The Cabin Network Service typically consists on a server, typically interfacing with,
among others, the following systems:
— Data/Radio Communication, In-Flight Entertainment System
The Cabin Network Service may host functions such as:
CAR-66

B2
— Access to pre-departure/departure reports,
— E-mail/intranet/Internet access,
— Passenger database;
Cabin Core System;
In-flight Entertainment System;
External Communication System;
Cabin Mass Memory System; Cabin
Monitoring System; Miscellaneous
Cabin System. 3
13.22 Information Systems (ATA46)
dedicated to the information storage and retrieval function such as the electronic library mass
storage and controller. Does not include units or components installed for other uses and shared
with other systems, such as flight deck printer or general use display.
Typical examples include
− Air Traffic and Information Management Systems and Network Server Systems.
− Aircraft General Information System;
− Flight Deck Information System;
− Maintenance Information System;
− Passenger Cabin Information System;
− Miscellaneous Information System.
LEVEL
MODULE 14. PROPULSION B2
B2L
14.1 Turbine Engines
(a) 1
Constructional arrangement and operation of turbojet, turbofan, turbo shaft and turbo
propeller engines;
(b) 2
Electronic Engine control and fuel metering systems (FADEC).
14.2 Engine Indicating Systems 2
Exhaust gas temperature/Interstage turbine temperature systems;
Engine speed;
Engine Thrust Indication: Engine Pressure Ratio, engine turbine discharge pressure or
jet pipe pressure systems;
Oil pressure and temperature;
Fuel pressure, temperature and flow;
Manifold pressure; 2
Engine torque;
Propeller speed.
14.3 Starting and Ignition Systems

Operation of engine start systems and components; Ignition systems and components;
Maintenance safety requirements

CAR-66
LEVEL
MODULE 15. GAS TURBINE ENGINE
A B1
15.1 Fundamentals 1 2
Potential energy, kinetic energy, Newton's laws of motion, Brayton cycle;
The relationship between force, work, power, energy, velocity, acceleration;
Constructional arrangement and operation of turbojet, turbofan, turbo shaft, turboprop.
15.2 Engine Performance - 2

Gross thrust, net thrust, choked nozzle thrust, thrust distribution, resultant thrust,
thrust horsepower, equivalent shaft horsepower, specific fuel consumption;
Engine efficiencies;
By-pass ratio and engine pressure ratio;
Pressure, temperature and velocity of the gas flow;

Engine ratings, static thrust, influence of speed, altitude and hot climate, flat rating,
limitations.
15.3 Inlet 2 2
Compressor inlet ducts
Effects of various inlet configurations;
Ice protection.
15.4 Compressors 1 2
Axial and centrifugal types;
Constructional features and operating principles and applications;
Fan balancing;
Operation:
Causes and effects of compressor stall and surge;
Methods of air flow control: bleed valves, variable inlet guide vanes, variable stator
vanes, rotating stator blades;
Compressor ratio.
15.5 Combustion Section 1 2

Constructional features and principles of operation.
15.6 Turbine Section 2 2

Operation and characteristics of different turbine blade types;
Blade to disk attachment;
Nozzle guide vanes;
Causes and effects of turbine blade stress and creep.
15.7 Exhaust 1 2

CAR-66
LEVEL
A B1
Constructional features and principles of operation;
Convergent, divergent and variable area nozzles;
Engine noise reduction;
Thrust reversers.
15.8 Bearings and Seals - 2

Constructional features and principles of operation.
15.9 Lubricants and Fuels 1 2

Properties and specifications;
Fuel additives;
Safety precautions.
15.10 Lubrication Systems 1 2

System operation/lay-out and components.
15.11 Fuel Systems 1 2

Operation of engine control and fuel metering systems
including electronic engine control (FADEC);
Systems lay-out and components.
15.12 Air Systems 1 2

Operation of engine air distribution and anti-ice control systems, including internal
cooling, sealing and external air services.
15.13 Starting and Ignition Systems 1 2

Operation of engine start systems and components;
Ignition systems and components;
Maintenance safety requirements.
15.14 Engine Indication Systems 1 2

Exhaust Gas Temperature/Interstage Turbine
Temperature;
Engine Thrust Indication: Engine Pressure Ratio, engine turbine discharge pressure or
jet pipe pressure systems;
Fuel pressure and flow;
Engine speed;
Vibration measurement and indication;
Torque;
Power.
15.15 Power Augmentation Systems - 1

Operation and applications;
Water injection, water methanol;
Afterburner systems.

CAR-66
LEVEL
A B1
15.16 Turbo-prop Engines 1 2
Gas coupled/free turbine and gear coupled turbines;

Reduction gears;
Integrated engine and propeller controls;
Overspeed safety devices.
15.17 Turbo-shaft engines 1 2

Arrangements, drive systems, reduction gearing,
couplings, control systems.
15.18 Auxiliary Power Units (APUs) 1 2

Purpose, operation, protective systems.
15.19 Power plant Installation 1 2

Configuration of firewalls, cowlings, acoustic panels, engine mounts, anti-vibration
mounts, hoses, pipes, feeders, connectors, wiring looms, control cables and rods, lifting
points and drains.
15.20 Fire Protection Systems 1 2

Operation of detection and extinguishing systems.
15.21 Engine Monitoring and Ground Operation 1 3

Procedures for starting and ground run-up;
Interpretation of engine power output and parameters;
Trend (including oil analysis, vibration and boroscope) monitoring;
Inspection of engine and components to criteria, tolerances and data specified by engine
manufacturer;
Compressor washing/cleaning;
Foreign Object Damage.
15.22 Engine Storage and Preservation - 2

Preservation and depreservation for the engine and accessories/ systems.
LEVEL
MODULE 16. PISTON ENGINE
A B1 B3
16.1 Fundamentals 1 2 2
Mechanical, thermal and volumetric efficiencies; Operating
principles — 2 stroke, 4 stroke, Otto and Diesel;
Piston displacement and compression ratio;
Engine configuration and firing order.
16.2 Engine Performance 1 2 2

Power calculation and measurement;

CAR-66
LEVEL
A B1 B3
Factors affecting engine power;
Mixtures/leaning, pre-ignition.
16.3 Engine Construction 1 2 2

Crank case, crank shaft, cam shafts, sumps;
Accessory gearbox;
Cylinder and piston assemblies;
Connecting rods, inlet and exhaust manifolds;
Valve mechanisms;
Propeller reduction gearboxes.
16.4 Engine Fuel Systems

16.4.1 Carburetors 1 2 2
Types, construction and principles of operation;
Icing and heating.
16.4.2 Fuel injection systems 1 2 2

Types, construction and principles of operation.
16.4.3 Electronic engine control 1 2 2

Operation of engine control and fuel metering systems
including electronic engine control (FADEC);
Systems lay-out and components.
16.5 Starting and Ignition Systems 1 2 2

Starting systems, pre-heat systems;
Magneto types, construction and principles of operation;
Ignition harnesses, spark plugs;
Low and high tension systems.
16.6 Induction, Exhaust and Cooling Systems 1 2 2

Construction and operation of: induction systems
including alternate air systems;
Exhaust systems, engine cooling systems — air and liquid.
16.7 Supercharging/Turbocharging 1 2 2
Principles and purpose of supercharging and its effects on engine parameters;
Construction and operation of supercharging/turbocharging systems;
System terminology;
Control systems;
System protection.
16.8 Lubricants and Fuels 1 2 2

Properties and specifications;
Fuel additives;
Safety precautions.

CAR-66
LEVEL
A B1 B3
16.9 Lubrication Systems 1 2 2

System operation/lay-out and components.
16.10 Engine Indication Systems 1 2 2

Engine speed;
Cylinder head temperature;
Coolant temperature;
Exhaust Gas Temperature; Fuel
pressure and flow; Manifold
pressure.
16.11 Powerplant Installation 1 2 2

Configuration of firewalls, cowlings, acoustic panels, engine mounts, anti-vibration mounts, hoses,
pipes, feeders, connectors, wiring looms, control cables and rods, lifting points and drains.
16.12 Engine Monitoring and Ground Operation Procedures for 1 3 2

starting and ground run-up; Interpretation of engine power output
and parameters;
Inspection of engine and components: criteria, tolerances, and data specified by engine manufacturer.
16.13 Engine Storage and Preservation - 2 1
Preservation and depreservation for the engine and accessories/ systems
MODULE 17A. PROPELLER LEVEL

Note: This module does not apply to category B3. Relevant subject matters for category B3 are
defined in module 17B. A B1
17.1 Fundamentals 1 2
Blade element theory;
High/low blade angle, reverse angle, angle of attack, rotational speed;
Propeller slip;
Aerodynamic, centrifugal, and thrust forces;
Torque;
Relative airflow on blade angle of attack;
Vibration and resonance.
17.2 Propeller Construction 1 2

Construction methods and materials used in wooden, composite and metal propellers;
Blade station, blade face, blade shank, blade back and hub assembly;
Fixed pitch, controllable pitch, constant speeding propeller;
Propeller/spinner installation.

CAR-66
17.3 Propeller Pitch Control 1 2

Speed control and pitch change methods, mechanical and electrical/electronic;
Feathering and reverse pitch;
Overspeed protection.
17.4 Propeller Synchronising - 2

Synchronising and synchrophasing equipment.
17.5 Propeller Ice Protection 1 2

Fluid and electrical de-icing equipment.
17.6 Propeller Maintenance 1 3

Blade tracking;
Assessment of blade damage, erosion, corrosion, impact damage, delamination;
Propeller treatment/repair schemes;
Propeller engine running.
17.7 Propeller Storage and Preservation 1 2

Propeller preservation and depreservation
MODULE 17B. PROPELLER LEVEL

Note: The scope of this Module shall reflect the propeller technology of aeroplanes pertinent to the B3
category. B3
17.1 Fundamentals 2
Blade element theory;
High/low blade angle, reverse angle, angle of attack, rotational speed;
Propeller slip;
Aerodynamic, centrifugal, and thrust forces;
Torque;
Relative airflow on blade angle of attack;
Vibration and resonance.
17.2 Propeller Construction

2
Construction methods and materials used in wooden, composite and metal
propellers;
Blade station, blade face, blade shank, blade back and hub assembly;
Fixed pitch, controllable pitch, constant speeding propeller;
Propeller/spinner installation.
17.3 Propeller Pitch Control 2

Speed control and pitch change methods, mechanical and electrical/electronic;
Feathering and reverse pitch;
Overspeed protection.
17.4 Propeller Synchronising 2
Synchronising and synchrophasing equipment.
CAR-66
17.5 Propeller Ice Protection 2
Fluid and electrical de-icing equipment.
17.6 Propeller Maintenance 2

Blade tracking;
Assessment of blade damage, erosion, corrosion, impact damage, delamination;
Propeller treatment/repair schemes;
Propeller engine running.
17.7 Propeller Storage and Preservation 2
Propeller preservation and depreservation
CAR-66
Appendix II – Basic Examination Standard (except for Category L Licence)

1. General
1.1 All basic examinations must be carried out using the multiple choice question.
1.2 Each multiple choice questions must have more than two alternative answers of which
only one must be the correct answer and the candidate shall be allowed a time per module
which is based upon a nominal average of 75 seconds per question.
1.3 The pass mark for CAR-66 module and sub-module multiple choice part of the
examination is 75%.
1.4 Penalty marking systems is not used to determine whether a candidate has passed.
1.5 A failed module may not be retaken for at least 90 days following the date of the failed
module examination except in the case of an approved maintenance training organisation
which conducts a course of retraining tailored to the failed subjects in the particular module.
In such case, the failed module may be retaken after 30 days. Further, in case of failed
module related to limitation papers, such modules may be retaken after 30days.
1.6 The time periods required by point 66.A.25 apply to each individual module examination,
with the exception of those module examinations which were passed as part of another
category licence, where the licence has already been issued
1.7 The maximum number of consecutive attempts for each module is three. Further sets of
three attempts are allowed with a 1 year waiting period between sets.
1.8 The applicant shall confirm in writing to the DGCA for an examination, the number and
dates of attempts during the last year where these attempts took place.
CAR-66
2. Number of Questions and Examination Duration for the CAR-66 Appendix I Modules
Module Multiple
Category Time allowed
choice
No. Subject (Minutes)
Questions
1 Mathematics All Categories Not Applicable
2 Physics All Categories Not Applicable

A 20 25
3 Electrical Fundamentals B1 52 65
B2 and B2L 52 65
B3 24 30
A Not Applicable
4 Electronic Fundamentals B1 20 25
B2 and B2L 40 50
B3 8 10
A 16 20
B1.1, B1.3 40 50
5 Digital Techniques/Electronic
Instrument Systems B1.2,B1.4 20 25
B2 and B2L 72 90
B3 16 20
A 52 65
6 Materials and Hardware B1 72 90

B2 and B2L 60 75
B3 60 75
A 72 90
7A Maintenance Practices B1 80 100
B2 and B2L 60 75
7B Maintenance Practices B3 60 75
CAR-66
Module Multiple
choice
Questions
A 20 25
8 Basic Aerodynamics B1 20 25
B2 and B2L 20 25
B3 20 25
A 20 25
9A Human factors B1 20 25
B2 and B2L 20 25
9B Human factors B3 16 20
A 32 40
10 Aviation Legislation B1 40 50
B2 and B2L 40 50
B3 32 40
A 108 135
Turbine Aeroplane
11A Aerodynamics, Structures and B1 140 175
Systems
B2 0 0
A 72 90
Piston Aeroplane
11B Aerodynamics, Structures and B1 100 125
Systems
B2 0 0
Piston Aeroplane
11C Aerodynamics, Structures and B3 60 75
Systems
A 100 125
Helicopter Aerodynamics,
12 Structures and Systems B1 128 160
B2 0 0
A 0 0
13 Aircraft Aerodynamics,
Structures and Systems B1 0 0
B2 180 225
A 0 0
14 Propulsion B1 0 0
B2 and B2L 24 30
CAR-66
Module Multiple
choice
Questions
A 60 75
15 Gas Turbine Engine B1 92 115

B2 0 0
A 52 65
Piston Engine B1 72 90
16
B2 0 0
B3 68 85
A 20 25
17A Propeller B1 32 40
B2 0 0
17B Propeller B3 28 35
CAR-66
Category B2L:
System Number of Time allowed

rating multiple- choice (minutes)
questions
Basic requirements 28 35
(Submodules 13.1, 13.2, 13.5 and
13.9)
COM/NAV 24 30
(Submodule 13.4(a))
INSTRUMENTS 20 25
(Submodule 13.8)
AUTOFLIGHT 28 35
(Submodules 13.3(a) and 13.7)
SURVEILLANCE 8 10
(Submodule 13.4(b))
AIRFRAME SYSTEMS 32 40
(Submodules 13.11 to 13.18)
MODULE 14 — PROPULSION
Category B2L: 24 multiple-choice questions and time allowed is 30 minutes.
NOTE: The B2L examination for module 14 is only applicable to the ‘Instruments’ and
‘Airframe Systems’ ratings.
CAR-66
Appendix III - Type training and Examination Standard
On the job training
1. General
Aircraft type training shall consist of theoretical training and examination, and, except for the
category C ratings, practical training and assessment.
(a) Theoretical training and examination shall comply with the following requirements:
(i) Shall be conducted by a maintenance training organisation appropriately approved in
accordance with CAR-147 or, when conducted by other organisations, as directly approved
by the DGCA.
(ii) Shall comply, except as permitted by the differences training described in point (c), with:
- the relevant elements defined in the mandatory part of the operational suitability data
established in accordance with CAR 66 or the standard described in point 3.1 of this
Appendix, and
- the type training examination standard described in point 4.1 of this Appendix.
(iii) Reserved
(iv) Shall have been started and completed within the 3 years preceding the application for a
type rating endorsement.
(b) Practical training and assessment shall comply with the following requirements:
(i) Shall be conducted by a maintenance training organisation appropriately approved in

accordance with CAR- 147 or, when conducted by other organisations, as directly approved
by the DGCA.
(ii) Shall comply, except as permitted by the differences training described in point (c), with:
- the relevant elements defined in the mandatory part of the operational suitability data
established or, the standard described in point 3.2 of this Appendix, and
- the type training assessment standard described in point 4.2 of this Appendix.
(iii) Shall include a representative cross section of maintenance activities relevant to the aircraft
type.
(iv) Shall include demonstrations using equipment, components, simulators, other training
devices or aircraft.
(v) Shall have been started and completed within the 3 years preceding the application for a type
rating endorsement.
CAR-66
(c) Differences training
(i)Differences training is the training required in order to cover the differences between two
different aircraft type ratings of the same manufacturer as determined by the DGCA.
(ii) Differences training has to be defined on a case-to-case basis taking into account the
requirements contained in this Appendix III in respect of both theoretical and practical
elements of type rating training
(iii) A type rating shall only be endorsed on a licence after differences training when the
applicant also complies with one of the following conditions:
— having already endorsed on the licence the aircraft type rating from which the differences
are being identified, or
— having completed the type training requirements for the aircraft from which the
differences are being identified.
2. Aircraft Type training levels

The three levels listed below define the objectives, the depth of training and level of knowledge
that training is intended to achieve.
Level 1
A brief overview of the airframe, systems and powerplants as outlined in the Systems Description
Section of the Aircraft Maintenance Manual / Instructions for Continued Airworthiness.
Course objectives: Upon completion of the course, the student will be able to:
a) provide a simple description of the whole subject, using common words and examples,
using typical terms and identify safety precautions related to the airframe, its systems and
powerplant;
b) identify aircraft manuals, maintenance practices important to the airframe, its systems and
powerplant;
c) define the general layout of the aircraft's major systems;
d) define the general layout and characteristics of the powerplant;
e) identify special tooling and test equipment used with the aircraft
Level 2
Basic system overview of controls, indicators, principal components including their location and
purpose, servicing and minor troubleshooting. General knowledge of the theoretical and practical
aspects of the subject
CAR-66
Course objectives: In addition to the information contained in the Level 1, training, at the
completion of this Level 2 , training the student will be able to:
(a) understand the theoretical fundamentals; apply knowledge in a practical manner using detailed
procedures;
(b) recall the safety precautions to be observed when working on or near the aircraft, powerplant
and systems;
(c) describe systems and aircraft handling particularly access, power availability and sources;
(d) identify the locations of the principal components;
(e) explain the normal functioning of each major system, including terminology and nomenclature;
(f) perform the procedures for servicing associated with the aircraft for the following systems: Fuel,
Power Plants, Hydraulics, Landing Gear, Water/Waste, and Oxygen;
(g) demonstrate proficiency in use of crew reports and on-board reporting systems (minor
troubleshooting) and determine aircraft airworthiness per the MEL/CDL;
(h) demonstrate the use, interpretation and application of appropriate documentation including
instructions for continued airworthiness, maintenance manual, illustrated parts catalogue, etc.
Level 3
Detailed description, operation, component location, removal/installation and bite and
troubleshooting procedures to maintenance manual level.
Course objectives: In addition to the information contained in Level 1 and Level 2 training, at the
completion of Level III, the student will be able to:
(a) demonstrate a theoretical knowledge of aircraft systems and structures and interrelationships
with other systems, provide a detailed description of the subject using theoretical fundamentals
and specific examples and to interpret results from various sources and measurements and apply
corrective action where appropriate;
(b) Perform system, power plant, component and functional checks as specified in the maintenance
manual.
(c) demonstrate the use, interpret and apply appropriate documentation including structural repair
manual, troubleshooting manual, etc.;
(d) Correlate information for the purpose of making decisions in respect of fault diagnosis and
rectification to maintenance manual level.
(e) Describe procedures for replacement of components unique to aircraft typ
CAR-66
3. Aircraft Type training standard
Although aircraft type training includes both theoretical and practical elements, courses can be
approved for the theoretical element, the practical element or for a combination of both.
3.1Theoretical element
(a) Objective
On completion of a theoretical training course the student shall be able to demonstrate, to the levels
identified in the Appendix III syllabus, the detailed theoretical knowledge of the aircraft's applicable
systems, structure, operations, maintenance, repair, and troubleshooting according to approved
maintenance data. The student shall be able to demonstrate the use of manuals and approved
procedures, including the knowledge of relevant inspections and limitations.
(b) Level of training:
Training levels are those levels defined in point 2 above. After the first type course for category C
certifying staff all subsequent courses need only be to level 1. During a level 3 theoretical training,
level 1 and 2 training material may be used to teach the full scope ofthe chapter if required. However,
during the training the majority of the course material and training time shall be at the higher level
(c) Duration:
The theoretical training minimum tuition hours are contained in the following table:
Category Hours
Aeroplanes with a maximum take-off mass above 30 000 kg:
B1.1 150
B1.2 120
B2 100
C 30
Aeroplanes with a maximum take-off mass equal or less than 30 000 kg
and above 5 700 kg:
B1.1 120
B1.2 100
B2 100
C 25
(1)
Aeroplanes with a maximum take-off mass of 5 700 kg and below
B1.1 80
B1.2 60
B2 60
C 15
(2)
Helicopters
B1.3 120
B1.4 100
B2 100
C 25
(1) For non-pressurised piston engine aeroplanes below 2 000 kg MTOM the
minimum duration can be reduced by 50 %.
(2) For helicopters in group 2 (as defined in point 66.A.05) the minimum duration can
be reduced by 30 %.
CAR-66
For the purpose of the table above, a tuition hour means 60 minutes of teaching and exclude any
breaks, examination, revision, preparation and aircraft visit. These hours apply only to theoretical
courses for complete aircraft/engine combinations according to the type rating as defined by the
DGCA.
(d) Justification of course duration:
Training courses carried out in a maintenance training organisation approved in accordance with
CAR-147 and courses directly approved by the DGCA shall justify their hour duration and the
coverage of the full syllabus by a training needs analysis based on:
— the design of the aircraft type, its maintenance needs and the types of operation,
— detailed analysis of applicable chapters
— see contents table in point 3.1(e) below,
— detailed competency analysis showing that the objectives as stated in point 3.1(a) above are
fully met.
Where the training needs analysis shows that more hours are needed, course lengths shall be longer
than the minimum specified in the table.
Similarly, tuition hours of differences courses or other training course combinations (such as combined
B1/B2 courses), and in cases of theoretical type training courses below the figures given in point
3.1(c) above, these shall be justified to the DGCA by the training needs analysis as described above.
In addition, the course must describe and justify the following:
— The minimum attendance required to the trainee, in order to meet the objectives of the course.
— The maximum number of hours of training per day, taking into account pedagogical and
human factors principles.
If the minimum attendance required is not met, the certificate of recognition shall not be issued.
Additional training may be provided by the training organisation in order to meet the minimum
attendance time.
(e) Content:
As a minimum, the elements in the Syllabus below that are specific to the aircraft type shall be covered.
Additional elements introduced due to type variations, technological changes, etc. shall also be
included. The training syllabus shall be focused on mechanical and electrical aspects for B1
personnel, and electrical and avionic aspects for B2.
Aeroplanes Aeroplane Helicopter Helicopter Avionics

Level Chapters Turbine Piston turbine Piston
B1 C B1 C B1 C B1 C B2
Introduction module:
05 Time limits/
1 1 1 1 1 1 1 1 1
maintenance checks
06 Dimensions/Areas
1 1 1 1 1 1 1 1 1
(MTOM, etc.)
07 Lifting and Shoring 1 1 1 1 1 1 1 1 1
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08 Levelling and 1 1 1 1 1 1 1 1 1
weighing
09 Towing and taxiing 1 1 1 1 1 1 1 1 1
10 Parking/mooring,
1 1 1 1 1 1 1 1 1
Storing
and Return to Service
11 Placards and Markings 1 1 1 1 1 1 1 1 1
12 Servicing 1 1 1 1 1 1 1 1 1
20 Standard practices — 1 1 1 1
1 1 1 1 1
only type particular
Helicopters
18. Vibration and – -- – – 3 1 3 1 –
Noise
Analysis( Blade tracking )
60 Standard Practices - - - - 3 1 3 1 -
Rotor
62 Rotors – – – – 3 1 3 1 1
62A Rotors — _ _ _ _ 3 1 3 1 3
Monitoring
and indicating
63 Rotor Drives -- -- -- -- 3 1 3 1 1
63A Rotor Drives
-- -- -- -- 3 1 3 1 3
—
Monitoring and indicating
64 Tail Rotor – – – – 3 1 3 1 1
64A Tail rotor —
-- -- -- -- 3 1 3 1 3
Monitoring
and indicating
65 Tail Rotor Drive -- – – – 3 1 3 1 1
65A Tail Rotor Drive —
-- -- -- -- 3 1 3 1 3
66 Folding Blades/Pylon – – – – 3 1 3 1 –
67 Rotors Flight Control -- -- -- -- 3 1 3 1 --
53 Airframe Structure
-- -- -- -- 3 1 3 1 --
(Helicopter)
25 Emergency Flotation
-- -- -- -- 3 1 3 1 1
Equipment
Airframe Structure
51 Standard practices
and structures (damage
classification, 3 1 3 1 – – – – 1
assessment
and repair)
53 Fuselage 3 1 3 1 – – – – 1
54 Nacelles/Pylons 3 1 3 1 – – – – 1
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55 Stabilizers 3 1 3 1 – – – – 1
56 Windows 3 1 3 1 – – – – 1
57 Wings 3 1 3 1 – – – – 1
27A Flight Control
3 1 3 1 – – – – 1
Surfaces (All)
52 Doors 3 1 3 1 – – – – 1
Zonal & Station
1 1 1 1 1 1 1 1 1
Identification Systems
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Aeroplanes Aeroplane Helicopter Helicopter Avio
Level Chapters Turbine Piston turbine Piston nics
Airframe Systems
21 Air Conditioning 3 1 3 1 3 1 3 1 3
21A Air Supply 3 1 3 1 3 1 3 1 2
21B Pressurization 3 1 3 1 3 1 3 1 3
21C Safety & Warning Devices 3 1 3 1 3 1 3 1 3
22 Autoflights 2 1 2 1 2 1 2 1 3
23 Communication 2 1 2 1 2 1 2 1 3
24 Electrical Power 3 1 3 1 3 1 3 1 3
25 Equipment & Furnishings 3 1 3 1 3 1 3 1 1
25A Electronic Emergency
Equip. & Cabin Entertainment 1 1 1 1 1 1 1 1 3
Equipment
26 Fire Protection 3 1 3 1 3 1 3 1 3
27 Flight Controls 3 1 3 1 3 1 3 1 2
27A Sys. Operation: – – – – – –
3 1 3
Electrical/Fly-by-Wire
28 Fuel Systems 3 1 3 1 3 1 3 1 2
28A Fuel Systems —
Monitoring and indication 3 1 3 1 3 1 3 1 3
29 Hydraulic Power 3 1 3 1 3 1 3 1 2
29A Hydraulic Power —
Monitoring and indicating 3 1 3 1 3 1 3 1 3
30 Ice & Rain Protection 3 1 3 1 3 1 3 1 3
31 Indicating/Recording
Systems 3 1 3 1 3 1 3 1 3
31A Instrument Systems 3 1 3 1 3 1 3 1 3
32 Landing Gear 3 1 3 1 3 1 3 1 2
32A Landing Gear —
Monitoring and indicating 3 1 3 1 3 1 3 1 3
33 Lights 3 1 3 1 3 1 3 1 3
34 Navigation 2 1 2 1 2 1 2 1 3
35 Oxygen 3 1 3 1 – – – – 2
36 Pneumatic 3 1 3 1 3 1 3 1 2
36A Pneumatic — Monitoring
and indicating 3 1 3 1 3 1 3 1 3
37 Vacuum 3 1 3 1 3 1 3 1 2
38 Water/Waste 3 1 3 1 -- -- -- -- 2
41 Water Ballast 3 1 3 1 -- -- -- -- 1
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Aeropl Aeropl Helico Helico Avi

Level Chapters ane ane pter pter o
Turbine Piston turbin Piston nic
e s
B1 C B1 C B1 C B1 C B
2
42 Integrated modular
2 1 2 1 2 1 2 1 3
avionics
44 Cabin Systems 2 1 2 1 2 1 2 1 3
45 On-board Maintenance
3 1 3 1 3 1 – – 3
Systems
46 Information Systems 2 1 2 1 2 1 2 1 3
50 Cargo and Accessory
3 1 3 1 3 1 3 1 1
Compartments
Turbine Engines:
70 Standard Practices — 3 1 – – 3 1 – – 1
Engines,
70A constructional arrangement and
operation (Installation
Inlet, Compressors, Combustion Section,
Turbine Section, Bearings and Seals, 3 1 -- -- 3 1 -- -- 1
Lubrication Systems).
70B Engine Performance 3 1 – – 3 1 – – 1

71 Powerplant 3 1 – – 3 1 – – 1
72 Engine Turbine/Turbo Prop/Ducted
Fan/Unducted 3 1 -- -- 3 1 -- -- 1
fan
73 Engine Fuel and Control 3 1 – – 3 1 – – 1
75 Air 3 1 – – 3 1 – – 1
76 Engine controls 3 1 – – 3 1 – – 1
78 Exhaust 3 1 – – 3 1 – – 1
79 Oil 3 1 – – 3 1 – – 1
80 Starting 3 1 – – 3 1 – – 1
82 water injection 3 1 – – 3 1 – – 1
83 Accessory Gear Boxes 3 1 – – 3 1 – – 1
84 Propulsion Augmentation 3 1 – – 3 1 – – 1
73A FADEC 2 1 – – 2 1 – – 3
74 Ignition 3 1 – – 3 1 – – 3
77 Engine Indicating Systems 3 1 – – 3 1 – – 3
49 Auxiliary Power Units
3 1 – – -- - – – 2
(APUs)
-
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Piston Engines:
Aeroplanes Aeroplane Helicopter Helicopter Avio
Level Chapters Turbine Piston turbine Piston nics
70 Standard Practices —
-- -- 3 1 – – 3 1 1
Engines
70A Constructional
arrangement and operation
(Installation, Carburettors, Fuel
injection systems, Induction, – – 3 1 -- -- 3 1 1
Exhaust and Cooling Systems,
Supercharging/
Turbocharging, Lubrication
Systems).
70B Engine Performance _ _ 3 1 -- -- 3 1 1
71 Powerplant – – 3 1 – – 3 1 1
73 Engine Fuel and Control – – 3 1 – – 3 1 1
76 Engine Control – – 3 1 – – 3 1 1
79 Oil – – 3 1 – – 3 1 1
80 Starting – – 3 1 – – 3 1 1
81 Turbine -- -- 3 1 -- -- 3 1 1
82 Water Injections – – 3 1 – – 3 1 1
83 Accessory Gear Boxes – – 3 1 – – 3 1 1
84 Propulsion Augmentation – – 3 1 – – 3 1 1
73A FADEC – – 3 1 – – 3 1 3
74 Ignition – – 3 1 – – 3 1 3
77 Engine Indication Systems – – 3 1 – – 3 1 3
Propellers:
60A Standard Practices — – – – –
3 1 3 1 1
Propeller
61 Propellers/Propulsion 3 1 3 1 – – – – 1
61A Propeller Construction 3 1 3 1 -- -- -- -- 1
61B Propeller Pitch Control 3 1 3 1 – – – – –
61C Propeller Synchronizing 3 1 3 1 – – – – 1
61D Propeller Electronic
2 1 2 1 – – – – 3
control
61E Propeller Ice Protection 3 1 3 1 – – – – –
61F Propeller Maintenance 3 1 3 1 – – – – 1
(f) Multimedia Based Training (MBT) methods may be used to satisfy the theoretical training
element either in the classroom or in a virtual controlled environment subject to the acceptance of the
DGCA approving the training course.
CAR-66
3.2Practical element
a) Objective:
The objective of practical training is to gain the required competence in performing safe
maintenance, inspections and routine work according to the maintenance manual and other relevant
instructions and tasks as appropriate for the type of aircraft, for example troubleshooting, repairs,
adjustments, replacements, rigging and functional checks. It includes the awareness of the use of
all technical literature and documentation for the aircraft, the use of specialist/special tooling and
test equipment for performing removal and replacement of components and modules unique to type,
including any on-wing maintenance activity.
b) Content:
At least 50 % of the crossed items in the table below, which are relevant to the particular aircraft type,
shall be completed as part of the practical training.
Tasks crossed represent subjects that are important for practical training purposes to ensure that the
operation, function, installation and safety significance of key maintenance tasks is adequately
addressed; particularly where these cannot be fully explained by theoretical training alone.
Although the list details the minimum practical training subjects, other items may be added where
applicable to the particular aircraft type.
Tasks to be completed shall be representative of the aircraft and systems both in complexity and in
the technical input required to complete that task. While relatively simple tasks may be included,
other more complex tasks shall also be incorporated and undertaken as appropriate to the aircraft
type.
Glossary of table: LOC: Location; FOT: Functional / Operation Test; SGH: Service and Ground;
Handling; R/I: Removal / Installation; MEL: Minimum Equipment List; TS: Trouble Shooting
B1/B B B
Chapters 2 1 2
M T
LOC FO SG R/ ME T FO SG R/ E S
T H I L S T H I L
Introduction module:
05 Time limits/maintenance checks X/X - -- -- -- -- -- -- - -- -

- -
06 Dimensions/Areas (MTOM, etc.) X/X - -- -- -- -- -- -- - -- -
- -
07 Lifting and Shoring X/X - -- -- -- -- -- -- - -- -
- -
08 Levelling and weighing X/X - X -- -- -- -- X - -- -
- -
09 Towing and Taxing X/X - X -- -- -- -- X - -- -
- -
10 Parking/Mooring storing and return to X/X - X -- -- -- -- X - -- -
service - -
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B1/B B B
Chapters 2 1 2
SG SG M T
LOC FO H R/ ME T FO H R/ E S
T I L S T I L
11 Placard and marking X/X - -- -- -- -- -- -- - -- -
- -
12 Servicing X/X - X -- -- -- -- X - -- -
- -
20 Standard practices –only type X/X - X -- -- -- -- X - -- -
particular - -
Helicopters:
18 Vibration and Noise Analysis (Blade tracking) X/-- - -- -- -- X -- -- - -- -
- -
60 Standard Practices Rotor — only type X/X - X -- -- -- -- X - -- -
specific - -
62 Rotors X/-- - X X -- X -- -- - -- -
- -
62A Rotors — Monitoring and indicating X/X X X X X X -- -- X -- x
63 Rotor Drives X/-- X -- -- -- X -- -- - -- -

-
63A Rotor Drives — Monitoring and indicating X/X X -- X X X -- -- X -- X
64 Tail Rotor X/-- - X -- -- X -- -- - -- -

- -
X/X X -- X X X -- -- X -- X
64A Tail rotor -Monitoring and indicating
X -- -- -- X -- -- - -- -
X/-- -
65 Tail Rotor Drive
65A Tail Rotor Drive — Monitoring and X/X X -- X X X -- -- X -- X
indicating
X X -- -- X -- -- - -- -
X/-- -
66 Folding Blades/Pylon
X/-- X X -- X X -- -- - -- -
67 Rotors Flight Control
-
53 Airframe Structure (Helicopter) Note: covered
under Airframe structures
X/X X X X X X X X - -- -
25 Emergency Flotation Equipment
-
Airframe structures:
51 Standard Practices and Structures (damage
classification, assessment and repair
53 Fuselage X/-- - -- -- -- X -- -- - -- -
- -
54 Nacelles/Pylons X/-- - -- -- -- -- -- -- - -- -
- -
55 Stabilisers X/-- - -- -- -- -- -- -- - -- -
- -
56 Windows X/-- - -- -- -- X -- -- - -- -
- -
57 Wings X/-- - -- -- -- -- -- -- - -- -
- -
CAR-66
B1/B2 B1 B2
Chapter
SGH SG M T
s LOC FOT R/I ME TS FO H R/I E S
L T L
27A Flight Control Surfaces X/-- -- -- -- -- X -- -- -- -- -
X/X X X -- -- -- -- X -- -- -
52 Doors
Airframe systems:
X/X X X -- X X X X -- X X
21 Air Conditioning
X/X X -- -- -- -- X -- -- -- -
21A Air Supply
X/X X -- -- X X X -- -- X X
21B Pressurisation
X/X -- X -- -- -- -- X -- -- -
21C Safety and warning Devices
X/X -- -- -- X -- X X X X X
22 Autoflight
X/X -- X -- X -- X X X X X
23 Communications
X/X X X X X X X X X X X
24 Electrical Power
X/X X X X -- -- X X X -- -
25 Equipment and Furnishings
25A Electronic Equipment X/X X X X -- -- X X X -- -
including emergency equipment
26 Fire Protection
X/X X X X X X X -- -- -- -
27 Flight Controls
27A Sys. Operation: Electrical/Fly- X/X X X X X -- X -- X -- X
by- Wire
X/X X X X X X X X -- X -
28 Fuel Systems
28A Fuel Systems — Monitoring X/X X -- -- -- -- X -- X -- X
and indicating
X/X X X X X X X X -- X -
29 Hydraulic Power
29A Hydraulic Power — X/X X -- X X X X -- X X X
X/X X X -- X X X X -- X X
30 Ice and Rain Protection
31 Indicating/Recording Systems X
31A Instrument Systems
X/X X X X X X X X X X -
32 Landing Gear
32A Landing Gear — Monitoring X/X X -- X X X X -- X X X
and indicating
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B1/B2 B1 B2
Chapter
SGH SG M T
L T L
X/X X X -- X -- X X X X -
33 Lights
X/X -- X -- X -- X X X X X
34 Navigation
X/-- X X X -- -- X X -- -- -
35 Oxygen
X/-- X -- X X X X -- X X X
36 Pneumatic
36A Pneumatic — Monitoring and X/X X X X X X X X X X X
indicating
X/-- X -- X X X -- -- -- -- -
37 Vacuum
X/-- X X -- -- -- X X -- -- -
38 Water/Waste
41 Water Ballast X/-- -- -- -- -- -- -- -- -- -- -
X/X -- -- -- -- -- X X X X X
42 Integrated modular avionics
X/X -- -- -- -- -- X X X X X
44 Cabin Systems
45 On-Board Maintenance System X/X X X X X X X X X X X
(or covered in 31)
X/X -- -- -- -- -- X -- X X X
46 Information Systems
50 Cargo and Accessory X/X -- X -- -- -- -- -- -- -- -

Compartments
Turbine/Piston Engine Module:
70 Standard Practices — Engines --- -- X -- -- -- -- X -- -- -
only type particular
70A Constructional arrangement X/X -- -- -- -- -- -- -- -- - -

andoperation(Installation Inlet,
Compressors, Combustion Section,
Turbine Section, Bearings and
Seals,Lubrication Systems)
Turbine engines:
70B Engine Performance -- -- -- -- -- X -- -- -- -- -
71 Power Plant X/-- X X -- -- -- -- X -- -- -

72 Engine Turbine/Turbo X/-- -- -- -- -- -- -- -- -- -- -
Prop/Ducted
Fan/ Unducted fan
73 Engine Fuel and Control X/X X -- -- -- -- -- -- -- -- -
X/X X -- X X X X -- X X X
73A FADEC Systems
74 Ignition X/X X -- -- -- -- X -- -- -- -
75 Air X/-- -- -- X -- X -- -- -- -- -
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B1/B2 B1 B2
Chapter
SGH SG M T
L T L
76 Engine Controls X/-- X -- -- -- X -- -- -- -- -
X/X X -- -- X X X -- -- X X
77 Engine Indicating
78 Exhaust X/-- X -- -- X -- -- -- -- -- -
79 Oil X/-- -- X X -- -- -- -- -- -- -
80 Starting X/-- X -- -- X X -- -- -- -- -
82 Water Injection X/-- X -- -- -- -- -- -- -- -- -
83 Accessory Gearboxes X/-- -- X -- -- -- -- -- -- -- -
84 Propulsion Augmentation X/-- X -- -- -- -- -- -- -- -- -
Auxiliary Power Units (APUs):
49 Auxiliary Power Units (APUs) X/-- X X -- -- X -- -- -- -- -
Piston Engines:
70 Standard Practices — Engines — -- -- X -- -- -- -- X -- -- -
only
type particular
70A Constructional arrangement X/X -- -- -- -- -- -- -- -- - -
and operation (Installation Inlet,
Compressors, Combustion Section,
Turbine Section, Bearings and
Seals, Lubrication Systems)
70B Engine Performance -- -- -- -- -- X -- -- -- -- -
71 Power Plant X/-- X X -- -- -- -- X -- -- -
73 Engine Fuel and Control X/X X -- -- -- -- -- -- -- -- -
X/X X -- X X X X X X X X
73A FADEC Systems
74 Ignition X/X X -- -- -- -- X -- -- -- -
76 Engine Controls X/-- X -- -- -- X -- -- -- -- -
X/X X -- -- X X X -- -- X X
77 Engine Indicating
78 Exhaust X/-- X -- -- X X -- -- -- -- -
79 Oil X/-- -- X X -- -- -- -- -- -- -
80 Starting X/-- X -- -- X X -- -- -- -- -
81 Turbines X/-- X X X -- X -- -- -- -- -
82 Water Injection X/-- X -- -- -- -- -- -- -- -- -
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B1/B2 B1 B2
Chapter
M T
s LOC FOT SGH R/I ME TS FO SG R/I E S
L T H L
83 Accessory Gearboxes X/-- -- X X -- -- -- -- -- -- -
84 Propulsion Augmentation X/-- X -- -- -- -- -- -- -- -- -
Propellers:
60A Standard Practices — Propeller -- -- -- X -- -- -- -- -- -- -
X/X X X -- X X -- -- -- -- -
61 Propellers/Propulsion
X/-- -- X -- -- -- -- -- -- -- -
61A Propeller Construction
X/-- X -- X X X -- -- -- -- -
61B Propeller Pitch Control
X/-- X -- -- -- X -- -- -- X -
61C Propeller Synchronising
61D Propeller Electronic control
X/-- X -- X X X -- -- -- -- -
61E Propeller Ice Protection
61F Propeller Maintenance
4. Type training examination and assessment standard

4.1. Theoretical element examination standard
After the theoretical portion of the aircraft type training has been completed, a written examination
shall be performed, which shall comply with the following:
(a) Format of the examination is of the multi-choice type. Each multi-choice question shall have 3
alternative answers of which only one shall be the correct answer. The total time is based on
the total number of questions and the time for answering is based upon a nominal average of
90 seconds per question.
(b) The incorrect alternatives shall seem equally plausible to anyone ignorant of the subject. All
the alternatives shall be clearly related to the question and of similar vocabulary, grammatical
construction and length.
(c) In numerical questions, the incorrect answers shall correspond to procedural errors such as the
use of incorrect sense (+ versus -) or incorrect measurement units. They shall not be mere
random numbers.
(d) The level of examination for each chapter (1) shall be the one defined in point 2 ‘Aircraft type
training levels’. However, the use of a limited number of questions at a lower level is
acceptable.
(e) The examination shall be of the closed book type. No reference material is permitted. An
exception will be made for the case of examining a B1 or B2 candidate's ability to interpret
technical documents.
(f) The number of questions shall be at least 1 question per hour of instruction. The number of
questions for each chapter and level shall be proportionate to:
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— the effective training hours spent teaching at that chapter and level,
— the learning objectives as given by the training needs analysis.
DGCA will assess the number and the level of the questions when approving the course.
(g) The minimum examination pass mark is 75 %. When the type training examination is split in
several examinations, each examination shall be passed with at least a 75 % mark. In order to
be possible to achieve exactly a 75 % pass mark, the number of questions in the examination
shall be a multiple of 4.
(h) Penalty marking (negative points for failed questions) is not to be used.
(i) End of module phase examinations cannot be used as part of the final examination unless they
contain the correct number and level of questions required.
4.2. Practical element assessment standard.
After the practical element of the aircraft type training has been completed, an assessment
must be performed, which must comply with the following:
(a) The assessment shall be performed by practical assessors appropriately qualified.
(b) The assessment shall evaluate the knowledge and skills of the trainee.
5. Type examination standard

Type examination shall be conducted by training organisations appropriately approved under
CAR-147 or by the DGCA.The examination shall be oral, written and or practical assessment
based, or a combination thereof and it shall comply with the following requirements:
(a) Oral examination questions shall be open.
(b) Written examination questions shall be essay type or multi-choice questions.
(c) Practical assessment shall determine a person's competence to perform a task.
(d) Examinations shall be on a sample of chapters (1) drawn from point 3 type
training/examination syllabus, at the indicated level.
(e) The incorrect alternatives shall seem equally plausible to anyone ignorant of the subject. All of
the alternatives shall be clearly related to the question and of similar vocabulary, grammatical
construction and length.
(f) In numerical questions, the incorrect answers shall correspond to procedural errors such as
corrections applied in the wrong sense or incorrect unit conversions: they shall not be mere random
numbers.
(g) The examination shall ensure that the following objectives are met:
1. Properly discuss with confidence the aircraft and its systems.
2. Ensure safe performance of maintenance, inspections and routine work according to the
maintenance manual and other relevant instructions and tasks as appropriate for the type of
aircraft, for example troubleshooting, repairs, adjustments, replacements, rigging and
functional checks such as engine run, etc., if required.
CAR-66
3. Correctly use all technical literature and documentation for the aircraft.
4. Correctly use specialist/special tooling and test equipment, perform removal and replacement
of components and modules unique to type, including any on-wing maintenance activity
(h) The following conditions apply to the examination:
1. The maximum number of consecutive attempts is three. Further sets of three attempts are allowed
with a 1 year waiting period between sets. A waiting period of 30 days is required after the first
failed attempt within one set, and a waiting period of 60 days is required after the second failed
attempt.
The applicant shall confirm in writing to the DGCA the number and dates of attempts during the
last year.. DGCA is responsible for checking the number of attempts within the applicable
timeframes.
2. The type examination shall be passed and the required practical experience shall be completed
within the 3 years preceding the application for the rating endorsement on the aircraft
maintenance licence.
3. Type examination shall be performed with at least one examiner present. The examiner(s)
shall not have been involved in the applicant's training.
(i) A written and signed report shall be made by the examiner(s) to explain why the candidate
has passed or failed.
6. On the Job Training
On the Job Training (OJT) shall be approved by the DGCA.
It shall be conducted at and under the control of a maintenance organisation appropriately approved
for the maintenance of the particular aircraft type and shall be assessed by designated assessors
appropriately qualified.
It shall have been started and completed within the 3 years preceding the application for a type rating
endorsement.
(a) Objective:
The objective of OJT is to gain the required competence and experience in performing safe
maintenance.
(b) Content:
OJT shall cover a cross section of tasks acceptable to the DGCA. The OJT tasks to be completed
shall be representative of the aircraft and systems both in complexity and in the technical input
required to complete that task. While relatively simple tasks may be included, other more complex
maintenance tasks shall also be incorporated and undertaken as appropriate to the aircraft type.
Each task shall be signed off by the student and countersigned by a designated supervisor. The tasks
listed shall refer to an actual job card/work sheet, etc.
CAR-66
The final assessment of the completed OJT is mandatory and shall be performed by a designated
assessor appropriately qualified.
The following data shall be addressed on the OJT worksheets/logbook:
1. Name of Trainee;
2. Date of Birth;
3. Approved Maintenance Organisation;
4. Place;
5. Name of supervisor(s) and assessor, (including licence number if applicable);
6. Date of task completion;
7. Description of task and job card/work order/tech log, etc.;
8. Applicability (B1 or B2);
9. Aircraft type and aircraft registration;
10. Aircraft rating applied for;
11. Trainee’s signature;
12. Supervisor’s signature and stamp.
In order to facilitate the verification by the DGCA, demonstration of the OJT shall consist of i)
detailed worksheets/logbook and (ii) a compliance report demonstrating how the OJT meets the
requirement of this Part.
AMC to Appendix III to CAR-66
Aircraft type training and On-the-Job Training
The theoretical and practical training providers, as well as the OJT provider, may contract the services
of a language translator in the case where training is imparted to students not conversant in the
language of the training material. Nevertheless, it remains essential that the students understand all
the relevant maintenance documentation. During the performance of examinations and
assessments, the assistance of the translator should be limited to the translation of the questions,
but should not provide clarifications or help in relation to those questions.
AMC to Section 1 of Appendix III to CAR-66
Aircraft type training
1. Aircraft type training may be subdivided in airframe and/or power plant and/or avionics/electrical
systems type training courses
i. Airframe type training course means a type training course including all relevant aircraft
structure and electrical and mechanical systems excluding the power plant.
ii. Power plant type training course means a type training course on the bare engine,
including the build-up to a quick engine change unit.
iii. The interface of the engine/airframe systems should be addressed by either airframe or
power plant type training course. In some cases, such as for general aviation, it may be
more appropriate to cover the interface during the airframe course due to the large variety
CAR-66
of aircraft that can have the same engine type installed.
iv. Avionics/electrical systems type training course means type training on avionics and
electrical systems covered by but not necessarily limited to ATA (Air Transport
Association) Chapters 22, 23, 24, 25, 27, 31, 33, 34, 42, 44, 45, 46, 73 and 77 or
equivalent.
2. Practical training may be performed either following or integrated with the theoretical
elements. However, it should not be performed before theoretical training.
3. The content of the theoretical and practical training should:
i. address the different parts of the aircraft which are representative of the structure, the
systems/components installed and the cabin; and
ii. include training on the use of technical manuals, maintenance procedures and the interface
with the operation of the aircraft.
iii. Therefore, it should be based on the following elements:
a. Type design including relevant type design variants, new technology and techniques;
b. Feedback from in-service difficulties, occurrence reporting, etc.;
c. Significant applicable airworthiness directives and service bulletins;
d. Known human factor issues associated with the particular aircraft type;
e. Use of common and specific documentation, (when applicable, such as MMEL, AMM,
MPD, TSM, SRM, WD, AFM, tool handbook), philosophy of the troubleshooting, etc.;
f. Knowledge of the maintenance on-board reporting systems and ETOPS maintenance

conditions, when applicable;
g. Use of special tooling and test equipment and specific maintenance practices including
critical safety items and safety precautions;
h. Significant and critical tasks/aspects from the MMEL, CDL, Fuel Tank Safety (FTS),
airworthiness limitation items (ALI) including Critical Design Configuration Control
Limitations (CDCCL), CMR and all ICA documentation such as MRB, MPD, SRM,
AMM, etc., when applicable.
i. Maintenance actions and procedures to be followed as a consequence of specific
certification requirements, such as, but not limited to, RVSM (Reduced Vertical
Separation Minimum) and NVIS (Night Vision Imaging Systems);
j. Knowledge of relevant inspections and limitations as applicable to the effects of

environmental factors or operational procedures such as cold and hot climates, wind,
moisture, sand, de-icing/anti-icing, etc.
The type training does not necessarily need to include all possible customer options, corresponding
to the type rating described in the Appendix I to AMC to CAR-66.
CAR-66
4. Limited avionic system training should be included in the category B1 type training as the B1
privileges include work on avionics systems requiring simple tests to prove their serviceability.
5. Electrical systems should be included in both categories of B1 and B2 type training.
6. The theoretical and practical training should be complementary and may be:
i. Integrated or split;
ii. Supported by the use of training aids, such as, trainers, virtual aircraft, aircraft
components, synthetic training devices (STD), computer-based training devices (CBT),
etc.
AMC to Paragraphs 1(b), 3.2 and 4.2 of Appendix III to CAR-66 “Aircraft Type Training
and Examination Standard. On-the-Job Training”
Practical element of the aircraft type training
1. The practical training may include instruction in a classroom or in simulators but part of the
practical training should be conducted in a real maintenance or manufacturer environment.
2. The tasks should be selected because of their frequency, complexity, variety, safety,
criticality, novelty, etc. The selected tasks should cover all the chapters described in the table
contained in paragraph 3.2 of Appendix III to CAR-66.
3. The duration of the practical training should ensure that the content of training required by
paragraph 3.2 of Appendix III to CAR-66 is completed.
Nevertheless, for aeroplanes with a MTOM equal or above 30 000 kg, the duration for the
practical element of a type rating training course should not be less than two weeks, unless a
shorter duration meeting the objectives of the training and taking into account pedagogical
aspects (maximum duration per day) is justified to the DGCA.
4. The organisation providing the practical element of the type training should provide trainees
with a schedule or plan indicating the list of tasks to be performed under instruction or
supervision. A record of the tasks completed should be entered into a logbook which should
be designed such that each task or group of tasks may be countersigned by the practical
assessor. The logbook format and its use should be clearly defined.
5. In paragraph 4.2 of Appendix III to CAR-66, the term practical assessors appropriately
qualified” means that the assessors should demonstrate training and experience on the
assessment process being undertaken and be authorised to do so by the organisation.
Further guidance about the assessment and the practical assessors is provided in Appendix III to
AMC to CAR-66.
6. The practical element (for power plant and avionic systems) of the Type Rating Training may
be subcontracted by the approved CAR-147 organisation under its quality system according to
CAR-66
the provisions of 147.A.145 (d) 3 and the corresponding Guidance Material.
AMC to Paragraph 1(c) of Appendix III to CAR-66 “Aircraft Type Training and
Examination Standard. On-the-Job Training”
Differences training
Approved difference training is not required for different variants within the same aircraft type
rating (as specified in Appendix I to AMC to CAR-66) for the purpose of type rating endorsement
on the aircraft maintenance licence.
However, this does not necessarily mean that no training is required before a certifying staff
authorization can be issued by the maintenance organisation (refer to AMC 66.A.20(b) 3).
For this purpose the procedure to conduct difference training for different variants within the same
aircraft type rating shall be defined in the MTOE/MOE.
AMC to point 3.1(d) of Appendix III to CAR-66 “Aircraft Type Training and Examination
Standard. On-the-Job Training”
Training Needs Analysis for the theoretical element of the aircraft type training
1. The minimum duration for the theoretical element of the type rating training course, as described
in Appendix III to CAR-66, has been determined based on:
i. generic categories of aircraft and minimum standard equipment fit;

ii. the estimated average duration of standard courses imparted.
2. The purpose of the Training Needs Analysis (TNA) is to adapt and justify the duration of the
course for a specific aircraft type. This means that the TNA is the main driver for determining
the duration of the course, regardless of whether it is above or below the minimum duration
described in Appendix III to CAR-66.
In the particular case of type training courses approved on the basis of the requirements valid
before this CAR is applicable and having a duration for the theoretical element equal to or above
the minimum duration contained in paragraph 3.1(c) of Appendix III to CAR-66, it is acceptable
that the TNA only covers the differences introduced by this CAR in paragraph 3.1(e) “Content”
and the criteria introduced in paragraph 3.1(d) “Justification of course duration” related to the
minimum attendance and the maximum number of training hours per day. This TNA may result
in a change in the duration of the theoretical element.
3. The content and the duration deriving from the TNA may be supported by an analysis from the
Type Certificate holder.
4. In order to approve a reduction of such minimum duration, the evaluation done by the DGCA
should be performed on a case-by-case basis appropriate to the aircraft type. For example, while
it would be exceptional for a theoretical course for a large transport category aircraft such as an
A330 or B757 to be below the minimum duration shown, it would not necessarily be exceptional
in the case of a General Aviation (GA) business aircraft such as a Learjet 45 or similar.
Typically, the TNA for a GA aircraft course would demonstrate that a course of a shorter
duration satisfies the requirements.
5. When developing the TNA, the following should be considered:
CAR-66
a) The TNA should include an analysis identifying all the areas and elements where there is a need
for training as well as the associated learning objectives, considering the design philosophy of
the aircraft type, the operational environment, the type of operations and the operational
experience. This analysis should be written in a manner which provides a reasonable
understanding of which areas and elements constitute the course to meet the learning objectives.
b) As a minimum, the Training Need Analysis (TNA) should take into account all the applicable
elements contained in paragraph 3.1 of CAR-66 Appendix III and associated AMCs.
c) The TNA should set up the course content considering the Appendix III objectives for each level
of training and the prescribed topics in the theoretical element table contained in paragraph 3.1
of CAR-66 Appendix III.
d) For each Chapter described in the theoretical element table contained in paragraph
3.1 of CAR-66 Appendix III, the corresponding training time should be recorded
e) Typical documents to be used to identify the areas and elements where there is a need for training
typically include, among others, the Aircraft Maintenance Manual, MRB report, CMRs,
airworthiness limitations, Troubleshooting Manual, Structural Repair Manual, Illustrated Parts
Catalogue, Airworthiness Directives and Service Bulletins.
f) During the analysis of these documents:
i) Consideration should be given to the following typical activities:
1. Activation/reactivation;
2. Removal/installation;
3. Testing;
4. Servicing;
5. Inspection, check and repairs;
6. Troubleshooting/diagnosis.
ii) For the purpose of identifying the specific elements constituting the training course, it is
acceptable to use a filtering method based on criteria such as:
1. Frequency of the task;

2. Human factor issues associated to the task;
3. Difficulty of the task;
4. Criticality and safety impact of the task;
5. In-service experience;
6. Novel or unusual design features (not covered by CAR-66 Appendix I);
7. Similarities with other aircraft types;
8. Special tests and tools/equipment.
iii) It is acceptable to follow an approach based on:
1. Tasks or groups of tasks; or

2. Systems or subsystems or components.
g) The TNA should:
i. Identify the learning objectives for each task, group of tasks, system, subsystem or
CAR-66
component;
ii. Associate the identified tasks to be trained to the regulatory requirements (table in paragraph
3.1 of Appendix III to CAR-66);
iii. Organise the training into modules in a logical sequence (adequate combination of chapters
as defined in Appendix III of CAR-66);
iv. Determine the sequence of learning (within a lesson and for the whole syllabus);
v. Identify the scope of information and level of detail with regard to the minimum standard to
which the topics of the TNA should be taught according to the set- up objectives.
vi. Address the following:
1. Description of each system/component including the structure (where applicable);

2. System/component operation taking into account:
a. Complexity of the system (e.g. the need of further breakdown into sub systems,
etc.);
b. Design specifics which may require more detailed presentation or may contribute
to maintenance errors;
c. Normal and emergency functioning;
d. Troubleshooting;
e. Interpretation of indicators and malfunctions.
f. Use of maintenance publications;
g. Identification of special tools and equipment required for servicing and maintaining
the aircraft;
h. Maintenance Practices;
i. Routine inspections, functional or operational tests, rigging/adjustment, etc.
vii. Describe the following:
1. The instructional methods and equipment, teaching methods and blending of the teaching
methods to ensure the effectiveness of the training;
2. The maintenance training documentation/material to be delivered to the student; Facilitated
discussions, questioning session, additional practice- oriented training, etc.;
3. The homework, if developed;
4. The training provider’s resources available to the learner.
h) It is acceptable to differentiate between issues which have to be led by an instructor and issues
which may be delivered through interactive simulation training devices and/or covered by web-
CAR-66
based elements. Overall time of the course will be allocated accordingly.
i) The maximum number of training hours per day for the theoretical element of type training
should not be more than 6 hours. A training hour means 60 minutes of tuition excluding any
breaks, examination, revision, preparation and aircraft visit. In exceptional cases, the DGCA
may allow deviation from this standard when it is properly justified that the proposed number of
hours follows pedagogical and human factors principles. These principles are especially
important in those cases where:
i. Theoretical and practical training are performed at the same time;

ii. Training and normal maintenance duty/apprenticeship are performed at the same time.
j) The minimum participation time for the trainee to meet the objectives of the course should not
be less than 90 % of the tuition hours of the theoretical training course. Additional training may
be provided by the training organisation in order to meet the minimum participation time. If the
minimum participation defined for the course is not met, a certificate of recognition should not
be issued.
k) The TNA is a living process and should be reviewed/updated based on operation feedback,
maintenance occurrences, Airworthiness Directives, major service bulletins impacting
maintenance activities or requiring new competencies for mechanics, alert service bulletins,
feedback from trainees or customer satisfaction, evolution of the maintenance documentation
such as MRBs, MPDs, MMs, etc. The frequency at which the TNA should be
reviewed/updated is left to the discretion of the organisation conducting the course.
NOTE: The examination is not part of the TNA. However, it should be prepared in accordance
with the learning objectives described in the TNA.
Type Examination Standard
This Section 5 “Type Examination Standard” does not apply to the examination performed as part
of type training. This Section only applies to those cases where type examination is performed as a
substitute for type training.
On-the-Job Training (OJT)
1. “A maintenance organisation appropriately approved for the maintenance of the particular

aircraft type” means a CAR-145 or M.A. Subpart F approved maintenance organisation holding
an A rating for such aircraft.
CAR-66
2. The OJT should include one-to-one supervision and should involve actual work task
performance on aircraft/components, covering line and/or base maintenance tasks.
3. The use of simulators for OJT should not be allowed.
4. The OJT should cover at least 50 % of the tasks contained in Appendix II to AMC to CAR-66.
Some tasks should be selected from each paragraph of the Appendix II list. Tasks should be
selected among those applicable to the type of aircraft and licence (sub) category applied for.
Other tasks than those in the Appendix II may be considered as a replacement when they are
relevant. Typically, in addition to the variety and the complexity, the OJT tasks should be
selected because of their frequency, safety, novelty, etc.
5. Up to 50 % of the required OJT may be undertaken before the aircraft theoretical type training
starts.
6. The organisation providing the on-the-job training should provide trainees a schedule or plan
indicating the list of tasks to be performed under supervision. A record of the tasks completed
should be entered into a logbook which should be designed such that each task or group of tasks
is countersigned by the corresponding supervisor. The logbook format and its use should be
clearly defined.
7. Regarding the day-to-day supervision of the OJT programme in the approved maintenance
organisation and the role of the supervisor(s), the following should be considered:
i. It is sufficient that the completion of individual OJT tasks is confirmed by the direct
supervisor(s), without being necessary the direct evaluation of the assessor.
ii. During the day-to-day OJT performance, the supervision aims at overseeing the complete
process, including task completion, use of manuals and procedures, observance of safety
measures, warnings and recommendations and adequate behavior in the maintenance
environment.
iii. The supervisor(s) should personally observe the work being performed to ensure the safe
completeness and should be readily available for consultation, if needed during the OJT
performance.
iv. The supervisor(s) should countersign the tasks and release the maintenance tasks as the
trainee is still not qualified to do so.
v. The supervisor(s) should therefore:
a) have certifying staff or support staff privileges relevant to the OJT tasks;
b) be competent for the selected tasks;
c) be safety-orientated;
d) be capable to coach (setting objectives, giving training, performing supervision,

CAR-66
evaluating, handling trainee’s reactions and cultural issues, managing objectively and
positively debriefing sessions, determining the need for extra training or reorientate
the training, reporting, etc.);
e) be designated by the approved maintenance organisation to carry out the supervision.
8. Regarding the assessor, the following should be considered:
a) The function of the assessor, as described in Section 6 of Appendix III to CAR-66, is to

conduct the final assessment of the completed OJT. This assessment should include
confirmation of the completion of the required diversity and quantity of OJT and should be
based on the supervisor(s) reports and feedback.
b) In Section 6 of Appendix III to CAR-66, the term “designated assessor appropriately

qualified” means that the assessor should demonstrate training and experience on the
assessment process being undertaken and should be authorized as per CAP2100 .
Further guidance about the assessment and the designated assessors is provided in Appendix III
to AMC to CAR-66.
9 The procedures for OJT of a Part-145 organisation should be included into the approved
maintenance organization exposition (Chapter 3.20, as indicated in AMC 145.A.70 (a)).
These procedures in the Exposition Manual are approved by the DGCA, and providing training
is not one of the privileges of a maintenance organisation, they can only be used when the
licencing authority is the DGCA. In other cases, it is up to the licencing authority to decide
whether it accepts such procedures for the purpose of approving the OJT .
CAR-66
Appendix IV - Experience requirements for extending a CAR-66 Aircraft Maintenance
Engineer’s Licence
The table below shows the experience requirements for adding a new category or subcategory to an
existing CAR-66 licence.
The experience shall be practical maintenance experience on an operating aircraft in the
group/subgroup of the subcategory relevant to the application.
The experience is to be signed by the post holder only and this procedure is to be reflected in
MOE
The experience requirement will be reduced by 50 % if the applicant has completed an approved
CAR-147 course relevant to the subcategory.
To
A A A A B1.1 B1.2 B1.3 B1.4 B2 B2L B3
From
1 2 3 4
A1 — 6 6 6 6 1 year 6month
month months months 2 years months 2 years 1 year 2
s years s
A2 6 — 6 6 2 years 6 2 years 1 year 2 1 year 6
month months months months years month
s s
6 6 6 2 years 6months 2
A3 month month — months 2 years 1 year 1 year 1 year
s s years
A4 6 6 6 — 2 years 1 year 2 years 6 2 1 year 1 year
month month months months years
s s
B1. None 6month 6months 6
months —
6 6 6 6
months months months 1 year 1 year month
1 s s
B1. 6 None 6 6 2 years — 2 years 6 2 1 year None
2 month months months months years
s
6 6 6 6 6 6 6
B1. month month None months months months — months 1 year 1 year month
3 s s s
B1. 6 6 6 None 2 years 6 2 years — 2 1 year 6
4 month month months months years month
s s s
B2 6 6 6 6 — —
month month months months 1 year 1 year 1 year 1 year 1 year
s s
B2L 6 6 6 6 1 year 1 year 1 year 1 year 1 year — 1 year
month month months months
s s
6 6 6 6 1 year —
B3 month months months 2 years months 2 years 1 year 2
s None years
CAR-66
Appendix V- Applications and Formats
Application forms (published on

DGCA Website dgca.gov.in and available on eGCA)
CAR-66
Appendix VI - Aircraft Maintenance Engineer’s Licence referred to in Rule 61 of the
Aircraft Rules, 1937 - CA Form 26 / Plastic Card
1. An example of the aircraft maintenance licence referred to in CAR-66 can be found on the
following pages.
2. The preparation of any change to an existing aircraft maintenance licence shall be carried out
by the DGCA.
3. The holder of the aircraft maintenance licence shall keep it in good condition and shall ensure
that no unauthorised entries are made. Failure to comply with this rule may invalidate the license
or lead to the holder not being permitted to hold any certification privilege. It may also result in
prosecution under Indian Penal Code.
4. The aircraft maintenance licence shall clearly indicate that the limitations are exclusions from
the certification privileges. If there are no limitations applicable, the LIMITATIONS page shall
be left blank or mention ‘Not applicable’.
CA 26
GOVERNMENT OF INDIA
CAR-66
AIRCRAFT MAINTENANCE ENGINEER’s LICENCE
CAR-66
I INDIA IX. CONDITIONS
a. Certifiedthat holder is authorized to exercise
II Aircraft Maintenance Engineer’s Licence
. the privileges of the licence as given in Rule
61 of the Aircraft Rules, 1937.
III. Licence
number b. Endorsement of aircraft types at section XII
Name of STAMP (b) titled AIRCRAFT TYPE RATING means
IV. holder SIZE the holder is qualified to issue a certificate of
in full PHOT release to service for such aircraft from the
IVa Date of birth O date of endorsement with a valid
Address authorization issued by approved
V
. of maintenance organization.
holder c. Holder of this licence shall not exercise the
privileges of the licence and related ratings at
VI. Nationality
any time when he/she is aware of any
Signature
VII. of Holder decrease in medical fitness which might
render him/her unable to safely and properly
VIII Issued in accordance with the provisions of the exercise these privileges.
. Aircraft Act 1934, and Aircraft Rules 1937. d. This licence is not valid unless it bears the
signature of the holder.
X Signature of
Issuing ……………………………… e. This licence remains current till the valid date
Authority ………………..…… specified at section XIV whilst in compliance
(for the Director General of with the Aircraft Rule 61 and CAR 66 unless
Civil Aviation) previously suspended or revoked.
Date of Issue: f.This licence when endorsed with an aircraft
type rating meets the intent of ICAO Annex 1.
XI. Stamp of the
Issuing g.Entry, endorsement or alteration in the
Authority licence shall be made by person authorized for
this purpose by the Director General.
h.Limitations (if any) specified at section XIII

are the exclusions from the certification
privileges.
1 III. LIC No. 2
CAR-66
XII (a). LICENCE (SUB) CATEGORIES XII (b). AIRCARFT RATING

TYPE
CATE
CATEGORIE A B1 B2 B2 B3 L C DAT AIRCRAFT TYPE GOR STAMP &
S L E OR GROUP Y DATE
AEROPL n/ n/ n/ n/ n/
ANES a a a a a
TURBINE
n/ n/ n/ n/ n/
AEROPLANES
PISTON a a a a a
HELICOP n/ n/ n/ n/ n/
TERS a a a a a
TURBINE
HELICOPTERS n/ n/ n/ n/ n/
PISTON a a a a a
n/ n/ n/ n/ n/
AVIONICS
a a a a a
n/ a
n/ n/ n/ n/ n/
AIRCRAFT
a a a a a
Sailplances, n/a
n/ n/ n/ n/ n/
powered sailplanes,
LA1 aeroplances, a a a a a
balloons and
airships
PISTON- n/ a
ENGINE NON- n/ n/ n/ n/
PRESSURISED a a a a
AEROPLANES
OF 2000KG
MTOM AND
BELOW
III. LIC No. 3 III. LIC No. 4
CAR-66
XIII. LIMITATIONS XIV. LICENCE VALIDITY
AIRCRA SIGNATURE
FT LIMIT WITH SIGNATURE
CATEGO VALID TILL SE
TYPE ATI DATE WITH
RY AL
OR ON (REMOVAL DATE
GROUP CODE OF
LIMITATIO
N)
III. LIC No. 5 III. LIC No 6
XIV (a) LICENCE ENDORSEMENTS

XIV (b). REMARKS
INHERITED FROM THE AME LICENCE
HELD PRIOR TO CAR-66 LICENCE
RATI CATEGO SIGNATURE
NG RY WITH
DATE
III. LIC No. 7 III. LIC No. 8
CAR-66
Appendix VI(a) - Aircraft Maintenance Engineer’s Licence (PLASTIC CARD) format [

issued through eGCA]
CAR-66
QR CODE OUTPUT
I.
Government of India
II.
Aircraft Maintenance Engineer's Licence
III. LICENCE NO. :
IV. NAME OF HOLDER IN FULL :
IV (a). DATE OF BIRTH :
VI. NATIONALITY :
X. ISSUING OFFICER'S NAME : DATE OF ISSUE :
XI. ISSUING AUTHORITY : DGCA, India

X (a) DATE OF ISSUE :
DATE NAME OF ISSUING OFFICER OFFICE

Initial CAR 66 Licence DGCA, HQ
XII (a). LICENCE CATEGORIES/ SUB-CATEGORIES:
CATEGORY SUB-CATEGORY DATE OF ISSUE

XII (b). AIRCRAFT TYPE RATING :
CATEGOR SUB-CATEGORY AIRCRAFT TYPE/ GROUP Date OFFICE

Y
XIII. LIMITATIONS :
CATEG SUB- AIRCRAFT LIMITATI LIMITATION OFFICER'S OFFICE

ORY CATEGOR TYPE/ GROUP ON REMOVAL DATE NAME &
Y DESIGNATION
XIV. LICENCE VALIDITY :
VALID TILL OFFICER'S NAME & DESIGNATION DATE OF SIGN OFFICE
XIV (a). ENDORSEMENTS INHERITED:
RATING CATEGORY OFFICER'S NAME & DESIGNATION DATE
XIV (b). REMARKS:
CAR-66
V. ADDRESS OF HOLDER:
VIII. ISSUED IN ACCORDANCE WITH THE PROVISIONS OF THE AIRCRAFT ACT 1934,
AND AIRCRAFT RULES 1937
IX. CONDITIONS :
a) Certified that holder is authorized to exercise the privileges of the licence as given in Rule 61 of
the Aircraft Rules, 1937.
b) Endorsement of aircraft types at section XII (b) titled AIRCRAFT TYPE RATING means the
holder is qualified to issue a certificate of release to service for such aircraft from the date of
endorsement with a valid authorization issued by approved maintenance organization.
c) Holder of this licence shall not exercise the privileges of the licence and related ratings at any
time when he/she is aware of any decrease in medical fitness which might render him/her unable
to safely and properly exercise these privileges.
d) This licence is not valid unless it bears the signature of the holder.
e) This licence remains current till the valid date specified at section XIV whilst in compliance with
the Aircraft Rule 61 and CAR 66 unless previously suspended or revoked.
f) This licence when endorsed with an aircraft type rating meets the intent of ICAO Annex 1.
g) Entry, endorsement or alteration in the licence shall be made by person authorized for this purpose
by the Director General.
h) Limitations (if any) specified at section XIII are the exclusions from the certification
privileges.
CAR-66
Appendix VII — Basic knowledge requirements for category L aircraft maintenance

licence
Module Designation
2L ‘Human factors’
3L ‘Aviation legislation’
4L ‘Airframe wooden/metal tube and fabric’
5L ‘Airframe composite’
6L ‘Airframe metal’
7L ‘Airframe general’
8L ‘Power plant’
9L ‘Balloon/Airship hot air’
10L ‘Balloon/Airship gas (free/tethered)’
11L ‘Airships hot air/gas’
12L ‘Radio Com/ELT/Transponder/Instruments’
The definitions of the different levels of knowledge required in this Appendix are the same
as those contained in point 1 of Appendix I of CAR-66.
TABLE OF CONTENTS:
Subcategories Modules required for each subcategory

(refer to the syllabus table
below)
L1C: composite sailplanes 1L, 2L, 3L, 5L, 7L and 12L
L1: sailplanes 1L, 2L, 3L, 4L, 5L, 6L, 7L and 12L
L2C: composite powered sailplanes and 1L, 2L, 3L, 5L, 7L, 8L and 12L
composite
LA1 aeroplanes
L2: powered sailplanes and LA1 aeroplanes 1L, 2L, 3L, 4L, 5L, 6L, 7L, 8L and 12L
L3H: hot-air balloons 1L, 2L, 3L, 9L and 12L
L3G: gas balloons 1L, 2L, 3L, 10L and 12L
L4H: hot-air airships 1L, 2L, 3L, 8L, 9L, 11L and 12L
L4G: LA2 gas airships 1L, 2L, 3L, 8L, 10L, 11L and 12L
L5: gas airships above LA2 Basic knowledge requirements for any B1
subcategory plus
8L (for B1.1 and B1.3), 10L, 11L and 12L
CAR-66
MODULE 2L — HUMAN FACTORS
MODULE 2L — HUMAN FACTORS Level

2L.1 General 1
The need to take human factors into account;
Incidents attributable to human factors/human error;
Murphy's Law.
2L.2 Human performance and limitations 1
Vision, hearing, information processing, attention and perception, memory.
2L.3 Social psychology 1
Responsibility, motivation, peer pressure, teamwork.
2L.4 Factors affecting performance 1
Fitness/health, stress, sleep, fatigue, alcohol, medication, drug abuse.
2L.5 Physical environment 1
Working environment (climate, noise, illumination).
MODULE 3L — AVIATION LEGISLATION

MODULE 3L — AVIATION LEGISLATION Level
3L.1 Regulatory framework 1
Role of the International Civil Aviation Organisation;
The Aircraft Act and Rules made there under Role of the DGCA; Relationship between CAR-21,
CAR-M, CAR-145, CAR-66, CAR 147 The Aircraft Rules (Application to Aircraft Maintenance
and Release)
Aeronautical Information Circulars (Applicable to Aircraft Maintenance and Release)
CAR Section 1 and 2
3L.2 Repairs and modifications 2
Approval of changes (repairs and modifications);
Standard changes and standard repairs.
3L.3 Maintenance data 2
Airworthiness Directives (ADs), Instructions for Continuing Airworthiness (ICA) (AMM, IPC,
etc.);
Flight Manual;
Maintenance records.
MODULE 4L — AIRFRAME WOODEN/METAL TUBE AND FABRIC

MODULE 4L — AIRFRAME WOODEN/METAL TUBE AND FABRIC Level
4L.1 Airframe wooden/combination of metal tube and fabric 2
Timber, plywood, adhesives, preservation, power line, properties, machining;
Covering (covering materials, adhesives and finishes, natural and synthetic covering materials
and adhesives);
Paint, assembly and repair processes;
Recognition of damages from overstressing of wooden/metal-tube and fabric structures;
Deterioration of wood components and coverings;
Crack test (optical procedure, e.g., magnifying glass) of metal components. Corrosion and
preventive methods. Health and fire safety protections.
4L.2 Material 2
Types of wood, stability, and machining properties;
Steel and light alloy tubes and fittings, fracture inspections of welded seams;
Plastics (overview, understanding of the properties);
Paints and paint removal;
Glues, adhesives;
Covering materials and technologies (natural and synthetic polymers).
CAR-66
4L.3 Identifying damage 3

Overstress of wood / metal-tubing and fabric structures;
Load transfers;
Fatigue strength and crack testing.
4L.4 Performance of practical activities 2
Locking of pins, screws, castellated nuts, turnbuckles;
Thimble splice;
Nicopress and Talurit repairs;
Repair of coverings;
Repair of transparencies;
Repair exercises (plywood, stringer, handrails, skins);
Aircraft Rigging. Calculation of control surface mass balance and range of movement of the
control surfaces, measurement of operating forces;
Performance of 100-hours/annual inspections on a wood or combination of metal-tube and
fabric airframe.
MODULE 5L — AIRFRAME COMPOSITE

MODULE 5L — AIRFRAME COMPOSITE Level
5L.1 Airframe fibre-reinforced plastic (FRP) 2
Basic principles of FRP construction;
Resins (Epoxy, polyester, phenolic resins, vinyl ester resins);
Reinforcement materials glass, aramide and carbon fibres, features;
Fillers;
Supporting cores (balsa, honeycombs, foamed plastics);
Constructions, load transfers (solid FRP shell, sandwiches);
Identification of damage during overstressing of components;
Procedure for FRP projects (according to Maintenance Organisation Manual) including
storage conditions for material.
5L.2 Material 2
Thermosetting plastics, thermoplastic polymers, catalysts;
Understanding properties, machining technologies, detaching, bonding, welding;
Resins for FRP: epoxy resins, polyester resins, vinyl ester resins, phenolic resins;
Reinforcement materials;
From elementary fibre to filaments (release agent, finish), weaving patterns;
Properties of individual reinforcement materials (E-glass fibre, aramide fibre, carbon fibre);
Problem with multiple-material systems, matrix;
Adhesion/cohesion, various behaviours of fibre materials;
Filling materials and pigments;
Technical requirements for filling materials;
Property change of the resin composition through the use of E-glass, micro balloon, aerosols,
cotton, minerals, metal powder, organic substances;
Paint assembly and repair technologies;
Support materials;
Honeycombs (paper, FRP, metal), balsa wood, Divinycell (Contizell), development trends.
5L.3 Assembly of Fibre-Reinforced Composite-Structure Airframes 2
Solid shell;
Sandwiches;
Assembly of aerofoils, fuselages, control surfaces.
5L.4 Identifying Damage 3
Behaviour of FRP components in the event of overstressing;
Identifying delaminations, loose bonds;
Bending vibration frequency in aerofoils;
Load transfer;
CAR-66
Frictional connection and positive locking;

Fatigue strength and corrosion of metal parts;
Metal bonding, surface finishing of steel and aluminium components during bonding with
FRP.
5L.5 Mold making 2
Plaster molds, mold ceramics;
GFK molds, Gel-coat, reinforcement materials, rigidity problems;
Metal molds;
Male and female molds.
Locking of pin, screws, castellated nuts, turnbuckles;
Thimble splice;
Repair of coverings;
Repair of solid FRP shells;
Mold fabrication/molding of a component (e.g. fuselage nose, landing gear fairing, wing tip
and winglet);
Repair of sandwich shell where interior and exterior layer are damaged;
Repair of sandwich shell by pressing with a vacuum bag;
Transparency repair (PMMA) with one- and two-component adhesive;
Bonding of transparency with the canopy frame;
Tempering of transparencies and other components;
Performance of a repair on a sandwich shell (minor repair less than 20 cm);
Performance of 100-hour/annual inspections on an FRP airframe.
MODULE 6L — AIRFRAME METAL
MODULE 6L — AIRFRAME METAL Level

6L.1 Airframe metal 2
Metallic materials and semi-finished products, machining methods;
Fatigue strength and crack test;
Assembly of metal-construction components, riveted joints, adhesive joints;
Identification of damage to overstressed components, effects of corrosion;
Health and fire protection.
6L.2 Material 2
Steel and its alloys;
Light metals and their light alloys;
Rivet materials;
Plastics;
Colours and paints;
Metal adhesives;
Types of corrosion;
Covering materials and technologies (natural and synthetic).
6L.3 Identifying damage 3
Overstressed metal airframes, levelling, measurement of symmetry;
Load transfers;
Fatigue strength and crack test;
Identifying loose riveted joints.
CAR-66
6L.4 Assembly of metal- and composite-construction airframes 2

Skins;
Frames;
Stringers and longerons;
Frame construction;
Problems in multiple-material systems.
6L.5 Fasteners 2
— Classifications of fits and clearances;
Metric and imperial measuring systems;
Oversize bolt.
Locking of pins, screws, castellated nuts, turnbuckles;
Thimble splice;
Repair of coverings, surface damage, stop drilling techniques;
Repair of transparencies;
Cutting out sheet metals (aluminiums and light alloys, steel and alloys);
Folding bending, edging, beating, smoothening, beading;
Repair riveting of metal airframes according to repair instruction or drawings;
Evaluation of rivet errors;
Performance of 100-hour/annual inspections on a metal airframe.
MODULE 7L — AIRFRAME GENERAL

MODULE 7L — AIRFRAME GENERAL Level
7L.1 Flight control system 3
Cockpit controls: controls in cockpit, colour markings, knob shapes;
Flight controls surfaces, flaps, air brakes surfaces, controls, hinges, bearings, brackets, push-
pull rods, bell cranks, horns, pulleys, cables, chains, tubes, rollers, tracks, jack screws,
surfaces, movements, lubrication, stabilisers, balancing of controls;
Combination of controls: flap ailerons, flap air brakes;
Trim systems.
7L.2 Airframe 2
Landing gear: characteristics of landing gears and shock absorber strut, extension, brakes,
drum, disks, wheel, tyre, retraction mechanism, electrical retraction, emergency;
Wing to fuselage mounting points, empennage (fin and tail plane) to fuselage mounting
points, control surface mounting points;
Permissible maintenance measures;
Towing: towing/lifting equipment/mechanism;
Cabin: seats and safety harness, cabin arrangement, windshields, windows, placards, baggage
compartment, cockpit controls, cabin air system, blower;
Water ballast: water reservoirs, lines, valves, drains, vents, tests;
Fuel system: tanks, lines, filters, vents, drains, filling, selector valve, pumps, indication, tests,
bonding;
Hydraulics: system layout, accumulators, pressure and power distribution, indication;
Liquid and gas: hydraulic, other fluids, levels, reservoir, lines, valves, filter;
Protections: firewalls, fire protection, lightning strike bonding, turnbuckles, locking devices,
dischargers.
7L.3 Fasteners 2
Reliability of pins, rivets, screws;
Control cables, turnbuckles;
Quick-release couplings (L'Hotellier, SZD, Poland).
CAR-66
7L.4 Locking equipment 2

Admissibility of locking methods, locking pins, spring steel pins, locking wire, stop nuts, paint;
Quick-release couplings.
7L.5 Weight and balance levelling 2
7L.6 Rescue systems 2
7L.7 On-board modules 2
— Pitot-static system, vacuum/dynamic system, hydrostatic test;
Flight instruments: airspeed indicator, altimeter, vertical-speed indicator, connection and
functioning, markings;
Arrangement and display, panel, electrical wires;
Gyroscopes, filters, indicating instruments; testing of function;
Magnetic compass: installation and compass swing;
Sailplanes: acoustic vertical-speed indicator, flight recorders, anticollision aid;
Oxygen system.
7L.8 On-board modules installation and connections 2
Flight instruments, mounting requirements (emergency landing conditions as per CS-22);
Electric wiring, power sources, types of storage batteries, electrical parameters, electric
generator, circuit breaker, energy balance, earth/ground, connectors, terminals, warnings,
fuses, lamps, lightings, switches, voltmeters, ampere meters, electrical gauges.
7L.9 Piston engine propulsion 2
Interface between power plant and airframe.
7L.10 Propeller 2
Inspection;
Replacement;
Balancing.
7L.11 Retraction system 2
Propeller position control;
Engine and/or propeller retraction system.
7L.12 Physical inspection procedures 2
Cleaning, use of lighting and mirrors;
Measuring tools;
Measure of controls deflection;
Torque of screws and bolts;
Wear of bearings;
Inspection equipment;
Calibration of measuring tools.
MODULE 8L — POWER PLANT

MODULE 8L — POWER PLANT Level
8L.1 Noise limits 1
Explanation of the concept of ‘noise level’;
Noise certificate;
Enhanced sound proofing;
Possible reduction of sound emissions.
8L.2 Piston engines 2
Four-stroke spark ignition engine, air-cooled engine, fluid-cooled engine;
Two-stroke engine;
Rotary-piston engine;
Efficiency and influencing factors (pressure–volume diagram, power curve);
Noise control devices.
CAR-66
8L.3 Propeller 2
Blade, spinner, backplate, accumulator pressure, hub;
Operation of propellers;
Variable-pitch propellers, ground and in-flight adjustable propellers, mechanically,
electrically and hydraulically;
Balancing (static, dynamic);
Noise problems.
8L.4 Engine control devices 2
Mechanical control devices;
Electrical control devices;
Tank displays;
Functions, characteristics, typical errors and error indications.
8L.5 Hosepipes 2
Material and machining of fuel and oil hoses;
Control of life limit.
8L.6 Accessories 2
Operation of magneto ignition;
Control of maintenance limits;
Operation of carburettors;
Maintenance instructions on characteristic features;
Electric fuel pumps;
Operation of propeller controls;
Electrically operated propeller control;
Hydraulically operated propeller control.
8L.7 Ignition system 2
Constructions: coil ignition, magneto ignition, and thyristor ignition;
Efficiency of the ignition and preheat system;
Modules of the ignition and preheat system;
Inspection and testing of a spark plug.
8L.8 Induction and exhaust systems 2
Operation and assembly;
Silencers and heater installations;
Nacelles and cowlings;
Inspection and test;
CO emission test.
8L.9 Fuels and lubricants 2
Fuel characteristics;
Labelling, environmentally friendly storage;
Mineral and synthetic lubricating oils and their parameters: labelling and characteristics,
application;
Environmentally friendly storage and proper disposal of used oil.
8L.10 Documentation 2
Manufacturer documents for the engine and propeller;
Instructions for Continuing Airworthiness (ICA);
Aircraft Flight Manuals (AFMs) and Aircraft Maintenance Manuals (AMMs);
Time Between Overhaul (TBO);
Airworthiness Directives (ADs), technical notes and service bulletins.
8L.11 Illustrative material 2
Cylinder unit with valve;
Carburettor;
High-tension magneto;
Differential-compression tester for cylinders;
CAR-66
Overheated/damaged pistons;
Spark plugs of engines that were operated differently.
8L.12 Practical experience 2

Work safety/accident prevention (handling of fuels and lubricants, start-up of engines);
Rigging-engine control rods and Bowden cables;
Setting of no-load speed;
Checking and setting the ignition point;
Operational test of magnetos;
Checking the ignition system;
Testing and cleaning of spark plugs;
Performance of the engine tasks contained in an aeroplane 100-hour/annual inspection;
Cylinder compression test;
Static test and evaluation of the engine run;
Documentation of maintenance work including replacement of components.
8L.13 Gas exchange in internal-combustion engines 2
Four-stroke reciprocating engine and control units;
Energy losses;
Ignition timing;
Direct flow behaviour of control units;
Wankel engine and control units;
Two-stroke engine and control units;
Scavenging;
Scavenging blower;
Idle range and power range.
8L.14 Ignition, combustion and carburation 2
Ignition;
Spark plugs;
Ignition system;
Combustion process;
Normal combustion;
Efficiency and medium pressure;
Engine knock and octane rating;
Combustion chamber shapes;
Fuel/air mix in the carburettor;
Carburettor principle, carburettor equation;
Simple carburettor;
Problems of the simple carburettor and their solutions;
Carburettor models;
Fuel/air mix during injection;
Mechanically controlled injection;
Electronically controlled injection;
Continuous injection;
Carburettor-injection comparison.
8L.15 Flight instruments in aircraft with injection engines 2
Special flight instruments (injection engine);
Interpretation of indications in a static test;
Interpretation of indications in flight at various flight levels.
8L.16 Maintenance of aircraft with injection engines 2
Documentation, manufacturer documents, etc.;
General maintenance instructions (hourly inspections);
Functional tests;
Ground test run;
Test flight;
CAR-66
Troubleshooting in the event of faults in the injection system and their correction.
8L.17 Workplace safety and safety provisions Work safety and safety provisions for work on 2
injection systems.
8L.18 Visual aids: 2
Carburettor;
Components of injection system;
Aircraft with injection engine;
Tool for work on injection systems.
8L.19 Electrical propulsion 2
Energy system, accumulators, installation;
Electrical motor;
Heat, noise and vibration checks;
Testing windings;
Electrical wiring and control systems;
Pylon, extension and retraction systems;
Motor/propeller brake systems;
Motor ventilation systems;
Practical experience of 100-hour/annual inspections.
8L.20 Jet propulsion 2
Engine installation;
Pylon, extension and retraction systems;
Fire protection;
Fuel systems including lubrication;
Engine starting systems, gas assist; Engine damage assessment
Engine servicing; Engine removal / refit and test;
Practical experience of conditional / run time / annual inspections;
Conditional inspections.
8L.21 Full authority digital engine control (FADEC) 2
CAR-66
Level
MODULE 9L — BALLOON/AIRSHIP HOT AIR
9L.1 Basic principles and assembly of hot-air balloons/airships 3
— Assembly and individual parts;
— Envelopes;
— Envelope Materials;
— Envelope Systems;
— Conventional and special shapes;
— Fuel System;
— Burner, burner frame and burner support rods;
— Compressed-gas cylinders and compressed-gas hoses;
— Basket and alternative devices (seats);
— Rigging accessories;
— Maintenance and servicing tasks;
— Annual/100-hour inspection;
— Log Books;
— Aircraft Flight Manuals (AFMs) and Aircraft Maintenance Manuals (AMMs);
— Rigging and launch preparation (launch restraint);
— Launch.
9L.2 Practical training 3
Operating controls, maintenance and servicing jobs (according to flight manual).
9L.3 Envelope 3
— Fabrics;
— Seams;
— Load tapes, rip stoppers;
— Crown rings;
— Parachute valve and fast-deflation systems;
— Ripping panel;
— Turning vent;
— Diaphragms/catenaries (special shapes and airships);
— Rollers, pulleys;
— Control and shroud lines;
— Knots;
— Temperature indication label, temperature flag, envelope thermometer;
— Flying wires;
— Fittings, karabiners.
9L.4 Burner and fuel system 3

— Burner coils;
— Blast, liquid and pilot valves;
— Burners/jets;
— Pilot lights/vaporisers/jets;
— Burner frame;
— Fuel lines/hoses;
— Fuel cylinders, valves and fittings.
9L.5 Basket and basket suspension (incl. alternative devices) 3
— Types of baskets (incl. alternative devices);
— Basket materials: cane and willow, hide, wood, trim materials, suspension
cables;
— Seats, roller bearings;
— Karabiner, shackle and pins;
— Burner support rods;
— Fuel cylinder straps;
— Accessories.
CAR-66
9L.6 Equipment 3
— Fire extinguisher, fire blanket;
— Instruments (single or combined).
9L.7 Minor repairs 3
— Stitching;
— Bonding;
— Basket hide/trim repairs.
9L.8 Procedures for physical inspection 2
— Cleaning, use of lighting and mirrors;
— Measuring tools;
— Measure of controls deflection (only airships);
— Torque of screws and bolts;
— Wear of bearings (only airships);
— Inspection equipment;
— Calibration of measuring tools;
— Fabric Grab Test.
MODULES 10L — BALLOON/AIRSHIP GAS (FREE/TETHERED) Level
10L.1 Basic principles and assembly of gas balloons/airships 3
— Assembly of individual parts;
— Envelope and netting material;
— Envelope, ripping panel, emergency opening, cords and belts;
— Rigid gas valve;
— Flexible gas valve (parachute);
— Netting;
— Load ring;
— Basket and accessories (including alternative devices);
— Electrostatic discharge paths;
— Mooring line and drag rope;
— Maintenance and servicing;
— Annual inspection;
— Flight papers;
— Rigging and launch preparation;
— Launch.
— Operating controls;
— Maintenance and servicing jobs (according to AMM and AFM);
— Safety rules when using hydrogen as lifting gas.
10L.3 Envelope 3
— Fabrics;
— Poles and reinforcement of pole;
— Ripping panel and cord;
— Parachute and shroud lines;
— Valves and cords;
— Filler neck, Poeschel-ring and cords;
— Electrostatic discharge paths.
10L.4 Valve 3
— Springs;
— Gaskets;
— Screwed joints;
— Control lines;
CAR-66
10L.5 Netting or rigging (without net) 3

— Kinds of net and other lines;
— Mesh sizes and angles;
— Net ring;
— Knotting methods;
10L.6 Load ring 3
10L.7 Basket (incl. alternative devices) 3
— Kinds of baskets (incl. alternative devices);
— Strops and toggles;
— Ballast system (bags and supports);
10L.8 Ripping cord and valve cords 3
10L.9 Mooring line and drag rope 3
10L.10 Minor repairs 3
— Bonding;
— Splicing hemp ropes.
10L.11 Equipment 3
Instruments (single or combined).
10L.12 Tether cable (tethered gas balloons (TGB) only) 3
— Kinds of cables;
— Acceptable damage of cable;
— Cable swivel;
— Cable clamps.
10L.13 Winch (tethered gas balloons only) 3
— Kinds of winches;
— Mechanical system;
— Electrical system;
— Emergency system;
— Grounding/ballasting of winch.
10L.14 Procedures for physical inspection 2
— Cleaning, use of lighting and mirrors;
— Measuring tools;
— Measure of controls deflection (only airships);
— Torque of screws and bolts;
— Wear of bearings (only airships);
— Inspection equipment;
— Calibration of measuring tools;
— Fabric grab test.
CAR-66
MODULES 11L — AIRSHIPS HOT AIR/GAS

MODULES 11L — AIRSHIPS HOT AIR/GAS Lev
el
11L.1 Basic principles and assembly of small airships 3
— Envelope, ballonnets;
— Valves, openings;
— Gondola;
— Propulsion;
— Rigging and launch preparation.
— Operating controls;
— Maintenance and servicing jobs (according to AMM and AFM).
11L.3 Envelope 3
— Fabrics;
— Ripping panel and cords;
— Valves;
— Catenary system.
11L.4 Gondola (incl. alternative devices) 3
— Kinds of gondolas (incl. alternative devices);
— Airframe types and materials;
— Identification of damage.
11L.5 Electrical system 3
— Basics about on-board electrical circuits;
— Electrical sources (accumulators, fixation, ventilation, corrosion);
— Lead, nickel-cadmium (NiCd) or other accumulators, dry batteries;
— Generators;
— Wiring, electrical connections;
— Fuses;
— External power source;
— Energy balance.
11L.6 Propulsion 3
— Fuel system: tanks, lines, filters, vents, drains, filling, selector valve, pumps,
indication, tests, bonding;
— Propulsion instruments;
— Basics about measuring and instruments;
— Revolution measuring;
— Pressure measuring;
— Temperature measuring;
— Available fuel/power measuring.
11L.7 Equipment 3
— Fire extinguisher, fire blanket;
— Instruments (single or combined).
CAR-66
MODULE 12L — RADIO Level

COM/ELT/TRANSPONDER/INSTRUMENTS
12L.1 Radio Com/ELT 2
— Channel spacing;
— Basic functional test;
— Batteries;
— Testing and maintenance requirements.
12L.2 Transponder 2
— Basic operation;
— Typical portable configuration including antenna;
— Explanation of Modes A, C, S;
— Testing and maintenance requirements.
12L.3 Instruments 2
— Handheld altimeter/variometers;
— Batteries;
— Basic functional test.
CAR-66
Appendix VIII — Basic examination standard for category L aircraft maintenance
licence
(a) The standardisation basis for examinations related to the Appendix VII basic knowledge
requirements shall be as follows:
(i) all examinations must be carried out using the multiple-choice question format as
specified in point (ii). The incorrect alternatives must seem equally plausible to
anyone ignorant of the subject. All of the alternatives should be clearly related to the
question and of similar vocabulary, grammatical construction and length. In
numerical questions, the incorrect answers should correspond to procedural errors
such as corrections applied in the wrong sense or incorrect unit conversions: they must
not be mere random numbers;
(ii) each multiple-choice question must have three alternative answers of which only one
must be the correct answer and the candidate must be allowed a time per module
which is based upon a nominal average of 75 seconds per question;
(iii) the pass mark for each module is 75 %;
(iv) penalty marking (negative points for failed questions) is not to be used;
(v) the level of knowledge required in the questions must be proportionate to the level of
technology of the aircraft category.
(b) The number of questions per module shall be as follows:
Module No of Questions Time Allowed
(minutes)
2L-Human factors 8 10
3L-Aviation legislation 24 30
4L- Airframe wooden/metal tube and fabric 32 40
5L-Airframe composite 32 40
6L-Airframe metal 32 40
7L-Airframe general 64 80
8L-Power plant 48 60
9L-Balloon/Airship hot air 36 45
10L-Balloon/Airship gas (free/tethered) 40 50
11L-Airships hot air/gas 36 45
12-Radio Com/ELT/transponder/instruments 16 20
CAR-66
APPENDICES to AMC for CAR-66
Appendix I
AIRCRAFT TYPE RATINGS
FOR CAR-66 AIRCRAFT MAINTENANCE ENGINEER’S LICENCE
(Published Separately on DGCA Website)
CAR-66
Appendix II to AMC to CAR-66

Aircraft type practical experience and On-the-Job Training list of tasks
Tasks are divided in categories of aircraft:
A) Aeroplanes
B) Sailplanes and powered sailplanes
C) Balloons and airships
A) Aeroplanes
I Time limits/Maintenance checks ( V Towing and Taxing (ATA 09)
ATA 05 ) a. Prepare for aircraft towing
a. 100 hour check (general aviation b. Tow aircraft
aircraft). c. Be part of aircraft towing team.
b. B or C Check (transport category
aircraft) VI Parking and mooring (ATA 10)
c. Assist carrying out a scheduled a. Tie down aircraft.
maintenance check i.a.w. AMM b. Park, secure and cover aircraft.
d. Review aircraft maintenance log c. Position aircraft in dock.
for correct completion d. Secure rotor blades.
e. Review records for compliance
with airworthiness directives. VII Placards and Marking ( ATA11)
a. Check aircraft for correct placards.
f. Review records for compliance
b. Check aircraft for correct markings.
with component life limits.
g. Procedure for Inspection VII Servicing (ATA 12)
following heavy landing. a. Refuel aircraft.
h. Procedure for Inspection b. Defuel aircraft
following lightning strike. c. Carry out tank to tank fuel transfer
d. Check / adjust tire pressures.
II Dimensions/Areas(ATA 06) e. Check / replenish oil level.
a. Locate component(s) by f. Check/ replenish hydraulic fluid level.
station number. g. Check/ replenish accumulator pressure.
b. Perform symmetry check. h. Charge pneumatic system.
i. Grease aircraft.
j. Connect ground power.
III Lifting and Shoring(ATA 07) k. Service toilet/water system
Assist in : l. Perform pre-flight/daily check
a. Jack aircraft nose or tail wheel.
b. Jack complete aircraft. IX Vibration and Noise Analysis (ATA 18)
c. Sling or trestle major component. a. Analyze helicopter
vibration problem.
IV Leveling /Weighing (ATA 08) b. Analyze noise spectrum.
a. Level aircraft. c. Analyse engine vibration.
b. Weigh aircraft.
c. Prepare weight and X Air Conditioning ( ATA 21 )
balance amendment. a. Replace combustion heater.
d. Check aircraft against b. Replace flow control valve.
equipment list. c. Replace outflow valve.
d. Replace safety valve.
CAR-66
e. Replace vapour cycle unit. j. Repair co-axial cable.
f. Replace air cycle unit. k. Troubleshoot faulty system
g. Replace cabin blower. l. Check SATCOM
h. Replace heat exchanger.
i. Replace pressurization XIII Electrical Power (ATA 24)
a. Charge lead/acid battery.
controller.
b. Charge Ni-Cd battery.
j. Clean outflow valves. c. Check battery capacity.
k. Deactivate/reactivate cargo d. Deep-cycle Ni-Cd battery.
isolation valve. e. Replace Integrated drive/generator/alternator.
l. Deactivate/reactivate avionics f. Replace switches.
ventilation components
g. Replace circuit breakers.
m. Check operation of air
h. Adjust voltage regulator.
conditioning/heating system
i. Amend electrical load analysis report.
n. Check operation of
j. Repair/replace electrical feeder cable.
pressurization system
k. Perform functional check of IDG / Generator /
o. Troubleshoot faulty system
Alternator
l. Perform functional check of voltage regulator.
m. Perform functional check of emergency
XI Auto flight (ATA 22) generation system.
a. Install servos. n. Troubleshoot faulty system
b. Rig bridle cables XIV Equipment/Furnishings (ATA 25 )
c. Replace controller. Replace a. Replace carpets
amplifier. b. Replace crew seats.
d. Replacement of the auto flight c. Replace passenger seats.
system LRUs in case of fly- by - d. Check inertia reels.
wire aircraft e. Check seats/belts for security.
e. Check operation of auto-pilot. f. Check emergency equipment.
f. Check operation of auto-throttle g. Check ELT for compliance with regulations.
/ auto thrust. h. Repair toilet waste container.
g. Check operation of yaw damper. i. Repair upholstery.
h. Check and adjust servo clutch. j. Change cabin configuration.
i. Perform autopilot gain adjustments.
j. Perform mach trim functional k. Replace escape slides/ropes
check. l. Replace cargo loading system actuator.
k. Troubleshoot faulty system. m. Test cargo loading system
l. Check auto land system
m. Check flight management systems
n. Check stability augmentation XV Fire protection ( ATA 26)
system a. Check fire bottle contents.
b. Check / test operation of fire / smoke detection
XII Communications (ATA 23) and warning system.
a. Replace VHF com unit. c. Check cabin fire extinguisher contents.
b. Replace HF com unit. d. Check lavatory smoke detector system.
c. Replace existing antenna. e. Check cargo panel sealing.
d. Replace static discharge wicks. f. Install new fire bottle.
e. Check operation of radios. g. Replace fire bottle squib.
f. Perform antenna VSWR check. h. Troubleshoot faulty system.
g. Perform Selcal operational check. i. Inspect engine fire wire detection systems.
h. Perform operational check of
passenger address system.
i. Functionally check audio
integrating system. XVI Flight Controls (ATA 27)
CAR-66
a. Inspect primary flight controls and n. Pressure defuel. Pressure refuel (manual control).
related components i.a.w. AMM. o. Troubleshoot faulty system.
b. Extending/retracting flaps & slats.
c. Replace horizontal stabilizer. XVIII Hydraulics (ATA 29)
d. Replace spoiler/lift damper. a. Replace engine driven pump.
e. Replace elevator. b. Check/replace case drain filter.
f. Deactivation/reactivation of aileron c. Replace hydraulic motor pump/generator.
servo control. d. Replace standby pump.
g. Replace aileron. e. Replace accumulator.
h. Replace rudder. f. Check operation of shut off valve.
i. Replace trim tabs. g. Check filters / Clog indicators.
j. Install control cable and fittings. h. Check indicating systems.
k. Replace slats. i. Perform functional checks.
l. Replace flaps. j. Pressurisation/depressurisation of the hydraulic
m. Replace powered flying control system.
unit. k. Power Transfer Unit (PTU) operation
n. Replace flap actuator l. Replacement of PTU.
o. Adjust trim tab. m. Troubleshoot faulty system.
p. Adjust control cable tension.
q. Check control range and direction
of movement.
r. Check for correct assembly and
locking.
s. Troubleshoot faulty system.
t. Functional test of primary flight
controls.
u. Functional test of flap system.
v. Operational test of the side stick
assembly.
w. Operational test of the THS.
x. THS system wear check.
XVII Fuel (ATA 28)

a. Water drain system (operation).
b. Replace booster pump.
c. Replace fuel selector.
d. Replace fuel tank cells.
e. Replace/test fuel control valves.
f. Replace magnetic fuel level
indicators.
g. Replace water drain valve.
h. Check filters.
i. Flow check system.
j. Check calibration of fuel quantity
gauges.
k. Check operation feed/selectors
l. Check operation of fuel
dump/jettison system.
m. Fuel transfer between tanks.
CAR-66
XIX Ice and rain protection (ATA 30) n. Bleed brakes.
Replace pump. o. Replace brake fan.
a. Replace timer. p. Test anti-skid unit.
b. Inspect repair propeller deice q. Test gear retraction.
boot. r. Change bungees.
c. Test propeller de-icing system. s. Adjust micro switches/sensors.
d. Inspect/test wing leading edge
t. Charge struts with oil and air.
de- icer boot.
e. Replace anti-ice/deice valve. u. Troubleshoot faulty system.
f. Install wiper motor. v. Test auto-brake system.
g. Check operation of systems. w. Replace rotorcraft skids.
h. Operational test of the pitot- x. Replace rotorcraft skid shoes.
probe ice protection. y. Pack and check floats.
i. Operational test of the TAT ice z. Flotation equipment.
protection. aa. Check/test emergency blowdown (emergency
j. Operational test of the wing ice landing gear extension).
protection system. bb. Operational test of the landing gear doors.
k. Assistance to the operational test
of the engine air-intake ice XXII Lights (ATA 33)
protection (with engines
a. Repair/replace rotating beacon.
operating)
b. Repair/replace landing lights.
l. Troubleshoot faulty system.
c. Repair/replace navigation lights.
d. Repair/replace interior lights.
XX Indicating/recording systems (ATA e. Replace ice inspection lights.
31) f. Repair/replace logo lights.
a. Replace flight data recorder. g. Repair/replace emergency lighting system.
b. Replace cockpit voice recorder. h. Perform emergency lighting system checks.
c. Replace clock. i. Troubleshoot faulty system
d. Replace master caution unit.
e. Replace FDR.
f. Perform FDR data retrieval. Instruments
g. Troubleshoot faulty system. a. Troubleshoot faulty system.
h. Implement ESDS procedures b. Calibrate magnetic direction indicator.
i. Inspect for HIRF requirements c. Replace airspeed indicator.
j. Start/stop EIS procedure.
d. Replace altimeter.
k. Bite test of the CFDIU.
l. Ground scanning of the central e. Replace air-data computer.
warning system. f. Replace ADI.
g. Replace HSI.
XXI Landing Gear (ATA 32 ) h. Check pitot static system for leaks.
a. Build up wheel.
i. Check operation of directional gyro.
b. Replace main wheel.
c. Replace nose wheel. j. Check calibration of pitot static instruments.
d. Replace steering actuator. k. Compass replacement direct/indirect.
e. Replace truck tilt actuator. l. Functional check flight director system
f. Replace gear retraction actuator. Surveillance
g. Replace uplock/downlock
assembly. a. Troubleshoot faulty system.
h. Replace shimmy damper. b. Functional check weather radar.
i. Rig nose wheel steering. c. Functional check doppler.
j. Replace shock strut seals. d. Functional check TCAS.
k. Servicing of shock strut.
e. Functional check ATC transponder.
l. Replace brake unit.
m. Replace brake control valve. f. Check calibration of pressure altitude
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reporting system. e. Troubleshoot faulty system.
f. Inspect waste bin flap closure.
XXIII Navigation (ATA 34)
a. Functional check inertial navigation XXVIII Central Maintenance System ( ATA 45)
system. a. Retrieve data from CMU.
b. Replace CMU.
b. Complete quadrantal error correction c. Perform Bite check.
of ADF system. d. Troubleshoot faulty system.
c. Check GPS.
d. Test AVM. XXIX Airborne Auxiliary power (ATA 49)
e. Check marker systems. a. Removal /Installation of APU.
b. Removal/installation of the inlet guide-
f. Functional check DME. vane actuator.
c. Operational test of the APU emergency
XXIV Oxygen (ATA 35) shut-down test.
a. Inspect on board oxygen equipment. d. Operational test of APU.
b. Purge and recharge oxygen system. XXX Structures (ATA 51)
c. Replace regulator.
a. Assessment of damage.
d. Replace oxygen generator.
a. Sheet metal repair.
e. Test crew oxygen system.
b. Fibre glass repair.
f. Perform auto oxygen system
c. Wooden repair.
deployment check.
g. Troubleshoot faulty system. b. Fabric repair (ATA 51)
a. Recover fabric control surface.
XXV Pneumatic systems (ATA 36) b. Treat corrosion.
c. Apply protective treatment.
a. Replace filter.
XXXI Doors (ATA 52)
b. Replace air shut off valve.
a. Inspect passenger door i.a.w. AMM.
c. Replace pressure regulating valve. b. Rig/adjust locking mechanism.
d. Replace compressor. c. Adjust air stair system.
e. Recharge dessicators. d. Check operation of emergency exits.
f. Adjust regulator. e. Test door warning system.
f. Troubleshoot faulty system.
g. Check for leaks. g. Remove and install passenger door
h. Troubleshoot faulty system. i.a.w. AMM.
h. Remove and install emergency exit
XXVI Vacuum systems ( ATA 37 ) i.a.w. AMM.
a. Inspect the vacuum system i. Inspect cargo door i.a.w. AMM.
i.a.w. AMM.
b. Replace vacuum pump.
c. Check/replace filters.
d. Adjust regulator.
e. Troubleshoot faulty system.
XXVII Water/Waste (ATA 38)

a. Replace water pump.
b. Replace tap.
c. Replace toilet pump.
d. Perform water heater functional
check.
CAR-66
XXXII Windows (ATA 56) a. Replace bevel gearbox.

a. Replace windshield. b. Replace universal joints.
b. Replace direct vision window. c. Overhaul bevel gearbox.
c. Replace cabin window d. Install drive assembly.
d. Repair transparency. e. Check chip detectors.
f. Check/install bearings and hangers.
XXXIII Wings (ATA 57 ) g. Check/service/assemble
a. Skin repair. flexible couplings.
b. Recover fabric wing. h. Check alignment of drive shafts.
c. Replace tip. i. Install and rig drive shafts.
d. Replace rib.
e. Replace integral fuel tank panel.
f. Check incidence/rig. XXXIX Rotorcraft flight controls (ATA 67 )
a. Install swash plate.
XXXIV Propeller (ATA 61) b. Install mixing box.
c. Adjust pitch links.
a. Assemble prop after transportation. d. Rig collective system.
b. Replace propeller. e. Rig cyclic system.
c. Replace governor. f. Rig anti-torque system.
d. Adjust governor.
g. Check controls for assembly and locking.
e. Perform static functional checks.
f. Check operation during ground h. Check controls for operation and sense.
run. i. Troubleshoot faulty system.
g. Check track. XL Power Plant (ATA 71)
h. Check setting of micro switches. a. Build up ECU.
i. Dress out blade damage. b. Replace engine.
j. Dynamically balance prop. c. Repair cooling baffles.
k. Troubleshoot faulty system. d. Repair cowling.
e. Adjust cowl flaps.
f. Repair faulty wiring.
XXXV Main Rotors ( ATA 62 ) g. Troubleshoot.
a. Replace blades. h. Assist in dry motoring check.
b. Replace damper assembly. i. Assist in wet motoring check.
c. Check track. j. Assist in engine start (manual mode).
d. Check static balance.
e. Check dynamic balance.
f. Troubleshoot. XLI Piston Engines (ATA 72)
a. Remove/install reduction gear.
b. Check crankshaft run-out.
XXXVI Rotor Drive (ATA 63 )
c. Check tappet clearance.
a. Replace mast. d. Check compression.
b. Replace drive coupling. e. Extract broken stud.
c. Replace clutch/freewheel unit f. Install helicoil.
d. Replace drive belt. g. Perform ground run.
h. Establish/check reference RPM.
e. Install main gearbox.
i. Troubleshoot.
f. Overhaul main gearbox.
g. Check gearbox chip detectors.
XXXVII Tail Rotors (ATA 64 )

a. Install rotor assembly.
b. Replace blades.
c. Troubleshoot.
XXXVIII Tail Rotor Drive ( ATA 65 )
CAR-66
XLII Turbine Engines (ATA 72) h. Check system bonding.

i. Troubleshoot faulty system.
a. Replace module.
b. Replace fan blade. XLVI Ignition systems, turbine (ATA 74)
c. Hot section inspection/borescope a. Perform functional test of the ignition
check. system.
d. Carry out engine/compressor wash. b. Check glow plugs/ ignitors.
e. Carry out engine dry cycle. c. Check H.T. leads.
f. Engine ground run. d. Check ignition unit.
g. Establish reference power. e. Replace ignition unit.
h. Trend monitoring/gas path analysis. f. Troubleshoot faulty system.
i. Troubleshoot.
XLVII Engine Controls( ATA 76 )
a. Rig thrust lever.
XLIII Fuel and control, piston (ATA 73)
b. Rig RPM control.
a. Replace engine driven pump.
c. Rig mixture HP cock lever.
b. Adjust AMC.
d. Rig power lever.
c. Adjust ABC.
e. Check control sync (multi-eng).
d. Install carburetor/injector.
f. Check controls for correct
e. Adjust carburetor/injector. assembly and locking.
f. Clean injector nozzles. g. Check controls for range
g. Replace primer line. and direction of movement.
h. Check carburetor float setting. h. Adjust pedestal micro-switches.
XLIV Fuel and control, turbine (ATA 73)

XLVIII Engine Indicating ( ATA 77 )
a. Replace FCU. a. Replace engine instruments(s).
b. Replace engine electronic b. Replace oil temperature bulb.
control unit (FADEC).
c. Replace thermocouples.
c. Replace fuel metering unit
(FADEC). d. Check calibration.
d. Replace engine driven pump.
e. Clean/test fuel nozzles.
XLIX Exhaust, piston ( ATA 78 )
f. Clean/replace filters.
a. Replace exhaust gasket.
g. Adjust FCU.
b. Inspect welded repair.
h. Troubleshoot faulty system.
c. Pressure check cabin heater muff.
i. Functional test of FADEC.
Troubleshoot faulty system.
XLV Ignition systems, piston (ATA 74)

a. Change magneto.
b. Change ignition vibrator.
c. Change plugs.
d. Test plugs.
e. Check H.T. leads.
f. Install new leads.
g. Check timing.
CAR-66
L Exhaust, turbine ( ATA 78 )
a. Change jet pipe.
b. Change shroud assembly.
c. Install trimmers.
d. Inspect/replace thrust reverser.
e. Replace thrust reverser component.
f. Deactivate/reactivate thrust
reverser.
g. Operational test of the thrust
reverser system.
LI Oil (ATA 79)

a. Change oil.
b. Check filter(s).
c. Adjust pressure relief valve.
d. Replace oil tank.
e. Replace oil pump.
f. Replace oil cooler.
g. Replace firewall shut off valve.
h. Perform oil dilution.
LII Starting (ATA 80)
a. Replace starter.
b. Replace start relay.
c. Replace start control valve.
d. Check cranking speed.
LIII Turbines, piston engines ( ATA

70 )
a. Replace PRT.
b. Replace turbo-blower.
c. Replace heat shields.
d. Replace waste gate.
e. Adjust density controller.
LIV Engine water injection ( ATA 82 )

a. Replace water/methanol pump.
b. Flow check water/methanol system.
c. Adjust water/methanol control unit.
d. Check fluid for quality.
e. Troubleshoot faulty system
LV Accessory gear boxes ( ATA 83)

a. Replace gearbox.
b. Replace drive shaft.
c. Check Chip detector
CAR 66
B. SPECIFIC TASKS FOR SAILPLANES AND POWERED SAILPLANES

General activities
Placards check or replace x
Weighing, weight & balance sheet x
Documentation of annual inspection, repair x
Review records for compliance with airworthiness directives x
Five annual inspections x
Inspection after an occurrence x
Dismantling/reinstallation of wings and empennages x
Leveling and weighing
Level the sailplane x
Weighing, weight & balance sheet x
Prepare a weight and balance amendment x
Check the list of equipment x
Flight controls and flight control systems
Aileron, flaps: Removal — Balancing — Reinstallation x
Elevator: Removal — Balancing — Reinstallation x
Rudder: Removal — Balancing — Reinstallation x
Rudder cable: Fabrication and installation x
Elevator pushrod: Installation x
Safeguarding of pins, screws, castellated nuts x
Sealing of gaps x
Electrical systems
Electrical components, wiring: Removal — Installation x
Batteries — Servicing x
Avionics systems
COM: Removal — Installation x
NAV: Removal — Installation x
XPDR: Removal — Installation x
Antenna/antenna cable: Removal — Installation x
Cabin equipment/systems
Belts/safety harnesses: Removal — Installation x
Oxygen system removal installation — Test x
Canopy replacement or repair x
Pitot/static system: Removal — Installation — Test x
Flight instruments: Removal — Installation x
Installation of approved equipment x
Compass: Installation — Compensation x
Tow release: Removal — Installation x
Water ballast system: Removal — Installation — Test x
Undercarriage: Removal — Installation x
CAR 66
Brake system: Replacement of components x
Fuel — Engine — Propeller — Engine — Instruments x
Refer to the tasks related to propeller, piston engine, fuel and
control, ignition, engine indications and exhaust, which are
contained in Table A ‘Specific tasks for aeroplanes’
Verification and adjustment of folding system of powered sailplanes x
Wooden structures/Metal tubes and fabric
Inspection/testing for damages x
Rib structure repair x
Plywood skin repair x
Recover or repair structure with fabric x
Protective coating and finishing x
Install patch on fabric material x
Repair of fairings x
Composite structures
Laminate repair x
Sandwich structure repair x
Partial gel coat repair x
Complete gel coating x
Metal structures
Crack testing x
Repair of covering x
Drilling cracks x
Riveting jobs x
Bonding of structures x
Anti-corrosion treatment x
C. SPECIFIC TASKS FOR BALLOONS AND AIRSHIPS

Tasks Balloon Airship
Hot Gas Tethered gas Hot Gas
air air
General activities:
Functionality test of aircraft (*) x x x x x
Placards check or replace x x x x x
Documentation annual inspection, x x x x x
repair, ADs, equipment (*)
Classification repair (*) x x x x x
Weighing:
Weighing and weighing report (*) x x x x x
Servicing:
Lubrication of controls when applicable x x x
CAR 66
Cleaning envelope, basket, burner x x x x x
Inspections:
Eight annual inspections (covering at x
least 3 different types) (*)
Five annual inspections (covering at least x
2
different types) (*)
Three annual inspections (covering at x x
least 2 different types) (*)
Two annual inspections (*) x
Strength test of envelope fabric (*) x x x x x
Flight control systems — Removal — Inspection — Reinstallation

Control surface cable x
Trim system x
Safeguarding of pins, screws, castellated x x x
nuts
(*)
Stick and pedals x
Hydromechanical control systems x x
Ballonet control systems (*) x x x
Electrical control systems x x
Valves (gas valve, turning vent, x x x x x
parachute or rip panel) (*)
Control and shroud lines and pulleys x x x x x
Elevator – stabilizer (incl. balancing if x
applicable)
Rudder (incl. balancing if applicable) x
Drag rope x
Electrical system:
Removal – installation of electrical wires x x x
Removal – installation of electrical x x x
components
Servicing of batteries x x x x x
Communication system – Transponder:
Removal – installation of COM x x x x x
Removal – installation of NAV x
Removal – installation of XPDR x x x x x
Installation of antenna x x x x x
Replacement of antenna cable x x x x x
Cabin – Equipments:
Pitot / static systems – tubes removal - x
installation - replacement
Flight instruments removal - installation - x x x x x
replacement
Installation of an approved system x x x x x
CAR 66
Magnetic compass installation - x
compensation
Fire extinguisher x x x
Ballast - Replacement of:
Water ballast (when applicable) x
Sand/shot ballast (when applicable) x x x
Valves - inspection and rigging of valves x
Envelope:
Inspection and repair of envelope x x x x x
panels/gores/seams
Inspection and repair of load tapes and x x x x x
attachment points
Inspection and repair of deflation system x x x
Inspection and repair of net x x
Inspection and repair of mooring system x
Electrostatic conductivity test (if type is x x

approved for hydrogen) (*)
Ballonet inspection and repair x x
Inspection and fabrication of a x x x x x

suspension cable or rope
Inspection and fabrication of a catena x x
Load ring/frame:
Crack detection (welded and machined x x x x
parts)
(*)
Heater system:
Removal, inspection and re-installation x x
Inspection and cleaning of vaporizer and x x
filter
(*)
Inspection and replacement of hoses (*) x x
Inspection and replacement of pilot flame x x
ignition unit (*)
Sealing of fittings (*) x x
Pressure and leak test (*) x x
Disassembly an assembly of fuel cell (*) x x
10-year inspection of fuel cell x x
Basket/gondola:
Removal, inspection and re-installation x x x x x
(as applicable)
Inspection and fabrication of a x x
suspension
cable or rope (*)
Removal – installation of padding x x
CAR 66
Removal – installation of belts - safety x x
harness
Removal – installation of essential x x x x x
elements
of the cabin
Inspection and fabrication of a basket x x x
wire
Inspection of operational equipment and x x x x x
its
fixation points
Crack detection and repair (welded parts x x x x x
and frames)
Landing gear:
Removal, inspection and re-installation x x x
of
wheels
Removal, inspection and re-installation x
of brakes
Removal, inspection and re-installation x
of
shock absorber
Fuel – Engine – Propeller – Engine instruments systems:
Refer to tasks in blocks for aeroplanes x x
Wood structure:
Structure repair x x x
Protective coating
Composite structure:
Laminate repair x x
Sandwich structure repair x x
Metal structures:
Crack detection (welded and machined x x x x x
parts)
Riveting jobs x x
Bonding of structures x x x x
Anti-corrosion treatment x x x
Repair of fairings x x
Engine:
Tasks for aeroplanes of comparable x x
certification level
Exhaust system:
certification level
Propeller:
certification level
Fuel system:
CAR 66
certification level
Hydraulic system:
certification level
Pneumatic system:
certification level
Winch system:
Witness winch inspection x
CAR 66
APPENDIX III to AMC of CAR-66
Evaluation of the competence: assessment and assessors
This Appendix applies to the competence assessment performed by the designated assessors (and
their qualifications).
1) What does “competence” mean and areas of focus for assessment
The assessment should aim at measuring the competence by evaluating three major factors associated
to the learning objectives:
• Knowledge;
• Skills;
• Attitude.
Generally, knowledge is evaluated by examination. The purpose of this document is not to describe
the examination process: this material mainly addresses the evaluation of “skills” and “attitude” after
training containing practical elements. Nevertheless, the trainee needs to demonstrate sufficient
knowledge to perform the required tasks.
“Attitude” is indivisible from the “skill” as this greatly contributes to the safe performance of the
tasks.
The evaluation of the competence should be based on the learning objectives of the training, in
particular:
• the (observable) desired performance. This covers what the trainee is expected to be able to do
and how the trainee is expected to behave at the end of the training;
• the (measurable) performance standard that must be attained to confirm the trainee’s level of
competence in the form of tolerances, constraints, limits, performance rates or qualitative
statements; and
• the conditions under which the trainee will demonstrate competence. Conditions consist of the
training methods, the environmental, situational and regulatory factors.
The assessment should focus on the competencies relevant to the aircraft type and its maintenance
including, but not limited to:
• Environmental awareness (act safely, apply safety precautions and prevent dangerous situations);
• Systems integration (demonstrate understanding of aircraft systems interaction, identify, describe,

explain, plan, execute);
CAR 66
• Knowledge and understanding of areas requiring special emphasis or novelty (areas peculiar to
the aircraft type, domains not covered by CAR 66 Appendix I, practical training elements that
cannot be imparted through simulation devices, etc.);
• Using reports and indications (the ability to read and interpret);
• Aircraft documentation finding and handling (identify the appropriate aircraft documentation,
navigate, execute and obey the prescribed maintenance procedures);
• Perform maintenance actions (demonstrate safe handling of aircraft, engines, components and
tools);
• Aircraft final/close-up and report (apply close up, initiate appropriate actions
/follow-up/ records of testing, establish and sign maintenance reords /logbooks).
2) How to assess
As far as feasible, the objectives of the assessment should be associated with the learning objectives
and the passing level; it means that observable criteria should be set to measure the performance and
should remain as objective as possible.
The general characteristics of effective assessment are: objective, flexible, acceptable,
comprehensive, constructive, organized and thoughtful. At the conclusion, the trainee should have
no doubt about what he/she did well, what he/she did poorly and how he/she can improve.
The following is a non-exhaustive list of questions that may be posed to assist the assessment:
• What are the success factors for the job?

• What are typical characteristics of a correct behavior for the task?
• What criteria should be observed?
• What level of expertise is expected?
• Is there any standard available?
• What is the pass mark? For example: o “Go-no go” situation;
o How to allocate points? Minimum amount to succeed;
o “Must know or execute” versus “Good to know or execute” versus “Don’t expect the candidate
to be an expert”.
• Minimum or maximum time to achieve? Use time effectively and efficiently.
• What if the trainee fails? How many times is the trainee allowed to fail?
• When and how should the trainee be prepared for the assessment?
• What proportion of judgment by the instructor out of collaboration with the trainee is needed
during the evaluation stage?
The assessment may be:

• diagnostic (prior to a course), formative (reorientate the course on areas where there is a need to
reinforce) or summative (partial or final evaluation);
• performed task-by-task, as a group of tasks or as a final assessment.

One method might be an initial assessment to be performed by the trainee himself/ herself,
then discussing areas where the perceptions of the trainee’s performance by the assessors differ in
CAR 66
order to:
• develop the self-assessment habits;

• make the assessment more acceptable and understandable to both parties.
A “box-ticking” exercise would be pointless. Experience has shown that assessment sheets have
largely evolved over time into assessment of groups of “skills” because in practice such things
eventually detracted from the training and assessment that it was intended to serve: evaluate at a
point of time, encourage and orientate the training needs, improve safety and ultimately qualify
people for their duties.
In addition, many other aspects should be appropriately considered during the assessment process
such as stress and environmental conditions, difficulty of the test, history of evaluation (such as
tangible progresses or sudden and unexpected poor performance made by the trainee), amount of
time necessary to build competence, etc.
All these reasons place more emphasis on the assessor and highlight the function of the
organisation’s approval.
3) Who should assess

In order to qualify, the assessor should:
• Be proficient and have sufficient experience or knowledge in:
o human performance and safety culture;

o the aircraft type (necessary to have the certifying staff privileges in case of CRS issuances);
o training/coaching/testing skills;
o instructional tools to use;
• Understand the objective and the content of the practical elements of the training that is being
assessed;
• Have interpersonal skills to manage the assessment process (professionalism, sincerity
objectivity and neutrality, analysis skills, sense of judgment, flexibility, capability of evaluating
the supervisor’s or instructor’s reports, handling of trainee’s reactions to failing assessment with
the cultural environment, being constructive, etc.);
• Designated assessor is required to be nominated by the AMO and shall be authorised by DGCA.
The roles may be combined for:
• the assessor and the instructor for the practical elements of the Type Rating Training; or
• the assessor and the supervisor for the On-the-Job Training
Provided that the objectives associated with each role are clearly understood and that the
competence and qualification criteria according to the approved manuals (MTOE/MOE) are met
for both functions. Whenever possible (depending on the size of the organisation), it is
recommended to split the roles (two different persons) in order to avoid any conflicts of interests.
When the functions are not combined, the role of each function should be clearlyunderstood.
CAR 66
Appendix IV to AMC of CAR- 66. A. 45(d)
Fuel Tank Safety training
This appendix includes general instructions for providing training on Fuel Tank Safety issues.
1. Level of training required by this Annex is only level 2.
Level 2 Detailed training
Objectives: The attendant should, after the completion of the training:

1. know the history and the theoretical and practical elements of the subject, have an overview of
Special Federal Aviation Regulations (SFARs) from 14 CFR SFAR 88 of the FAA and of JAA
TGL 47, be able to give a detailed description of the concept of CDCCL, Airworthiness
Limitations Items (ALI) and using theoretical fundamentals and specific examples,
2. have the capacity to combine and apply the separate elements of knowledge in a logical and
comprehensive manner.
3. have detailed information on how the above items affect the aircraft in the scope of the activity of
the organisation or in the fleet.
4. understand and carry out activities with the use of manufacturer and regulatory authority data
providing instructions on design and maintenance, such as Service Bulletins, Airworthiness
Directives, Aircraft Maintenance Manual, Component Maintenance Manual etc.
5. use easily the manufacturer’s documentation from various sources and apply corrective action
where appropriate.
6. identify the components or parts or the aircraft subject to FTS from the manufacturer’s
documentation, plan the action or apply a Service Bulletin and an Airworthiness Directive.
Continuing training
The interval between continuing training shall be established by the organisation employing such
personnel, but should not exceed two years. The continuing training shall include knowledge on
evolution of material, tools, documentation and manufacturer’s or DGCA directives.
2. The personnel directly involved in Fuel Tank Safety (FTS) systems shall be qualified according
to the following table:
Organisation Personnel Level of Continuing

knowledge training
CAR-66 licence holders in a The airworthiness review staff 2 Yes
continuing airworthiness as required by M.A.707.
management organisation
CAR-66 licence holders in Maintenance organisation 2 Yes

aircraft and component support and certifying staff
maintenance organisations
CAR 66
3. General requirements
The training for the personnel designated in table above has to be carried out before anyairworthiness
review certificate is issued or any maintenance task is certified on an aircraft or a component.
The training should be made in appropriate facilities containing examples of components, systems and
parts affected by FTS issues and having access to aircraft or component where typical examples of
FTS issues can be shown. The use of pictures, films and practical examples of the maintenance on
fuel tank system is recommended. The training shall include a representative number of repair and
inspections as required by the maintenance programme showing the necessity of using the
manufacturer’s data.
4. Characteristics of the training
The following characteristics shall be taken into consideration when the level 2 training programme
are being established:
(a) understanding of the background and concepts of fuel tank safety as developed during the last
10 years, and
(b) how in maintenance organisations mechanics can recognize, interpret and handle the
improvements that have been made or are being made during fuel tank system maintenance,
(c) awareness of any hazards working on the Fuel System, and especially with a Flammability
Reduction System using nitrogen.
a) , b) and c) should be introduced in the training programme addressing the following issues:
i) The theoretical background behind the fuel tank safety: the explosions of mixtures of fuel and
air, the behavior of those mixtures in an aviation environment, the effects of temperature and
pressure, energy needed for ignition etc, the ‘fire triangle’, - Explain 2 concepts to prevent
explosions: (1) ignition source prevention and (2) flammability reduction,
ii) The major accidents and accident investigations and their conclusions,
iii) SFARs from 14 CFR SFAR 88 of the FAA and JAA Internal Policy INT POL 25/12: reason
of these documents, and what was the ultimate goal, margins of fuel system safety
improvements (from 10-6 to 10-9, in fact improvement by a factor 100- 1000, to identify unsafe
conditions and to correct them, to systematically improve fuel tank maintenance),
iv)Explain the concepts that are being used: the results of SFAR 88 of the FAA and JAA INT/POL
25/12: modifications, airworthiness limitations and CDCCL,
v) Where relevant information can be found by the mechanics and how to use and interpret this
information (maintenance manuals, component maintenance manuals)
vi)Fuel Tank Safety and Maintenance: fuel tank entry and exit procedures, clean working
environment, what is meant by configuration control, wire separation, bonding of components
etc,
vii) Flammability reduction systems: reason for their presence, their effects, the hazards of an
FRS using nitrogen for maintenance, safety precautions in maintenance/working with an FRS,
viii) Recording maintenance actions, recording measures and results of inspections.
CAR 66
DGCA application forms for licenses and examinations
Form No Description
Application for Initial Issue of CAR- 66 Aircraft

CA Form 19-01
Maintenance Engineer’s Licence
CA Form 19-02 Application for extension of CAR- 66 aircraft

maintenance engineer’s licence
CA Form 19-03 Application for renewal of CAR- 66 aircraft

maintenance engineer’s licence
CA Form 19-04 Application for conversion/removal of limitations of

CAR- 66 aircraft maintenance engineer’s licence
CA Form 19-05 Application for issue of duplicate CAR- 66 aircraft maintenance engineer’s
licence
CA Form 19-06 Medical certificate
CA Form 19-07 Application for allotment of computer number for

appearing in AME licence examinations
CA Form 19-08A Application for appearing in written paper(s) of CAR 66 basic

knowledge examination
CA Form 19-08B Application for appearing in CAR 66 type examination
CA Form 19-09 Application for appearing in skill test of CAR-66 AME licence
CA Form 19-10 Format of aircraft maintenance engineer work record / log book
Note: The requirements/ contents of the above forms have been incorporated/ captured in the
respective eGCA service.
*********
CAR - 145
APPROVAL OF MAINTENANCE
ORGANISATIONS
Issue 02 Revision R 5
-----------------
OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION,
TECHNICAL CENTRE, OPP SAFDURJUNG AIRPORT,
NEW DELHI-110003
1|Page
Issue 02, R5, 15th June 2021
CAR 145
CONTENTS
CAR 145
APPROVAL OF MAINTENANCE ORGANISATIONS
FOREWORD
RECORD OF REVISIONS
SECTION A TECHNICAL REQUIREMENTS
ACCEPTABLE MEANS
OF COMPLIANCE
GUIDANCE MATERIAL
APPENDIX I, II, III, IV, V, VI, VII and VIII.
2|Page
CAR 145
FOREWORD
Rule 133B of the Aircraft Rules 1937 stipulates that organisations engaged in the
maintenance of aircraft and aircraft components shall be approved.
CAR 145 Rev.0 was introduced on 26th January 2005 in order to harmonize
requirements for approval of aircraft maintenance organizations with that of
international requirements, which was primarily based on EASA Part-145 regulation.
Since the initial issue of CAR 145, it has been revised from time to time to synchronize
with EASA Part- 145.
CAR 145 Issue 02 dated 8th October 2013 is issued based on latest Revision to
EASA Part-145 and further SARI 145 Revision-1 Dated 15th November 2012.
This CAR is released after careful consideration of the comments received on the
draft and meetings and workshops held with the AMOs on the subject.
This CAR is issued under the provisions of Rule 133A of the Aircraft Rules 1937.
3|Page
CAR 145
RECORD OF REVISIONS
Initial Issue (Revision 0) 26th January 2005
In order to harmonize Indian requirements for approval of maintenance organisations

with international requirements CAR-145 Rev.0 was introduced on 26th January 2005
which was primarily based on JAR 145 regulation.
Revision 1 28th February 2008
The Revision 1 to CAR 145 was issued with effect from 01.07.2008 to align the
numbering system with that of EASA and certain customization to suit Indian
environment. The revision was applicable to organizations involved in the
maintenance of large aircraft (large aircraft means an aircraft, classified as an
aeroplane with a maximum take-off mass of more than 5700 kg, or a multi engined
helicopter) or maintenance of aircraft used for commercial air transport, and
components intended for fitment thereto.
Issue 02 8th October 2013
This Issue 02 to CAR 145 is issued to make Indian regulations aligned with EASA Part
145 latest revisions and SARI 145 Revision1 dated 15 November 2012. Salient
features of the revision are.
1. The requirements, related AMC and GM are brought together for easy reference
purposes.
2. Requirements for Critical Design Configuration Control Limitations (CDCCL) and

training guide lines have been introduced.
3. Scope of components maintenance enhanced to include Indicating and Recording

System, Water Ballast and Propulsion Augmentation System.
4. The scope of simple defect rectification, which can be accomplished by flight crew
has been enhanced to include
a) Inspection for and removal of de-icing/anti-icing fluid residues.
b) Removal/ closure of panels, cowls or covers those are easily accessible but not
requiring the use of special tools.
5. The scope of Practical skills training provided to flight crew by an organisation
approved under CAR 145 which includes 35 Hours practical experience has been
enhanced to include:
 De-icing/anti-icing related maintenance activities.
6. Sub-paragraphs CAR-145.A.35 (n) & (o), CAR-145.A.65 (d), CAR-145.A.70 (c) and
CAR145.A.70 (d) have been added.
7. Sub-paragraphs AMC-145.A.35 (c ),AMC-145.A.35 (n), AMC No. 1 to 145.A.50 (d),

AMC No. 2 to145.A.50 (d) ,GM-145.A.50 (d) and GM-145.A.60 (b) have also been
4|Page
CAR 145
added.
8. The format of CA Form 1 (as given in Appendix I) has been revised exactly in line
with CAR M.
9. Appendix to AMC A.30.(e) on Fuel Tank Safety Training has been newly added as
Appendix VIII.
Issue 02 (Revision 1) 8th June 2015
Amendment to the validity of CAR 145 approval in line with Rule 133B of the Aircraft
Rules, 1937.
Issue 02 (Revision 2) 23rd September 2016
The CAR 145 Issue 02 Rev 02 is amended to harmonise with 66 Issue II requirements
and with latest revisions of EASA Part 145 regulations.
The CAR 145 Issue 02 Rev 03 is amended to harmonise with amended Rule 61 of the
Aircraft Rules, 1937 and CAR 66 (Issue II, R1) requirements. References of CAR
(Sec- Series “L” Part-X and Series “L” Part-XIV have been deleted as these
requirements/ procedures are now covered in CAR 66 (Sub Part-C) and AAC 2 of
2017 respectively.
The CAR 145 Issue 02 Rev 04 is amended to harmonise with amended CAR M and
with the latest revisions of EASA Part 145 regulations.
The CAR 145 Issue 02 Rev 05 is amended to include UK CAA Form 1 as an

acceptable equivalent document.
5|Page
CAR 145
INDEX INDEX
GENERAL
SECTION A –Technical
Requirements
6|Page
CAR 145
145.1 General
AMC 145.1 General
145.A.05 Applicability and Effectivity
145.A.10 Scope
AMC 145.A.10 Scope
GM 145.A.10 Scope
CAR 145.A.15 Application
CAR 145.A.20 Terms of Approval
AMC 145.A.20 Terms of Approval
CAR 145.A.25 Facility Requirements
AMC 145.A.25(a) Facility Requirements
AMC 145.A.25(b) Facility Requirements
AMC 145.A.25(d) Facility Requirements
CAR 145.A.30 Personnel Requirements
AMC 145.A.30(a) Personnel Requirements
AMC 145.A.30(b) Personnel Requirements
AMC 145.A.30(c) Personnel Requirements
AMC 145.A.30(d) Personnel Requirements
AMC1 145.A.30(e) Personnel Requirements
AMC 145.A.30(f) Personnel Requirements
AMC 145.A.30(g) Personnel Requirements
AMC 145.A.30(h) Personnel Requirements
AMC 145.A.30(j)(4) Personnel Requirements
AMC 145.A.30(j)(5) Personnel Requirements
AMC Personnel Requirements
145.A.30(j)(5)(i)
AMC Personnel Requirements
145.A.30(j)(5)(ii)
GM1 145.A.30(e) Personnel Requirements
7|Page
CAR 145
GM 145.A.30(j)(4) Personnel Requirements

CAR 145.A.35 Certifying Staff and support staff
AMC 145.A.35 (a) Certifying Staff and support staff
AMC 145.A.35 (b) Certifying Staff and support staff
AMC 145.A.35 (c) Certifying Staff and support staff
AMC 145.A.35 (d) Certifying Staff and support staff
AMC 145.A.35 (e) Certifying Staff and support staff
AMC 145.A.35 (f) Certifying Staff and support staff
AMC 145.A.35 (j) Certifying Staff and support staff
AMC 145.A.35 (n) Certifying Staff and support staff
AMC 145.A.35 (o) Certifying Staff and support staff
CAR 145.A.36 Records of airworthiness review staff’
AMC CAR 145.A.36 Records of airworthiness review staff’
CAR 145.A.40 Equipment and tools
AMC 145.A.40 (a) Equipment and tools
AMC 145.A.40 (b) Equipment and tools
CAR 145.A.42 Components
AMC1 145.A.42(a)(1) Components
GM1 145.A.42(a) (2) Components
AMC1 145.A.42(b)(1) Components
GM1 145.A.42(b)(1) Components
AMC1 145.A.42(c) Components
GM1 145.A.42(c)(1) Components
CAR 145.A.45 Maintenance data
AMC 145.A.45 (b) Maintenance data
AMC 145.A.45 (c) Maintenance data
8|Page
CAR 145
AMC 145.A.45 (d) Maintenance data

AMC 145.A.45 (e) Maintenance data
AMC 145.A.45 (f) Maintenance data
AMC 145.A.45 (g) Maintenance data
CAR 145.A.47 Production planning
AMC 145.A.47 (a) Production planning
AMC 145.A.47 (b) Production planning
AMC 145.A.47 (c) Production planning
CAR. 145.A.48 Performance of maintenance
GM 145.A.48 Performance of maintenance
AMC1 145.A.48(b) Performance of maintenance AMC2 145.
AMC 145.A.48(c) Performance of maintenance AMC2 145.
GM 145.A.48(c) Performance of maintenance AMC2 145.
GM 145.A.48(d) Performance of maintenance AMC2 145.
CAR 145.A.50 Certification of maintenance
AMC 145.A.50 (a) Certification of maintenance
AMC 145.A.50 (b) Certification of maintenance
AMC No 1 to 145.A.50 (d) Certification of maintenance
AMC No 2 to 145.A.50 (d) Certification of maintenance
AMC 145.A.50 (e) Certification of maintenance
AMC 145.A.50 (f) Certification of maintenance
GM 145.A.50 (d) Certification of maintenance
CAR 145.A.55 Maintenance and airworthiness review records
AMC 145.A.55 (c) Maintenance records
GM 145.A.55 (a) Maintenance records
CAR 145.A.60 Occurrence reporting
AMC 145.A.60 (a) Occurrence reporting
AMC 145.A.60 (b) Occurrence reporting
GM 145.A.60 (a) Occurrence reporting
GM 145.A.60(b) Occurrence reporting
GM 145.A.60 (c) Occurrence reporting
CAR 145.A.65 Safety and Quality policy, maintenance
procedures and quality system
AMC 145.A.65 (a) Safety and Quality policy, maintenance
9|Page
CAR 145
AMC 145.A.65 (b) Safety and Quality policy, maintenance procedures

and quality system
GM 145.A.65(b)(1) Safety and quality policy, maintenance procedures
and quality system
AMC 145.A.65 (b)(2) Safety and Quality policy, maintenance procedures
and quality system
AMC 145.A.65 (c)(1) Safety and Quality policy, maintenance procedures
and quality system
AMC 145.A.65 (c)(2) Safety and Quality policy, maintenance procedures
and quality system
GM 145.A.65 (c)(1) Safety and Quality policy, maintenance procedures
and quality system
CAR 145.A.70 Maintenance organisation exposition
AMC 145.A.70 (a) Maintenance organisation exposition

AMC 145.A.70 (d) Maintenance organisation exposition
GM 145.A.70 (a) Maintenance organisation exposition
CAR 145.A.75 Privileges of the organization
AMC 145.A.75 (b) Privileges of the organization
CAR 145.A.80 Limitations on the organization
AMC 145.A.80 Limitations on the organization
CAR 145.A.85 Changes to the organization
CAR 145.A.90 Continued validity
CAR 145.A.95 Findings
10 | P a g e
CAR 145
Appendices
Appendix I Use of the CA Form 1 for maintenance
Appendix II Organizations approval class and rating system
Appendix III APPROVAL CERTIFICATE
Appendix IV Conditions for the use of staff not qualified to DGCA
Licensing Requirements in accordance with 145.A.30 (j)
1 and 2
Appendix V CA Form 4
Appendix VI CA FORM 6
Appendix VII CA Form 2
Appendix VIII Appendix to AMC 145.A.30 (e) Fuel Tank Safety
Training
11 | P a g e
CAR 145
1. GENERAL
The Section A contains the Technical Requirements for Approval of Maintenance

Organisations.
2. PRESENTATION
2.1 The requirements of CAR 145 Issue 02 are presented in an across the page
format. Each page being identified by the date of issue and the Issue/Revision
number under which it is amended or reissued.
2.2 Reserved
2.3 Following amended paragraphs, a summary of the amendments made to the

paragraphs is indicated under the Record of Revisions. This text has no
regulatory status and is issued for easy understanding of the revision.
12 | P a g e
CAR 145
SECTION A – TECHNICAL REQUIREMENTS, RELATED AMC AND GM
145.1 GENERAL
For the purpose of this CAR, the competent authority shall be DGCA for
organizations having their principal place of business in India or any other
country.
AMC 145.1
For the purpose of CAR 145 DGCA should be considered as competent

authority.
145. A.05 Applicability and Effectivity
Organizations involved in the maintenance of complex motor powered aircraft

or of aircraft used for commercial air transport, and components intended for
fitment thereto, shall be approved in accordance with the provisions of this CAR.
This CAR is effective forthwith and shall be complied by all new/ existing
organizations.
Maintenance approvals issued in accordance with revision 1 of CAR 145 Issue

2 shall continue to remain in force. However such organizations may
demonstrate compliance with the requirements of this CAR, before 31st March
2017.
Personnel qualified to carry out and/or certified non-destructive test of aircraft

structures and/or components, on the basis of a standard recognized by DGCA
may continue to carry out and/or certify such tests.
Note:
‘Large Aircraft’ means an aircraft, classified as an aeroplane with a maximum
take- off mass of more than 5700 kg, or a multi engined helicopter.
‘Certifying staff’ means personnel responsible for the release of an Aircraft or a

component after maintenance.
Maintenance’ means any one or combination of overhaul, repair, inspection,

replacement, modification or defect rectification of an aircraft or component,
with the exception of pre-flight inspection;
Organization’ means a natural person, a legal person or part of a legal person.

Such an organization may hold more than one CAR 145 approval;
‘Pre-flight inspection’ means the inspection carried out before flight to ensure
that the aircraft is fit for the intended flight;
13 | P a g e
CAR 145
Component’ means any engine, propeller, part or appliance.
A complex motor powered aircraft means:
(1) An aeroplane:
(i) Above 5700 Kg MTOM, or

(ii) Certificated for more than 19 seated passengers, or
(iii) Certificated for operation with at least two pilots, or
(iv) Equipped with turbojet engine(s) or more than one turboprop engine, or
(2) A helicopter:

(iii) Certificated for operation with at least 2 pilots, or
(3) A tilt rotor aircraft.
145. A.10 Scope
This Section establishes the requirements to be met by an organization to qualify

for the issue or continuation of an approval for the maintenance of aircraft and
components.
AMC 145.A.10 Scope
Line Maintenance should be understood as any maintenance that is carried out

before flight to ensure that the aircraft is fit for the intended flight.
Line Maintenance may include:
Trouble shooting.
Defect rectification.
Component replacement with use of external test equipment if required.
Component replacement may include components such as engines and
propellers.
Scheduled maintenance and/or checks including visual inspections that will detect
obvious unsatisfactory conditions/discrepancies but do not require extensive in
depth inspection. It may also include internal structure, systems and power plant
items which are visible through quick opening access panels/doors.
Minor repairs and modifications which do not require extensive disassembly and
can be accomplished by simple means.
For temporary or occasional cases (AD's, SB's) the Quality Manager may accept
base maintenance tasks to be performed by a line maintenance organization
provided all requirements are fulfilled as defined by DGCA.
Maintenance tasks falling outside these criteria are considered to be Base

14 | P a g e
CAR 145
Maintenance.
Aircraft maintained in accordance with "progressive" type programmes should be

individually assessed in relation to this paragraph. In principle, the decision to
allow some "progressive" checks to be carried out should be determined by the
assessment that all tasks within the particular check can be carried out safely to
the required standards at the designated line maintenance station.
For an organization to be approved in accordance with 145.A.10 as an

organization located within the country means that the management as specified
in 145.A.30 (a) and (b) should be located in India.
1. Where the organization uses facilities both inside and outside the country such
as satellite facilities, sub-contractors, line stations etc., such facilities may be
included in the approval without being identified on the approval certificate
subject to the maintenance organization exposition identifying the facilities and
containing procedures to control such facilities and DGCA being satisfied that
they form an integral part of the approved maintenance organization.
GM 145.A.10 Scope
This Guidance Material (GM) provides guidance on how the smallest

organisations satisfy the intent of CAR- 145:
1. By inference, the smallest maintenance organisation would only be involved
with a limited number of light aircraft, or aircraft components, used for
commercial air transport. It is therefore a matter of scale, light aircraft do not
demand the same level of resources, facilities or complex maintenance
procedures as the large organisation.
2. It is recognised that CAR -145 approval may be required by two quite different
types of small organisations, the first being the light aircraft maintenance
hangar, the second being the component maintenance workshop, e.g. small
piston engines, radio equipment etc.
3. Where only one person is employed (in fact having the certifying function and
others), this organisation approved under CAR-145 may use the alternatives
provided in this Guidance Material limited to the following:
Class A2 Base and Line maintenance of Aeroplanes of 5700kg and
below (piston engines only).
Class A3 Base and Line maintenance of single engined helicopters
of less than 3175kg.
Class A4 Aircraft other than A1, A2 and A3
Class B2 Piston engines with maximum output of less than 450 HP
Class C Components.
Class D1 Non destructive Inspections.
15 | P a g e
CAR 145
3.1 145.A.30(b): The minimum requirement is for one full time person who meets
the DGCA Licensing requirements for certifying staff and holds the position
of "accountable manager, maintenance engineer and is also certifying staff
and, if applicable, airworthiness review staff’ ". No other person may issue a
certificate of release to service and therefore if absent, no maintenance may
be released during such absence.
3.1.1 The quality monitoring function of 145.A.65(c) may be contracted to an

appropriate organisation approved under CAR-145 or to a person with
appropriate technical knowledge and extensive experience of quality audits
employed on a part-time basis, with the agreement of DGCA.
Note: Full time for the purpose of CAR-145 means not less than 35 hrs per week
except during vacation periods.
3.1.2 145.A.35. In the case of an approval based on one person using a

subcontracted quality monitoring arrangement, the requirement for a record
of certifying staff is satisfied by the submission to and acceptance by DGCA
of the CA Form 4. With only one person the requirement for a separate
record of authorisation is unnecessary. An appropriate statement, to reflect
this situation, should be included in the exposition.
3.1.3 145.A.65(c). It is the responsibility of the contracted quality monitoring

organisation or person to make a minimum of 2 visits per 12 months and
it is the responsibility of this organisation or person to carry out such
monitoring on the basis of 1 visit pre-announced and 1 visit unannounced
to the organisation.
It is the responsibility of the organisation to comply with the findings of the

contracted quality monitoring organisation or the person.
CAUTION: It should be understood that if the contracted organisation or the

above mentioned person loses or gives up its approval, then
the organisation’s approval will be suspended.
4. Recommended operating procedure for a CAR-145 approved maintenance

organisation based upon up to 10 persons involved in maintenance.
4.1 145.A.30 (b): The normal minimum requirement is for the employment on a full-
time basis of two persons who meet the DGCA requirements for certifying staff,
whereby one holds the position of "maintenance engineer" and the other holds
the position of "quality audit engineer".
Either person can assume the responsibilities of the accountable manager

providing that they can comply in full with the applicable elements of 145.A.30
(a), but the "maintenance engineer" should be the certifying person to retain the
independence of the "quality audit engineer" to carry out audits.
16 | P a g e
CAR 145
Nothing prevents either engineer from undertaking maintenance tasks providing

that the "maintenance engineer" issues the certificate of release to service
The "quality audit engineer" should have similar qualifications and status to the
"maintenance engineer" for reasons of credibility, unless he/she has a proven
track-record in aircraft quality assurance, in which case some reduction in the
extent of maintenance qualifications may be permitted.
In cases where DGCA agrees that it is not practical for the organisation to
nominate a post holder for the quality monitoring function, this function may be
contracted in accordance to paragraph 3.1.1.
145. A.15 Application
An application for the issue or variation of an approval shall be made to DGCA in

a form and manner established by DGCA. The application shall be accompanied
with para- wise CAR 145 Compliance Report.
In a form and in a manner established by DGCA means that the application should
be made on a CA Form 2 given as Appendix VII to this CAR.
Note: CA Form 6 – Approval Recommendation Report (Appendix VI) shall be

used for grant/ change/ continuation to a maintenance organisation approval.
145.A.20 Terms of approval
The organisation shall specify the scope of work deemed to constitute approval
in its exposition (Appendix II to this CAR contains a table of all classes and
ratings).
17 | P a g e
CAR 145
AMC 145.A.20 Terms of approval
The following table identifies the ATA specification 2200 chapter for the category
C component rating. If the maintenance manual (or equivalent document) does
not follow the ATA Chapters, the corresponding subjects still apply to the
applicable C rating.
CLASS RATING ATA CHAPTERS

COMPONENTS C1 Air Cond & Press 21
OTHER
THAN COMPLETE C2 Auto Flight 22
ENGINES OR APUs
C3 Comms and Nav 23 - 34
C4 Doors – Hatches 52
C5 Electrical Power and lights 24 –33 - 85
C6 Equipment 25 – 38 -44 – 45 -50
C7 Engine – APU 49 - 71 - 72 - 73 - 74 - 75 - 76
- 77 - 78 - 79 - 80 - 81 - 82 -83
C8 Flight Controls 27 - 55 - 57.40 - 57.50 -57.60
- 57.70
C9 Fuel – Airframe 28 -47
C10 Helicopters – Rotors 62 - 64 - 66 – 67
C11 Helicopter – Trans 63 – 65
C12 Hydraulic power 29
C13 Indicating/Recording 31 -42 -46
System
C14 Landing Gear 32
C15 Oxygen 35
C16 Propellers 61
C17 Pneumatic & Vacuum 36 – 37
C18 Protection ice/ rain/fire 26 – 30
C19 Windows 56
C20 Structural 53 - 54 - 57.10 - 57.20 - 57.30
C21 Water Ballast 41
C22 Propulsion Augmentation 84
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CAR 145
145. A.25 Facility requirements
The organisation shall ensure that:
a) Facilities are provided appropriate for all planned work, ensuring in particular,
protection from the weather elements. Specialized workshops and bays are
segregated as appropriate, to ensure that environmental and work area
contamination is unlikely to occur.
1. For base maintenance of aircraft, aircraft hangars are both available and
large enough to accommodate aircraft on planned base maintenance;
2. For component maintenance, component workshops are large enough to

accommodate the components on planned maintenance.
b) Office accommodation is provided for the management of the planned work

referred to in paragraph (a), and certifying staff so that they can carry out their
designated tasks in a manner that contributes to good aircraft maintenance
standards.
c) The working environment including aircraft hangars, component workshops

and office accommodation is appropriate for the task carried out and in
particular special requirements observed. Unless otherwise dictated by the
particular task environment, the working environment must be such that the
effectiveness of personnel is not impaired:
1. temperatures must be maintained such that personnel can carry out

required tasks without undue discomfort.
2. dust and any other airborne contamination are kept to a minimum and not
be permitted to reach a level in the work task area where visible
aircraft/component surface contamination is evident. Where dust/other
airborne contamination results in visible surface contamination, all
susceptible systems are sealed until acceptable conditions are re-
established.
3. lighting is such as to ensure each inspection and maintenance task can be

carried out in an effective manner.
4. noise shall not distract personnel from carrying out inspection tasks.
Where it is impractical to control the noise source, such personnel are
provided with the necessary personal equipment to stop excessive noise
causing distraction during inspection tasks.
5. where a particular maintenance task requires the application of specific

environmental conditions different to the foregoing, then such conditions
are observed. Specific conditions are identified in the maintenance data.
6. the working environment for line maintenance is such that the particular
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maintenance or inspection task can be carried out without undue

distraction. Therefore where the working environment deteriorates to an
unacceptable level in respect of temperature, moisture, hail, ice, snow,
wind, light, dust/other airborne contamination, the particular maintenance
or inspection tasks must be suspended until satisfactory conditions are re-
established.
d) Secure storage facilities are provided for components, equipment, tools and
material. Storage conditions ensure segregation of serviceable components
and material from unserviceable aircraft components, material, equipment
and tools. The conditions of storage are in accordance with the manufacturer's
instructions to prevent deterioration and damage of stored items. Access to
storage facilities is restricted to authorized personnel.
AMC 145.A.25 (a) Facility requirements
1. Where the hangar is not owned by the organisation, it may be necessary to

establish proof of tenancy. In addition, sufficiency of hangar space to carry out
planned base maintenance should be demonstrated by the preparation of a
projected aircraft hangar visit plan relative to the maintenance programme.
The aircraft hangar visit plan should be updated on a regular basis.
2. Protection from the weather elements relates to the normal prevailing local
weather elements that are expected throughout any twelve month period.
Aircraft hangar and component workshop structures should prevent the
ingress of rain, hail, ice, snow, wind and dust etc. Aircraft hangar and
component workshop floors should be sealed to minimise dust generation.
3. For line maintenance of aircraft, hangars are not essential but it is

recommended that access to hangar accommodation be demonstrated for
usage during inclement weather for minor scheduled work and lengthy defect
rectification.
4. Aircraft maintenance staff should be provided with an area where they may
study maintenance instructions and complete maintenance records in a
proper manner.
AMC 145.A.25 (b) Facility requirements

It is acceptable to combine any or all of the office accommodation requirements
into one office subject to the staff having sufficient room to carry out assigned
tasks. In addition, as part of the office accommodation, aircraft maintenance staff
should be provided with an area where they may study maintenance instructions
and complete maintenance records in a proper manner.
AMC 145.A.25 (d) Facility requirements
1. Storage facilities for serviceable aircraft components should be clean, well
ventilated and maintained at a constant dry temperature to minimise the
effects of condensation. Manufacturer’s storage recommendations should be
followed for those aircraft components identified in such published
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recommendations.
2. Storage racks should be strong enough to hold aircraft components and

provide sufficient support for large aircraft components such that the
component is not distorted during storage.
3. All aircraft components, wherever practicable, should remain packaged in

protective material to minimize damage and corrosion during storage.
145.A.30 PERSONNEL REQUIREMENTS
(a) The organisation shall appoint an accountable manager who has corporate
authority for ensuring that all maintenance required by the customer can be
financed and carried out to the standard required by this CAR. The
accountable manager shall:
1. ensure that all necessary resources are available to accomplish

maintenance in accordance with 145.A.65(b) to support the organization
approval.
2. establish and promote the safety and quality policy specified in

145.A.65(a).
3. demonstrate a basic understanding of this CAR.
(b) The organisation shall nominate a person or group of persons, whose

responsibilities include ensuring that the organisation complies with this CAR.
Such person(s) shall ultimately be responsible to the accountable manager.
1. The person or persons nominated shall represent the maintenance

management structure of the organisation and be responsible for all
functions specified in this CAR.
2. The person or persons nominated shall be identified and their credentials

submitted in CA Form 4 (Appendix V) and forwarded to DGCA under
confidential cover.
3. The person or persons nominated shall be able to demonstrate relevant

knowledge, background and satisfactory experience related to
aircraft or component maintenance and demonstrate a working
knowledge of this CAR.
4. Procedures shall make clear who deputises for any particular person in the
case of lengthy absence of the said person.
(c) The accountable manager under paragraph (a) shall appoint a person with
responsibility for monitoring the quality system, including the associated
feedback system as required by 145.A.65(c). The appointed person shall have
direct access to the accountable manager to ensure that the accountable
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manager is kept properly informed on quality and compliance matters.
(d) The organisation shall have a maintenance man-hour plan showing that the
organisation has sufficient staff to plan, perform, supervise, inspect and quality
monitor the organisation in accordance with the approval. In addition, the
organisation shall have a procedure to reassess work intended to be carried
out when actual staff availability is less than the planned staffing level for any
particular work shift or period.
(e) The organisation shall establish and control the competence of personnel
involved in any maintenance, development of maintenance programme,
airworthiness review, management and/or quality audits in accordance with a
procedure and to a standard agreed by DGCA. In addition to the necessary
expertise related to the job function, competence must include an
understanding of the application of human factors and human performance
issues appropriate to that person's function in the organisation.
‘Human factors’ means principles which apply to aeronautical design,

certification, training, operations and maintenance and which seek safe
interface between the human and other system components by proper
consideration of human performance. ‘Human performance’ means human
capabilities and limitations which have an impact on the safety and efficiency
of aeronautical operations.
(f) The organisation shall ensure that personnel who carry out and/or control a
continued airworthiness non-destructive test of aircraft structures and/or
components are appropriately qualified for the particular non-destructive test
in accordance with DGCA specified standard or equivalent Standard
recognised by DGCA. Personnel who carry out any other specialised task
shall be appropriately qualified in accordance with officially recognized
Standards. By derogation to this paragraph those personnel specified in
paragraphs (g) and (h)(1) and (h)(2), qualified in Category B1 or B3 in
accordance with CAR 66 may carry out and/or control colour contrast dye
penetrant tests.
(g) Any organisation maintaining aircraft, except where stated otherwise in point
(j), shall in the case of aircraft line maintenance, have appropriate aircraft
rated certifying staff qualified as category B1, or B2, B3 as appropriate in
accordance with CAR 66 or appropriately authorized by DGCA , and point
145.A.35.
In addition such organisations may also use appropriately task trained

certifying staff holding the privileges described in points 66.A.20 (a)(1) and
66.A.20(a)(3)(b) and qualified in accordance with CAR-66 and point 145.A.35
to carry out minor scheduled line maintenance and simple defect rectification.
The availability of such certifying staff shall not replace the need for category
B1, B2, B3 certifying staff, as appropriate.
(h) Any organisation maintaining aircraft, except where stated otherwise in
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paragraph (j) shall:
1. in the case of base maintenance of complex motor-powered aircraft, have

appropriate aircraft type rated certifying staff qualified as Category C in
accordance with CAR 66 and meeting the requirements of 145.A.35. In
addition the organisation shall have sufficient aircraft type rated staff
qualified as category B1, B2 as appropriate in accordance with CAR 66
and 145.A.35 to support the Category C certifying staff.
(i) B1 and B2 support staff shall ensure that all relevant tasks or
inspections have been carried out to the required standard before the
category C certifying staff issues the certificate of release to service.
(ii) The organisation shall maintain a register of any such B1 and B2

support staff.
(iii) The category C certifying staff shall ensure that compliance with
paragraph (i) has been met and that all work required by the customer
has been accomplished during the particular base maintenance check
or work package, and shall also assess the impact of any work not
carried out with a view to either requiring its accomplishment or
agreeing with the operator to defer such work to another specified
check or time limit.
2. In the case of base maintenance of aircraft other than complex motor-

powered aircraft have either
i. appropriate aircraft rated certifying staff qualified as category B1, B2 ,

B3
in accordance with CAR 66 and point 145.A.35; or
ii. Appropriate aircraft rated certifying staff qualified category C and assisted
by support staff as specified in point 145.A.35 (a)(i).
(i) Component certifying staff shall comply with CAR 66.
(j) By derogation to paragraphs (g) and (h), in relation to the obligation to

comply with CAR 66 the organisation may use certifying staff qualified in
accordance with the following provisions:
1. For organisation facilities located outside India certifying staff may be

qualified in accordance with the national aviation regulations of the State
in which the organisation facility is registered subject to the conditions
specified in Appendix IV to this CAR.
2. For line maintenance carried out at a line station of an organisation which

is located outside India, the certifying staff may be qualified in accordance
with the national aviation regulations of the State in which the line station
is based, subject to the conditions specified in Appendix IV to this CAR.
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3. For a repetitive pre-flight airworthiness directive which specifically states

that the flight crew may carry out such airworthiness directive, the
organisation may issue a limited certification authorisation to the aircraft
commander and/or the flight engineer on the basis of the flight crew licence
held. However, the organisation shall ensure that sufficient practical
training has been carried out to ensure that such aircraft commander or
flight engineer can accomplish the airworthiness directive to the required
standard.
4. In the case of aircraft operating away from a supported location the

organisation may issue a limited certification authorisation to the
commander and/or the flight engineer on the basis of the flight crew licence
held subject to being satisfied that sufficient practical training has been
carried out to ensure that the commander or flight engineer can accomplish
the specified task to the required standard. The provisions of this
paragraph shall be detailed in an exposition procedure.
5. In the following unforeseen cases, where an aircraft is grounded at a

location other than the main base where no appropriate certifying staffs
are available, the organisation contracted to provide maintenance support
may issue a one- off certification authorisation:
(i) to one of its employees holding equivalent type authorisations on aircraft

of similar technology, construction and systems; or
(ii) to any person with not less than five years maintenance experience
and holding a valid ICAO aircraft maintenance licence rated for the
aircraft type requiring certification provided there is no organisation
appropriately approved under this CAR at that location and the contracted
organisation obtains and holds on file evidence of the experience and the
licence of that person.
All such cases as specified in this subparagraph must be reported to

DGCA within seven days of the issuance of such certification authorisation.
The organisation issuing the one-off authorisation shall ensure that any
such maintenance that could affect flight safety is re-checked by an
appropriately approved organisation.
AMC 145.A.30 (a) Personnel requirements
With regard to the accountable manager, it is normally intended to mean the

chief executive officer of the approved maintenance organisation, who by
virtue of position has overall (including in particular financial) responsibility for
running the organisation. The accountable manager may be the accountable
manager for more than one organisation and is not required to be necessarily
knowledgeable on technical matters as the maintenance organisation
exposition defines the maintenance standards. When the accountable
manager is not the chief executive officer, DGCA will need to be assured that
such an accountable manager has direct access to chief executive officer and
has a sufficiency of ‘maintenance funding’ allocation.
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AMC 145.A.30 (b) Personnel requirements
1. Dependent upon the size of the organisation, the CAR -145 functions may be
subdivided under individual managers or combined in any number of ways.
2. The organisation should have, dependent upon the extent of approval, a base
maintenance manager, a line maintenance manager, a workshop manager
and a quality manager, all of whom should report to the accountable manager
except in small CAR-145 organisation where any one manager may also be
the accountable manager, as determined by DGCA, he/she may also be the
line maintenance manager or the workshop manager.
3. The base maintenance manager is responsible for ensuring that all
maintenance required to be carried out in the hangar, plus any defect
rectification carried out during base maintenance, is carried out to the design
and quality standards specified in 145.A.65 (b). The base maintenance
manager is also responsible for any corrective action resulting from the quality
compliance monitoring of145.A.65(c).
4. The line maintenance manager is responsible for ensuring that all
maintenance required to be carried out on the line including line defect
rectification is carried out to the standards specified in 145.A.65(b) and also
responsible for any corrective action resulting from the quality compliance
monitoring of 145.A.65(c).
5. The workshop manager is responsible for ensuring that all work on aircraft
components is carried out to the standards specified in 145.A.65(b) and also
responsible for any corrective action resulting from the quality compliance
monitoring of 145.A.65(c).
6. The quality manager’s responsibility is specified in 145.A.30(c).
7. Notwithstanding the example sub-paragraphs 2 - 6 titles, the organisation may
adopt any title for the foregoing managerial positions but should identify to
DGCA the titles and persons chosen to carry out these functions.
8. Where an organisation chooses to appoint managers for all or any
combination of the identified CAR-145 functions because of the size of the
undertaking, it is necessary that these managers report ultimately through
either the base maintenance manager or line maintenance manager or
workshop manager or quality manager, as appropriate, to the accountable
manager.
NOTE: Certifying staff may report to any of the managers specified depending
upon which type of control the approved maintenance organisation uses (for
example licensed engineers/ independent inspection/ dual function
supervisors etc.) so long as the quality compliance monitoring staff specified
in 145.A.65(c)(1) remain independent.
AMC 145.A.30(c) Personnel requirements

Monitoring the quality system includes requesting remedial action as
necessary by the accountable manager and the nominated persons referred
to in 145.A.30 (b).
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AMC 145.A.30 (d) Personnel requirements

1. Has sufficient staff means that the organisation employs or contracts such
staff as detailed in the man hour plan, of which at least half the staff that
perform maintenance in each workshop, hangar or flight line on any shift
should be employed to ensure organisational stability. For the purpose of
meeting a specific operational necessity, a temporary increase of the
proportion of contracted staff may be permitted to the organisation by the
DGCA, in accordance with an approved procedure which should describe the
extent, specific duties, and responsibilities for ensuring adequate
organisation stability. For the purpose of this subparagraph, employed
means the person is directly employed on full time basis, as an individual by
the maintenance organisation approved under CAR -145 whereas contracted
means the person is employed by another organisation and contracted by
that organisation to the maintenance organisation approved under CAR-145.
2. The maintenance man-hour plan should take into account all maintenance
activities carried out outside the scope of the CAR-145 approval. The planned
absence (for training, vacations, etc.) should be considered when developing
the man-hour plan.
3. The maintenance man-hour plan should relate to the anticipated maintenance

work load except that when the organisation cannot predict such workload,
due to the short term nature of its contracts, then such plan should be based
upon the minimum maintenance workload needed for commercial viability.
Maintenance work load includes all necessary work such as, but not limited
to, planning, maintenance record checks, production of worksheets/cards in
paper or electronic form, accomplishment of maintenance, inspection and the
completion of maintenance records.
4. In the case of aircraft base maintenance, the maintenance man-hour plan
should relate to the aircraft hangar visit plan as specified in AMC 145.A.25 (a).
5. In the case of aircraft component maintenance, the maintenance man-hour

plan should relate to the aircraft component planned maintenance as specified
in 145.A.25(a) (2).
6. The quality monitoring compliance function man-hours should be sufficient to

meet the requirement of 145.A.65(c) which means taking into account AMC
145.A.65(c). Where quality monitoring staff perform other functions, the time
allocated to such functions needs to be taken into account in determining
quality monitoring staff numbers.
7. The maintenance man-hour plan should be reviewed at least every 3 months

and updated when necessary.
8. Significant deviation from the maintenance man-hour plan should be reported

through the departmental manager to the quality manager and the
accountable manager for review. Significant deviation means more than a
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25% shortfall in available man-hours during a calendar month for any one of
the functions specified in 145.A.30(d).
AMC1 145.A.30 (e) Personnel requirements
Competence should be defined as a measurable skill or standard of

performance, knowledge and understanding, taking into consideration attitude
and behaviour.
The referenced procedure requires amongst others that planners, mechanics,

specialised services staff, supervisors, certifying staff and support staff,
whether employed or contracted, are assessed for competence before
unsupervised work commences and competence is controlled on a continuous
basis.
Competence should be assessed by evaluation of:
— on-the-job performance and/or testing of knowledge by appropriately

qualified personnel, and
— records for basic, organisational, and/or product type and differences
training, and
— experience records.
Validation of the above could include a confirmation check with the

organisation(s) that issued such document(s). For that purpose,
experience/training may be recorded in a document such as a log book or based
on the suggested template in GM 3 to 145.A.30(e).
As a result of this assessment, an individual’s qualification should determine:
— which level of on-going supervision would be required or whether

unsupervised work could be permitted.
— Whether there is a need for additional training.
A record of such qualification and competence assessment should be kept.
This should include copies of all documents that attest to qualification, such as
the licence and/or any authorisation held, as applicable.
For a proper competence assessment of its personnel, the organisation should

consider that:
1. In accordance with the job function, adequate initial and recurrent

training should be provided and recorded to ensure continued competence so
that it is maintained throughout the duration of employment/contract.
2. All staff should be able to demonstrate knowledge of and compliance
with the maintenance organisation procedures, as applicable to their duties.
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3. All staff should be able to demonstrate an understanding of human

factors and human performance issues in relation with their job function and be
trained as per AMC 2 145.A.30(e).
4. To assist in the assessment of competence and to establish the training
needs analysis, job descriptions are recommended for each job function in the
organisation. Job descriptions should contain sufficient criteria to enable the
required competence assessment.
5. Criteria should allow the assessment to establish that, among others

(titles might be different in each organisation):
— Managers are able to properly manage the work output, processes,
resources and priorities described in their assigned duties and
responsibilities in a safe compliant manner in accordance with regulations
and organisation procedures.
— Planners are able to interpret maintenance requirements into maintenance
tasks, and have an understanding that they have no authority to deviate from
the maintenance data.
— Supervisors are able to ensure that all required maintenance tasks are
carried out and, where not completed or where it is evident that a particular
maintenance task cannot be carried out to the maintenance data, then such
problems will be reported to the 145.A.30(c) person for appropriate action.
In addition, for those supervisors, who also carry out maintenance tasks, that
they understand such tasks should not be undertaken when incompatible
with their management responsibilities.
— Mechanics are able to carry out maintenance tasks to any standard specified
in the maintenance data and will notify supervisors of defects or mistakes
requiring rectification to re-establish required maintenance standards.
— Specialised services staff are able to carry out specialised maintenance
tasks to the standard specified in the maintenance data. They should be able
to communicate with supervisors and report accurately when necessary.
— Support staff are able to determine that relevant tasks or inspections have
been carried out to the required standard.
— Certifying staff are able to determine when the aircraft or aircraft component
is ready to release to service and when it should not be released to service.
— Quality audit staff is able to monitor compliance with CAR -145 identifying
non- compliance in an effective and timely manner so that the organisation
may remain in compliance with CAR -145.
Competence assessment should be based upon the procedure specified in GM 2
to 145.A.30(3).
AMC2 145.A.30 (e) Personnel requirements
In respect to the understanding of the application of human factors and human
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performance issues, all maintenance organisation personnel should have

received an initial and continuation human factors training. This should concern
to a minimum:
— Post-holders, managers, supervisors;

— certifying staff, support staff and mechanics;
— Technical support personnel such as planners, engineers, technical record
staff;
— Quality control/assurance staff;
— Specialised services staff;
— Human factors staff/human factors trainers;
— Store department staff, purchasing department staff;
— Ground equipment operators.
1. Initial human factors training should cover all the topics of the training syllabus
specified in GM 145.A.30 (e) either as a dedicated course or else integrated within
other training. The syllabus may be adjusted to reflect the particular nature of the
organisation. The syllabus may also be adjusted to meet the particular nature of
work for each function within the organisation. For example:
— small organisations not working in shifts may cover in less depth subjects
related to teamwork and communication;
— planners may cover in more depth the scheduling and planning objective of
the syllabus and in less depth the objective of developing skills for shift
working.
All personnel, including personnel being recruited from any other organisation
should receive initial human factors training compliant with the organisation’s
training standards prior to commencing actual job function, unless their
competence assessment justifies that there is no need for such training. Newly
directly employed personnel working under direct supervision may receive
training within 6 months after joining the maintenance organisation.
2. The purpose of human factors continuation training is primarily to ensure that

staff remain current in terms of human factors and also to collect feedback on
human factors issues. Consideration should be given to the possibility that such
training has the involvement of the quality department. There should be a
procedure to ensure that feedback is formally passed from the trainers to the
quality department to initiate action where necessary.
Human factors continuation training should be of an appropriate duration in each

two year period in relation to relevant quality audit findings and other
internal/external sources of information on human errors in maintenance
available to the organisation.
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3. Human factors training may be conducted by the maintenance organisation

itself, or independent trainers, or any training organisations acceptable to the
DGCA.
4. The human factors training procedures should be specified in the maintenance

organisation exposition.
AMC3 145.A.30(e) Personnel requirements
Additional training in fuel tank safety as well as associated inspection standards

and maintenance procedures should be required for maintenance organisations’
technical personnel, especially technical personnel involved in the compliance of
CDCCL tasks.
Further guidance is provided for training to maintenance organisation personnel
in Appendix IV to AMC to 145.A.30 (e) and 145.B.10 (3).
AMC4 145.A.30(e) Personnel requirements
Competence assessment should include the verification for the need

of additional EWIS training when relevant.
AMC 145.A.30 (f) Personnel requirements
1. Continued airworthiness non-destructive testing means such testing specified

by the type certificate holder /aircraft or engine or propeller manufacturer in
accordance with the maintenance data as specified in CAR 145.A.45 for in
service aircraft/aircraft components for the purpose of determining the
continued fitness of the product to operate safely.
2. Appropriately qualified means to Level 1, 2 or 3 as defined by DGCA in
Airworthiness Advisory Circular (AAC) 2 of 2017, dependent upon the non-
destructive testing function to be carried out.
3. Notwithstanding the fact that Level 3 personnel may be qualified as per
Airworthiness Advisory Circular (AAC) 2 of 2017 to establish and authorise
methods, techniques, etc., this does not permit such personnel to deviate from
methods and techniques published by the type certificate holder/manufacturer
in the form of continued airworthiness data, such as in non-destructive test
manuals or service bulletins, unless the manual or service bulletin expressly
permits such deviation.
4. Procedure for issue of authorization to personnel engaged in NDT is given in
Airworthiness Advisory Circular 2 of 2017 .
5. Particular non-destructive test means any one or more of the following; Dye
penetrant, magnetic particle, eddy current, ultrasonic and radiographic
methods including X ray and gamma ray.
6. It should be noted that new methods are and will be developed, such as, but
not limited to thermography and shearography, which are not specifically
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addressed in Airworthiness Advisory Circular (AAC) 2 of 2017. Until such time

as an agreed standard is established such methods should be carried out in
accordance with the particular equipment manufacturer’s recommendations
including any training and examination process to ensure competence of the
personnel with the process.
7. Any maintenance organisation approved under CAR-145 that carries out NDT
should establish NDT specialist qualification procedures detailed in the
exposition and accepted by DGCA.
8. Boroscoping and other techniques such as delamination coin tapping are non-
destructive inspections rather than non-destructive testing. Notwithstanding
such differentiation, the maintenance organisation should establish an
exposition procedure accepted by DGCA to ensure that personnel who carry
out and interpret such inspections are properly trained and assessed for their
competence with the process. Non-destructive inspections, not being
considered as NDT by CAR- 145 are not listed in Appendix II under class
rating D1.
9. The referenced standards, methods, training and procedures should be
specified in the maintenance organisation exposition.
10. Any such personnel who intend to carry out and/or control a non- destructive
test for which they were not qualified prior to the effective date of CAR-145
should qualify for such non-destructive test in accordance with Airworthiness
Advisory Circular (AAC) 2 of 2017.
In this context officially recognised standard means those standards
established or published by an official body and acceptable to DGCA which
are widely recognised by the air transport sector as constituting good
practice.
AMC 145.A.30 (g) Personnel requirements

1. For the purposes of CAR 66.A.20 (a) (1) and 66.A.20(a)(3)(b) personnel
personnel, minor scheduled line maintenance means any minor scheduled
inspection/check up to and including a weekly check specified in the operators
approved aircraft maintenance programme. For aircraft maintenance
programmes that do not specify a weekly check, DGCA will determine the
most significant check that is considered equivalent to a weekly check.
2. Typical tasks permitted after appropriate task training to be carried out by

the CAR 66.A.20 (a) (1) and the 66.A.20(a)(3)(b) personnel personnel, for the
purpose of these personnel issuing an aircraft certificate of release to service
as specified in 145.A.50 as part of minor scheduled line maintenance or simple
defect rectification are contained in the following list:
(a) Replacement of wheel assemblies.

(b) Replacement of wheel brake units.
(c) Replacement of emergency equipment.
(d) Replacement of ovens, boilers and beverage makers.
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(e) Replacement of internal and external lights, filaments and flash tubes.
(f) Replacement of windscreen wiper blades.
(g) Replacement of passenger and cabin crew seats, seat belts and
harnesses.
(h) Closing of cowlings and refitment of quick access inspection panels.
(i) Replacement of toilet system components but excluding gate valves.
(j) Simple repairs and replacement of internal compartment doors and
placards but excluding doors forming part of a pressure structure.
(k) Simple repairs and replacement of overhead storage compartment doors
and cabin furnishing items.
(l) Replacement of static wicks.
(m) Replacement of aircraft main and APU aircraft batteries.
(n) Replacement of inflight entertainment system components other than
public address.
(o) Routine lubrication and replenishment of all system fluids and gases.
(p) The de-activation only of sub-systems and aircraft components as
permitted by the operator's minimum equipment list where such de-
activation is agreed by DGCA as a simple task.
(q) Inspection for and removal of de-icing/anti-icing fluid residues, including
Removal /closure of panels, cowls or covers or the use of special tools.
(r) Any other task agreed by DGCA as a simple task for a particular aircraft
type.
This may include defect deferment when all the following conditions are
met:
 There is no need for troubleshooting; and
 The task is in the MEL; and
 The maintenance action required by the MEL is agreed by the
competent authority to be simple.
In the particular case of helicopters, and in addition to the items above, the
following:
(s) Removal and installation of Helicopter Emergency Medical Service

(HEMS) simple internal medical equipment.
(t) Removal and installation of external cargo provisions (i.e., external hook,
mirrors) other than the hoist.
(u) Removal and installation of quick release external cameras and search
lights.
(v) Removal and installation of emergency float bags, not including the bottles.
(w) Removal and installation of external doors fitted with quick release
attachments.
(x) Removal and installation of snow pads/skid wear shoes/slump protection
pads.
No task which requires troubleshooting should be part of the authorised

maintenance actions. Release to service after rectification of deferred defects
should be permitted as long as the task is listed above.
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3. The requirement of having appropriate aircraft type rated certifying staff

qualified as category B1, B2, B3 as appropriate, in the case of aircraft line
maintenance does not imply that the organisation must have type rated
personnel at every line station. The MOE should have a procedure on how to
deal with defects requiring type rated.B1, B2 or B3 certifying staff
4. DGCA may accept that in the case of aircraft line maintenance an organisation
has only B1, B2 or B3 certifying staff, as appropriate, provided that the DGCA
is satisfied that the scope of work, as defined in the Maintenance
Organisation Exposition, does not need the availability of all B1, B2 or B3
certifying staff. Special attention should be taken to clearly limit the scope of
scheduled and non-scheduled line maintenance (defect rectification) to only
those tasks that can be certified by the available certifying staff category.
AMC 145.A.30 (h) Personnel requirements.

In accordance with 145.A.30 (h) and 145.A.35, the qualification requirements
(basic licence, aircraft ratings, recent experience and continuation training) are
identical for certifying staff and for support staff. The only difference is that support
staff cannot hold certification privileges when performing this role since during
base maintenance the release to service will be issued by category C certifying
staff.
Nevertheless, the organisation may use as support staff (for base maintenance)
persons who already hold certification privileges for line maintenance.
AMC 145.A.30.(j) (4) Personnel requirements
1. For the issue of a limited certification authorization;
(a) the commander or flight engineer should hold either a valid air transport
pilot license (ATPL), commercial pilot license (CPL).
(b) the flight engineer (F/EL) licence in accordance with Schedule II of Aircraft
Rules 1937, or a national equivalent acceptable to DGCA on the aircraft
type.
2. In addition the limited certification authorisation is subject to the maintenance

organisation exposition containing procedures to address the personnel
requirements of 145.A.30 (e) and associated AMC and guidance material.
The procedures should be accepted by the DGCA and should include as a
minimum:
(a) Completion of adequate maintenance airworthiness regulation training.
(b) Completion of adequate task training for the specific task on the
aircraft. The task training should be of sufficient duration to ensure that the
individual has a thorough understanding of the task to be completed and
will involve training in the use of associated maintenance data.
(c) Completion of the procedural training as specified in CAR-145.
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The above procedures should be specified in the maintenance organisation

exposition and be accepted by DGCA.
2.(i) Typical tasks that may be certified and/or carried out by the commander
holding an ATPL or CPL are minor maintenance or simple checks included
in the following list:
(a) Replacement of internal lights, filaments and flash tubes.
(b) Closing of cowlings and re-fitment of quick access inspection panels.
(c) Role changes e.g. stretcher fit, dual controls, FLIR, doors, photographic
equipment etc.
(d) Inspection for and removal of de-icing/anti-icing fluid residues, including
removal/ closure of panels, cowls or covers that are easily accessible but
not requiring the use of special tools.
(e) Any check / replacement involving simple techniques consistent with this
AMC and as agreed by DGCA.
(ii) Holders of a valid Flight engineer’s licence on the aircraft type may only
exercise this limited certification authorisation privilege when performing
the duties of a flight engineer.
In addition to paragraph 2(i) (a) to (e) other typical minor maintenance or
simple defect rectification tasks that may be carried out are included in the
following list:
a. Replacement of wheel assemblies.
b. Replacement of simple emergency equipment that is easily accessible.
c. Replacement of ovens, boilers and beverage makers.
d. Replacement of external lights.
e. Replacement of passenger and cabin crew seat belts and harnesses
f. Simple replacement of overhead storage compartment doors and cabin
Furnishing items.
g. Replacement of static wicks.
h. Replacement of aircraft main and APU aircraft batteries.
i. Replacement of in flight entertainment system components other than
public address.
j. The de-activation only of sub-systems and aircraft components as
permitted by the operator's minimum equipment list where such
deactivation is agreed by DGCA as a simple task.
k. Re-setting of tripped circuit breakers under the guidance
of maintenance control.
l. Any other simple task as agreed by DGCA as a simple task for a
particular aircraft type.
3. The authorisation should have a finite life of twelve months subject to
satisfactory re-current training on the applicable aircraft type.
AMC 145. A.30 (j)(5) Personnel requirements
1. For the purposes of this sub-paragraph “unforeseen” means that the aircraft
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grounding could not reasonably have been predicted by the operator because
the defect was unexpected due to being part of a hitherto reliable system.
2. A one-off authorisation should only be considered for issue by the quality

department of the contracted organisation after it has made a reasoned
judgment that such a requirement is appropriate under the circumstances and
at the same time maintaining the required airworthiness standards. The
organisation’s quality department will need to assess each situation
individually prior to the issuance of a one-off authorization
3. A one-off authorisation should not be issued where the level of certification

required could exceed the knowledge and experience level of the person it is
issued to. In all cases, due consideration should be given to the complexity of
the work involved and the availability of required tooling and/or test equipment
needed to complete the work.
AMC 145. A.30 (j)(5)(i) Personnel requirements
In those situations where the requirement for a one off authorisation to issue a
CRS for a task on an aircraft type for which certifying staff does not hold a type-
rated authorisation has been identified, the following procedure is
recommended:
1. Flight crew should communicate details of the defect to the operator’s

supporting maintenance organisation with full details of the defect. If
necessary the supporting maintenance organisation will then request the use
of a one off authorisation from the quality department.
2. When issuing a one off authorisation, the quality department of the

organisation should verify that:
(a) Full technical details relating to the work required to be carried out have
been established and passed to the certifying staff.
(b) The organisation has an approved procedure in place for coordinating and
controlling the total maintenance activity undertaken at the location under
the authority of the one off authorisation.
(c) The person to whom a one-off Authorisation is issued has been provided
all the necessary information and guidance relating to maintenance data
and any special technical instructions associated with the specific task
undertaken. A detailed step by step worksheet has been defined by the
organisation, communicated to the one off authorisation holder.
(d) The person holds authorisations of equivalent level and scope on other
aircraft type of similar technology, construction and systems.
3. The one off authorisation holder should sign off the detailed step by step
worksheet when completing the work steps. The completed tasks should be
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verified by visual examination and/or normal system operation upon return to

an appropriately approved CAR-145 maintenance facility.
AMC 145.A.30(j)(5)(ii) Personnel requirements

This paragraph addresses staff not employed by the maintenance organisation
who meet the requirements of 145.A.30 (j) (5). In addition to the items listed in
AMC 145.A.30(j) (5) (i), paragraph 1, 2(a), (b) and (c) and 3 the quality department
of the organisation may issue such one off authorisation provided full qualification
details relating to the proposed certifying personnel are verified by the quality
department and made available at the location.
GM 1 145.A.30 (e) Personnel requirements (Training syllabus for initial

human factors training)
The training syllabus below identifies the topics and subtopics to be addressed
during the human factors training.
The maintenance organisation may combine, divide, and change the order of any
subject of the syllabus to suit its own needs, so long as all subjects are covered
to a level of detail appropriate to the organisation and its personnel.
Some of the topics may be covered in separate training (health and safety,
management, supervisory skills, etc.) in which case duplication of training is not
necessary.
Where possible, practical illustrations and examples should be used, especially

accident and incident reports.
Topics should be related to existing legislation, where relevant. Topics should be

related to existing guidance/ advisory material, where relevant (e.g. ICAO Human
Factors Digests and Training Manual).
Topics should be related to maintenance engineering where possible; too much

unrelated theory should be avoided.
1 General /Introduction to Human Factors

1.1 Need to address human factors
1.2 Statistics
1.3 Incidents
2 Safety Culture / Organisational factors

3 Human Error
3.1 Error models and theories
3.2 Types of errors in maintenance tasks
3.3 Violations
3.4 Implications of errors
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3.5 Avoiding and managing errors

3.6 Human reliability
4 Human performance & limitations

4.1 Vision
4.2 Hearing
4.3 Information-processing
4.4 Attention and perception
4.5 Situational awareness
4.6 Memory
4.7 Claustrophobia and physical access
4.8 Motivation
4.9 Fitness/Health
4.10 Stress
4.11 Workload management
4.12 Fatigue
4.13 Alcohol, medication, drugs
4.14 Physical work
4.15 Repetitive tasks / complacency
5 Environment
5.1 Peer pressure
5.2 Stressors
5.3 Time pressure and deadlines
5.4 Workload
5.5 Shift Work
5.6 Noise and fumes
5.7 Illumination
5.8 Climate and Temperature
5.9 Motion and vibration
5.10 Complex systems
5.11 Hazards in the workplace
5.12 Lack of manpower
5.13 Distractions and interruptions
6 Procedures, information, tools and practices

6.1 Visual Inspection
6.2 Work logging and recording
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6.3 Procedure – practice / mismatch / norms

6.4 Technical documentation – access and quality
6.5. Critical maintenance tasks and error-capturing
methods (independent inspection, re inspection,
etc.)
7 Communication
7.1 Shift / Task handover
7.2 Dissemination of information
7.3 Cultural differences
8 Teamwork
8.1 Responsibility
8.2 Management, supervision and leadership
8.3 Decision making
9 Professionalism and integrity

9.1 Keeping up to date; currency
9.2 Error provoking behaviour
9.3 Assertiveness
10 Organisation’s Human Factor program
10.1 Reporting errors
10.2 Disciplinary policy
10.3 Error investigation
10.4 Action to address problems
10.5 Feedback
GM2 145.A.30(e) Competence assessment procedure
The organisation should develop a procedure describing the process of

competence assessment of personnel. The procedure should specify
— persons responsible for this process,
— when the assessment should take place,
— credits from previous assessments,
— validation of qualification records,
— means and methods for the initial assessment,
— means and methods for the continuous control of competence including
feedback on personnel performance,
— competences to be observed during the assessment in relation with each
job function,
— actions to be taken when assessment is not satisfactory,
— recording of assessment results.
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For example, according to the job functions and the scope, size and complexity
of the organisation, the assessment may consider the following (the table is not
exhaustive
Certifying staff
Service Staff
and Support
Quality audit
Specialized
Mechanics
Supervisor
Planners
Manager
Staff
staff
Knowledge of applicable officially recognised X X
standards
Knowledge of auditing techniques: planning, X
conducting and reporting
Knowledge of human factors, human X X X X X X X
performance and limitations
Knowledge of logistics processes X X X
Knowledge of organisation capabilities, X X X X X X
privileges and limitations
Knowledge of CAR-M, CAR-145 and any X X X X X
other relevant regulations
Knowledge of relevant parts of the X X X X X X X
maintenance organisation exposition and
procedures
Knowledge of occurrence reporting system X X X X X
and understanding of the importance of
reporting occurrences, incorrect maintenance
data and existing or potential defects
Knowledge of safety risks linked to the X X X X X X X
working
environment
Knowledge on CDCCL when relevant X X X X X X X
Knowledge on EWIS when relevant X X X X X X X
Understanding of professional integrity, X X X X X X X
behaviour and attitude towards safety
Understanding of conditions for ensuring X X
continuing airworthiness of aircraft
and components
Understanding of his/her own human X X X X X X X
performance and limitations
Understanding of personnel authorisations X X X X X X X
and limitations
Understanding critical maintenance task X X X X X
Ability to compile and control completed X X X
work cards
Ability to consider human performance and X X X X X
limitations
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Certifying staff
Service Staff
and Support
Quality audit
Specialized
Mechanics
Supervisor
Planners
Manager
Staff
staff
Ability to determine required X X X
qualifications for task performance
Ability to identify and rectify existing and X X X X X
potential unsafe conditions
Ability to manage third parties involved in X X
maintenance activity
Ability to identify and properly plan X X X X
performance of critical maintenance task
Ability to prioritise tasks and report X X X
discrepancies
Ability to process the work requested by X X X
the operator
Ability to promote the safety and quality policy X X
Ability to properly process removed, X X X X
uninstalled and rejected parts
Ability to properly record and sign for X X X X
work accomplished
Ability to recognise the acceptability of parts X X
to be installed prior to fitment
Ability to split complex maintenance tasks X
into clear stages
Ability to understand work orders, work cards X X X X X X
and refer to and use applicable maintenance
data
Ability to use information systems X X X X X X X
Ability to use, control and be familiar X X X X
with required tooling and/or
equipment
Adequate communication and literacy skills X X X X X X X
Analytical and proven auditing skills (for X
example,
objectivity, fairness, open-
mindedness, determination, …)
Maintenance error investigation skills X
Resources management and production X X X
planning skills
Teamwork, decision-making and leadership X X
skills
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GM3 145.A.30(e) Template for recording experience/training
The following template may be used to record the professional experience gained
in an organisation and the training received and be considered during the
competence assessment of the individual in another organisation.
Aviation Maintenance personnel experience credential

Name Given name
Address
Telephone E-mail
Independent worker □
Trade Group: airframe □ engine □electric □ avionics □ other (specify) □…….
Employer’s details (when applicable)
Name
Address
Telephone
Maintenance organisation details
Name
Address
Telephone
Approval Number
Period of employment From: To:
Domain of Employment:
□Planning □Engineering □Technical Records

□Store Department □Purchasing
Mechanics/Technician
□Line Maintenance □Base Maintenance □Component Maintenance
□Servicing □Removal/installation □Testing/inspection
□Scheduled Maintenance □Inspection □Repair
□Trouble-shooting □Trouble-shooting □ Overhaul
□Repair □Re-treatment
□Reassembly
A/C type A/C type Component type
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Certifying Staff and support staff

□Cat A □Cat B1 □Cat B2 □Cat C □Component type □Other (e.g. NDT)
A/C type A/C type A/C type A/C type Component type Specify
Certification privileges Yes □/ No □

□Specialised services Speciality (NDT, composites, welding, etc.):
□ Skilled personnel Speciality (sheet metal, structures, wireman, upholstery, etc.):
□ Ground equipment operation

□ Quality control □ Quality assurance □ Training
Total number of boxes ticked: □

Details of employment
Training received from the contracting organisation
Date Nature of training
Certified by:
Name: Date:
Position: Signature:
Contact details:
Advisory note: A copy of the present credential will be kept for at least 3 years from its
issuance by the maintenance organisation.
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GM 145.A.30(j)(4) Personnel requirements (Flight crew)

1. The person shall be a holder of an ATPL or a CPL, issued in accordance with
Schedule II of the Aircraft Rules, 1937.
2. The person shall be a holder of a Flight Engineers Licence, issued in

accordance with Schedule II of the Aircraft Rules, 1937.
Familiarisation with basic maintenance procedures, to give additional technical

background knowledge, especially with respect to the implication of systems
malfunctions, and to train the applicant in maintenance related to the Minimum
equipment list (MEL).
The theoretical knowledge instruction consists of 100 hours and includes the
following elements:
1. Airframe and systems

2. Electrics
3. Power plant and emergency equipment
4. Flight instruments and automatic flight control systems
Practical skills training provided by an organisation approved under CAR 145 is

given which includes 35 Hours practical experience in the following subjects:
 Fuselage and flight controls

 Engines
 Instruments
 Landing gear and brakes
 Cabin/cockpit/emergency equipment
 De-icing/anti-icing related maintenance activities,
 Ground handling and servicing
 Certificate of completion
Following successful completion of the technical training, the training organisation

carrying out the theoretical knowledge instruction and/or the practical skill training,
should provide the applicant with a certificate of satisfactory completion of the
course, or part thereof.
.
145.A.35 Certifying and support staff
(a) In addition to the requirements of 145.A.30(g) and (h), the organisation shall
ensure that certifying staff and support staff have an adequate understanding
of the relevant aircraft and/or components to be maintained together with the
associated organisation procedures. In the case of certifying staff, this shall be
accomplished before the issue or re-issue of the certification authorisation.
(i) “Support staff” means those staff holding an aircraft maintenance engineer
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licence under CAR 66 in category B1, B2 or B3 with the appropriate aircraft

ratings. Working in a base maintenance environment while not necessarily
holding certification privileges.
(ii) “Relevant aircraft and/or components”, means those aircraft or components

specified in the particular certification authorisation.
(iii) “Certification authorisation” means the authorisation issued to certifying

staff by the organisation and which specifies the fact that they those staff may
sign certificates of release to service within the limitations stated in such
authorisation on behalf of the approved organisation.’;
(b) Except for the cases listed in points 145.A.30 (j) and 66. 20(a) 3 (b) the
organisation may only issue a certification authorisation to certifying staff in
relation to the categories or subcategories and except for the category A
licence of only type rating listed on the aircraft maintenance licence as required
by CAR 66, subject to the licence remaining valid throughout the validity period
of the authorisation and the certifying staff remaining in compliance with the
CAR 66
(c) The organisation shall ensure that all certifying staff and support staff are
involved in at least 6 months of actual relevant aircraft or component
maintenance experience in any consecutive 2-year period.
For the purpose of this paragraph “involved in actual relevant aircraft or

component maintenance” means that the person has worked in an aircraft or
component maintenance environment and has either exercised the privileges
of the certification authorisation and/or has actually carried out maintenance
on at least some of the aircraft type or aircraft group systems specified in the
particular certification authorisation.
(d) The organisation shall ensure that all certifying staff and support staff receive
sufficient continuation training in each two year period to ensure that such staff
have up-to-date knowledge of relevant technology, organisation procedures
and human factor issues.
(e) The organisation shall establish a programme for continuation training for
certifying staff and support staff including a procedure to ensure compliance
with the relevant paragraphs of 145.A.35 as the basis for issuing certification
authorisations under this CAR to certifying staff, and a procedure to ensure
compliance with CAR 66.
(f) Except where any of the unforeseen cases of 145.A.30(j)(5) apply, the
organisation shall assess all prospective certifying staff for their competence,
qualification and capability to carry out their intended certifying duties in
accordance with a procedure as specified in the exposition prior to the issue
or re-issue of a certification authorisation under this CAR.
(g) When the conditions of paragraphs (a), (b), (d), (f) and, where applicable,
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paragraph
(c) have been fulfilled by the certifying staff, the organisation shall issue a
certification authorisation that clearly specifies the scope and limits of such
authorisation. Continued validity of the certification authorisation is dependent
upon continued compliance with paragraphs (a), (b), (d), and where applicable,
paragraph (c).
(h) The certification authorisation must be in a style that makes its scope clear to
the certifying staff and any authorised person who may require to examine the
authorisation. Where codes are used to define scope, the organisation shall
make a code translation readily available. ‘Authorised person’ means the
officials of DGCA, who has responsibility for the oversight of the maintained
aircraft or component.
(i) The person responsible for the quality system shall also remain responsible on
behalf of the organisation for issuing certification authorisations to certifying
staff.
Such person may nominate other persons to actually issue or revoke the
certification authorisations in accordance with a procedure as specified in the
exposition.
(j) The organisation shall maintain a record of all certifying staff and support staff.
The staff records shall contain:
1. details of any aircraft maintenance licence held under CAR 66 and

2. all relevant training completed.
3. the scope of the certification authorisations issued, where relevant, and
4. Particulars of staff with limited or one-off certification authorisations.
The organisation shall retain the record for at least three years after the
certifying staff or support staff have ceased employment with the organisation
or as soon as the authorisation has been withdrawn. In addition, upon request,
the maintenance organisation shall furnish certifying staff with a copy of their
personal record on leaving the organisation.
The certifying and support staff shall be given access on request to their
personal records as detailed above.
(k) The organisation shall provide certifying staff with a copy of their certification
authorisation in either a documented or electronic format.
(l) Certifying and support staff shall produce their certification authorisation to
any authorised person within 24 hours.
(m) The minimum age for certifying staff and support staff is 21 years.
(n) The holder of a category A aircraft maintenance licence may only exercise
certification privileges on a specific aircraft type following the satisfactory
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completion of the relevant category A aircraft task training carried out by an

organisation appropriately approved in accordance with CAR-145 or CAR-
147 .This training shall include practical hands on training and theoretical
training as appropriate for each task authorised. Satisfactory completion of
training shall be demonstrated by an examination or by workplace assessment
carried out by the organisation.
(o) The holder of a category B2 aircraft maintenance licence may only exercise
the certification privileges described in point 66.A.20 (a) (3) (ii) of CAR-66
following the satisfactory completion of (i) the relevant category A aircraft task
training and (ii) 6 months of documented practical experience covering the
scope of the authorization that will be issued. The task training shall include
practical hands on training and theoretical training as appropriate for each task
authorized. Satisfactory completion of the training shall be demonstrated by
an examination or by workplace assessment. Task training and
examination/assessment shall be carried out by the maintenance organization
issuing the certifying staff authorization. The practical experience shall be also
obtained within such maintenance organization.’
AMC 145.A.35 (a) Certifying staff and support staff
1. Holding a CAR 66 licence with the relevant type/group rating, or a national

qualification in the case of components, does not mean by itself that the holder is
qualified to be authorised as certifying staff and/or support staff. The
organisation is responsible to assess the competence of the holder for the scope
of maintenance to be authorised.
2. The sentence “the organisation shall ensure that certifying staff and support
staff have an adequate understanding of the relevant aircraft and/or components
to be maintained together with the associated organisation procedures” means
that the person has received training and has been successfully assessed on:
 the type of aircraft or component;
 the differences on:
o the particular model/variant;
o the particular configuration.
The organisation should specifically ensure that the individual competencies have
been established with regard to:
 Relevant knowledge, skills and experience in the product type and
configuration to be maintained, taking into account the differences between the
generic aircraft type rating training that the person received and the specific
configuration of the aircraft to be maintained.
 Appropriate attitude towards safety and observance of procedures.
 Knowledge of the associated organisation and operator procedures (i.e.
handling and identification of components, MEL use, Technical Log use,
independent checks, etc.).
3. Some special maintenance tasks may require additional specific training and
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experience, including but not limited to:

 in-depth troubleshooting;
 very specific adjustment or test procedures;
 rigging;
 engine run-up, starting and operating the engines, checking engine
performance characteristics, normal and emergency engine operation,
associated safety precautions and procedures;
 extensive structural/system inspection and repair;
 Other specialised maintenance required by the maintenance
programme.
For engine run-up training, simulators and/or real aircraft should be used.
4. The satisfactory assessment of the competence should be conducted in

accordance with a procedure approved by the DGCA (item 3.4 of the MOE, as
described in AMC 145.A.70(a)).
5. The organisation should hold copies of all documents that attest the
competence and recent experience for the period described in 145.A.35 (j).
Additional information is provided in AMC 66.A.20 (b)3.
AMC 145.A.35 (b) Certifying staff and support staff
The organisation issues the certification authorisation when satisfied that

compliance has been established with the appropriate paragraphs of CAR-145
and CAR 66 In granting the certification authorisation the maintenance
organisation approved under CAR-145 needs to be satisfied that the person holds
a valid DGCA CAR 66 aircraft maintenance licence and may need to confirm such
fact with DGCA if required.
AMC 145.A.35(c) Certifying staff and support staff
For the interpretation of “6 months of actual relevant aircraft maintenance

experience in any consecutive 2-year period”, the provisions of AMC 66.A.20 (b)
2 are applicable.
AMC 145.A.35 (d) Certifying staff and support staff
1. Continuation training is a two way process to ensure that certifying staff remain
current in terms of procedures, human factors and technical knowledge and
that the organisation receives feedback on the adequacy of its procedures and
maintenance instructions. Due to the interactive nature of this training,
consideration should be given to the possibility that such training has the
involvement of the quality department to ensure that feedback is actioned.
Alternatively, there should be a procedure to ensure that feedback is formally
passed from the training department to the quality department to initiate action.
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2. Continuation training should cover changes in relevant requirements such as

CAR- 145, changes in organisation procedures and the modification standard
of the products being maintained plus human factor issues identified from any
internal or external analysis of incidents. It should also address instances
where staff failed to follow procedures and the reasons why particular
procedures are not always followed. In many cases the continuation training
will reinforce the need to follow procedures and ensure that incomplete or
incorrect procedures are identified to the company in order that they can be
corrected. This does not preclude the possible need to carry out a quality audit
of such procedures.
3. Continuation training should be of sufficient duration in each 2 year period to

meet the intent of 145.A.35 (d) and may be split into a number of separate
elements. 145.A.35(d) requires such training to keep certifying staff updated in
terms of relevant technology, procedures and human factors issues which
means it is one part of ensuring quality. Therefore sufficient duration should be
related to relevant quality audit findings and other internal / external sources of
information available to the organisation on human errors in maintenance. This
means that in the case of an organisation that maintains aircraft with few
relevant quality audit findings, continuation training could be limited to days
rather than weeks, whereas a similar organisation with a number of relevant
quality audit findings, such training may take several weeks. For an
organisation that maintains aircraft components, the duration of continuation
training would follow the same philosophy but should be scaled down to reflect
the more limited nature of the activity. For example certifying staff who release
hydraulic pumps may only require a few hours of continuation training whereas
those who release turbine engine may only require a few days of such training.
The content of continuation training should be related to relevant quality audit
findings and it is recommended that such training is reviewed at least once in
every 24 month period.
4. The method of training is intended to be a flexible process and could, for

example, include a CAR 147 continuation training course, aeronautical college
courses, internal short duration courses, seminars, etc. The elements, general
content and length of such training should be specified in the maintenance
organisation exposition unless such training is undertaken by an organisation
approved under CAR 147 when such details may be specified under the
approval and cross referenced in the maintenance organisation exposition.
AMC 145.A.35 (e) Certifying staff and support staff
The programme for continuation training should list all certifying staff and support
staff and when training will take place, the elements of such training and an
indication that it was carried out reasonably on time as planned. Such information
should subsequently be transferred to the certifying staff and support staff record
as required by 145.A.35 (j).
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AMC 145.A.35 (f) Certifying staff and support staff
As stated in 145.A.35(f), except where any of the unforeseen cases of

145.A.30(j)(5) applies, all prospective certifying staff and support staff should be
assessed for competence related to their intended duties in accordance with
AMCs 1, 2, 3 and 4 to 145.A.30(e), as applicable.
AMC 145.A.35 (j) Certifying staff and support staff
1. The following minimum information as applicable should be kept on record in

respect of each certifying staff and support staff:
a) Name
b) Date of Birth
c) Basic Training
d) Type Training
e) Continuation Training
f) Experience
g) Qualifications relevant to the approval
h) Scope of the authorisation
i) Date of first issue of the authorisation
j) If appropriate - expiry date of the authorisation
k) Identification Number of the authorization
2. The record may be kept in any format but should be controlled by the
organisation's quality department. This does not mean that the quality
department should run the record system.
3. Persons authorised to access the system should be maintained at a minimum

to ensure that records cannot be altered in an unauthorised manner or that
such confidential records become accessible to unauthorised persons.
4. DGCA officials are authorised persons when investigating the records system
for initial and continued approval or when there is a cause to doubt the
competence of a particular person.
AMC 145.A.35 (n) Certifying staff and support staff
1. It is the responsibility of the CAR-145 organisation issuing the Category A

certifying staff authorisation to ensure that the task training received by this person
covers all the tasks to be authorised. This is particularly important in those cases
where the task training has been provided by an appropriately approved CAR 147
training organisation or CAR 145 approved organization different from the one
issuing the authorisation.
2. “Appropriately approved means an organisation holding an approval to provide
task training for the corresponding aircraft type.
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AMC 145.A.35 (o) Certifying staff and support staff
1. The privilege for a B2 licence holder to release minor scheduled line

maintenance and simple defect rectification in accordance with 66.A.20(a)(3)(b)
can only be granted by the CAR-145 approved organisation where the licence
holder is employed/contracted after meeting all the requirements specified in
145.A.35(o). This privilege cannot be transferred to another CAR-145 approved
organisation.
2. When a B2 licence holder already holds a certifying staff authorisation

containing minor scheduled line maintenance and simple defect rectification for a
particular aircraft type, new tasks relevant to category A can be added to that type
without requiring another 6 months of experience. However, task training
(theoretical plus practical hands- on) and examination/assessment for these
additional tasks is still required.
3. When the certifying staff authorisation intends to cover several aircraft types,
the experience may be combined within a single 6-month period.
4. For the addition of new types to the certifying staff authorisation, another 6
months should be required unless the aircraft is considered similar per AMC
66.A.20 (b) 2 to the one already held.
5. The term ‘6 months of experience’ may include full-time employment or part-
time employment. The important aspect is that the person has been involved
during a period of 6 months (not necessarily every day) in those tasks which are
going to be part of the authorization.
145. A.36 Records of airworthiness review staff
The organisation shall record all details concerning the airworthiness review staff
and maintain a current list of all the airworthiness review staff together with their
scope of approval as part of the organisation's exposition pursuant to point
145.A.70 (a) 6.
The organisation shall retain the record for at least three years after the staff
referred to in this point have ceased employment (or engagement as a contractor
or volunteer) with the organisation or as soon as the authorisation has been
withdrawn. In addition, upon request, the maintenance organisation shall provide
the staff referred to in this point with a copy of their personal record on leaving the
organisation.
The staff referred to in this point shall be given access on request to their personal
records.’
AMC 145.A.36 Records of airworthiness review staff
The following minimum information, as applicable, should be kept on

record in respect of each airworthiness review staff;
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(a) name;
(b) date of birth;
(c) certifying staff authorisation;
(d) experience as certifying staff on Light aircraft;
(e) qualifications relevant to the approval (knowledge of relevant parts CAR-M
and knowledge of the relevant airworthiness review procedures);
(f) scope of the airworthiness review authorisation and personal authorisation
reference;
(g) date of the first issue of the airworthiness review authorisation; and
(h) if appropriate, expiry date of the airworthiness review authorisation.
145. A.40 Equipment and tools
(a) The organisation shall have available and use the necessary equipment and
tools to perform the approved scope of work.
(b) Where the manufacturer specifies a particular tool or equipment, the

organisation shall use that tool or equipment, unless the use of alternative
tooling or equipment is agreed by DGCA via procedures specified in the
exposition.
(c) Equipment and tools must be permanently available, except in the case of any
tool or equipment that is so infrequently used that its permanent availability
is not necessary. Such cases shall be detailed in an exposition procedure.
(d) An organisation approved for base maintenance shall have sufficient aircraft
access equipment and inspection platforms/docking as required for the proper
inspection of the aircraft.
(e) The organisation shall ensure that all tools, equipment and particularly test
equipment, as appropriate, are controlled and calibrated according to an
officially recognised standard at a frequency to ensure serviceability and
accuracy. Records of such calibrations and traceability to the standard used
shall be kept by the organisation.
AMC 145.A.40 (a) Equipment and tools
Once the applicant for approval has determined the intended scope of work for
consideration by DGCA, it will be necessary to show that all tools and equipment
as specified in the maintenance data can be made available when needed. All
such tools and equipment that require to be controlled in terms of servicing or
calibration by virtue of being necessary to measure specified dimensions and
torque figures etc, should be clearly identified and listed in a control register
including any personal tools and equipment that the organisation agrees can be
used.
AMC 145.A.40 (b) Equipment and tools

1. The control of these tools and equipment requires that the organisation has a
procedure to inspect/service and, where appropriate, calibrate such items on
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a regular basis and indicate to users that the item is within any inspection or
service or calibration time-limit. A clear system of labeling all tooling,
equipment and test equipment is therefore necessary giving information on
when the next inspection or service or calibration is due and if the item is
unserviceable for any other reason where it may not be obvious. A register
should be maintained for all precision tooling and equipment together with a
record of calibrations and standards used.
2. Inspection, service or calibration on a regular basis should be in accordance
with the equipment manufacturers' instructions except where the organisation
can show by results that a different time period is appropriate in a particular
case.
3. In this context officially recognized standard means those standards

established or published by an official body and acceptable to DGCA.
145.A.42 Components
a) Classification of components.
All components shall be classified into the following categories:
1. Components which are in a satisfactory condition, released on a CA Form

1 or equivalent and marked in accordance with CAR 21 Subpart Q or in
this CAR.
2. Unserviceable components which shall be maintained in accordance with
this Regulation.
3. Components categorised as unsalvageable because they have reached
their certified life limit or contain a non-repairable defect.
4. Standard parts used on an aircraft, engine, propeller or other aircraft
component when specified in the maintenance data and accompanied by
evidence of conformity traceable to the applicable standard.
5. Material, both raw and consumable, used in the course of maintenance
when the organisation is satisfied that the material meets the required
specification and has appropriate traceability. All material shall be
accompanied by documentation clearly relating to the particular material
and containing a conformity to specification statement as well as the
manufacturing and supplier source.
(b) Components, standard parts and materials for installation

(1) The organisation shall establish procedures for the acceptance of
components, standard parts and materials for installation to ensure
that components, standard parts and materials are in satisfactory
condition and meet the applicable requirements of point (a).
(2) The organisation shall establish procedures to ensure that
components, standard parts and materials shall only be installed on an
aircraft or a component when they are in satisfactory condition, meet
the applicable requirements of point (a) and the applicable
maintenance data specifies the particular component, standard part or
material.
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(3) The organisation may fabricate a restricted range of parts to be used

in the course of undergoing work within its own facilities, provided
procedures are identified in the exposition.
(c) Segregation of components

(1) Unserviceable and unsalvageable components shall be segregated
from serviceable components, standards parts and materials.
(2) Unsalvageable components shall not be permitted to re-enter the
component supply system, unless certified life limits have been
extended or a repair solution has been approved in accordance with
CAR 21.
CA FORM 1 OR EQUIVALENT
(a) A document equivalent to an CA Form 1 may be:
(1) a release document issued by an organization under the terms of a bilateral

agreement signed by the DGCA;
(2) EASA Form 1
(3) FAA 8130-3
(4) Airworthiness release documents issued by the manufacturer of aircraft for
new components shall be acceptable for the installation on type of aircraft
for which Type Certificate is accepted by DGCA.
(5) A release document issued by an organisation approved under CAR 145;
(6) UK CAA Form 1
(7) Any other form acceptable to DGCA.
GM1 145.A.42(a)(2) Components
UNSERVICEABLE COMPONENTS
(a) The organisation should ensure the proper identification of any unserviceable
components. The unserviceable status of the component should be clearly
declared on a tag together with the component identification data and any
information that is useful to define actions that are necessary to be taken.
Such information should state, as applicable, in-service times, maintenance
status, preservation status, failures, defects or malfunctions reported or
detected, exposure to adverse environmental conditions, and whether the
component is installed on an aircraft that was involved in an accident or
incident. Means should be provided to prevent unintentional separation of this
tag from the component.
(b) Unserviceable components should typically undergo maintenance due to:
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(1) expiry of the service life limit as defined in the aircraft maintenance
programme;
(2) non-compliance with the applicable airworthiness directives and other
continuing airworthiness requirements mandated by the Agency;
(3) absence of the necessary information to determine the airworthiness status
or eligibility for installation;
(4) evidence of defects or malfunctions; or
(5) being installed on an aircraft that was involved in an incident or accident
likely to affect the component’s serviceability.
UNSALVAGEABLE COMPONENTS
The following types of components should typically be classified as

unsalvageable:
(a) components with non-repairable defects, whether visible or not to the naked
eye;
(b) components that do not meet design specifications, and cannot be brought
into conformity with such specifications;
(c) components subjected to unacceptable modification or rework that is
irreversible;
(d) certified life-limited parts that have reached or exceeded their certified life
limits, or have missing or incomplete records;
(e) components whose airworthy condition cannot be restored due to exposure
to extreme forces, heat or adverse environmental conditions;
(f) components for which conformity with an applicable airworthiness directive
cannot be accomplished;
(g) components for which maintenance records and/or traceability to the
manufacturer cannot be retrieved.
STANDARD PARTS
(a) Standard parts are parts that are manufactured in complete compliance with
an established industry, Agency, competent authority or other government
specification which includes design, manufacturing, test and acceptance
criteria, and uniform identification requirements. The specification should
include all the information that is necessary to produce and verify conformity
of the part. It should be published so that any party may manufacture the part.
Examples of specifications are National Aerospace Standards (NAS), Army-
Navy Aeronautical Standard (AN), Society of Automotive Engineers (SAE),
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SAE Sematec, Joint Electron Device Engineering Council, Joint Electron Tube
Engineering Council, and American National Standards Institute (ANSI), EN
Specifications, etc.
(b) To designate a part as a standard part, the TC holder may issue a standard
parts manual accepted by the competent authority of the original TC holder or
may make reference in the parts catalogue to the specification to be met by
the standard part. Documentation that accompanies standard parts should
clearly relate to the particular parts and contain a conformity statement plus
both the manufacturing and supplier source. Some materials are subject to
special conditions, such as storage conditions or life limitation, etc., and this
should be included in the documentation and/or the material’s packaging.
(c) An CA Form 1 or equivalent is not normally issued and, therefore, none should
be expected.
STANDARD PARTS
For sailplanes and powered sailplanes, non-required instruments and/or
equipment that are certified under the provision of CS 22.1301(b), if those
instruments or equipment, when installed, functioning, functioning improperly
or not functioning at all, do not in themselves, or by their effect upon the
sailplane and its operation, constitute a safety hazard.
‘Required’ in the term ‘non-required’, as used above, means required by the
applicable airworthiness code (CS 22.1303, 22.1305 and 22.1307) or required
by the relevant regulations for air operations and the applicable Rules of the
Air or as required by air traffic management (e.g. a transponder in certain
controlled airspace). Examples of non-required equipment which can be
considered to be standard parts may be electrical variometers, bank/slip
indicators ball-type, total energy probes, capacity bottles (for variometers),
final glide calculators, navigation computers, data logger/barograph/turnpoint
camera, bugwipers and anti-collision systems. Equipment which must be
approved in accordance with the airworthiness code shall comply with the
applicable ITSO or equivalent and it is not considered to be a standard part
(e.g. oxygen equipment).
MATERIAL
(a) Consumable material is any material which is only used once, such as
lubricants, cements, compounds, paints, chemical dyes and sealants, etc.
(b) Raw material is any material that requires further work to make it into a
component part of the aircraft, such as metal, plastic, wood, fabric, etc.
(c) Material both raw and consumable should only be accepted when satisfied
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that it is to the required specification. To be satisfied, the material and/or its

packaging should be marked with the applicable specification and, where
appropriate, the batch number.
(d) Documentation that accompanies all materials should clearly relate to the
particular material and contain a conformity statement plus both the
manufacturing and supplier source. Some materials are subject to special
conditions, such as storage conditions or life limitation, etc., and this should
be included in the documentation and/or the material’s packaging.
(e) An CA Form 1 or equivalent should not be issued for such materials and,
therefore, none should be expected. The material specification is normally
identified in the (S)TC holder’s data except in the case where the Agency or
the competent authority has agreed otherwise.
ACCEPTANCE OF COMPONENTS FOR INSTALLATION
(a) The procedures for the acceptance of components, standard parts and
materials should have the objective of ensuring that the components, standard
parts and materials are in satisfactory condition and meet the organisation’s
requirements. These procedures should be based upon incoming inspections
which include:
(1) physical inspection of the components, standard parts and materials;
(2) review of the accompanying documentation and data, which should be
acceptable in accordance with 145.A.42(a).
(b) For the acceptance of components, standard parts and materials from
suppliers, the above procedures should include supplier evaluation
procedures.
INCOMING PHYSICAL INSPECTION
(a) To ensure that a components, standard parts and materials are in satisfactory
condition, the organisation should perform an incoming physical inspection.
(b) The incoming physical inspection should be performed before the component
is installed on the aircraft.
(c) The following list, although not exhaustive, contains typical checks to be
performed:
(1) verify the general condition of the components and their packaging in relation
to damages that could affect their integrity;
(2) verify that the shelf life of the component has not expired;
(3) verify that items are received in the appropriate package in respect of the
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type of the component: e.g. correct ATA 300 or electrostatic sensitive devices
packaging, when necessary;
(4) verify that the component has all plugs and caps appropriately installed to
prevent damage or internal contamination. Care should be taken when tape
is used to cover electrical connections or fluid fittings/openings because
adhesive residues can insulate electrical connections and contaminate
hydraulic or fuel units.
(d) Items (e.g. fasteners) purchased in batches should be supplied in a package.
The packaging should state the applicable specification/ standard, P/N, batch
number, and the quantity of the items. The documentation that accompanies
the material should contain the applicable specification/standard, P/N, batch
number, supplied quantity, and the manufacturing sources. If the material is
acquired from different batches, acceptance documentation for each batch
should be provided.

EXAMPLES OF SUPPLIERS
A supplier could be any source that provides components, standard parts or

materials to be used for maintenance. Possible sources could be: CAR-145
organisations, CAR 21 Subpart G organisations, operators, stockist,
distributors, brokers, aircraft owners/lessees, etc.
SUPPLIER EVALUATION
(a) The following elements should be considered for the initial and recurrent
evaluation of a supplier’s quality system to ensure that the component and/or
material is supplied in satisfactory condition:
(1) availability of appropriate up-to-date regulations, specifications (such as
component handling/storage data) and standards;
(2) standards and procedures for the training of personnel and competency
assessment;
(3) procedures for shelf-life control;
(4) procedures for handling of electrostatic sensitive devices;
(5) procedures for identifying the source from which components and materials
were received;
(6) purchasing procedures that identify documentation to accompany
components and materials for subsequent use by approved CAR-145
maintenance organisations;
(7) procedures for incoming inspection of components and materials;
(8) procedures for control of measuring equipment that provide for appropriate
storage, usage, and for calibration when such equipment is required;
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(9) procedures to ensure appropriate storage conditions for components and

materials that are adequate to protect the components and materials from
damage and/or deterioration. Such procedures should comply with the
manufacturers’ recommendations and relevant standards;
(10) procedures for adequate packing and shipping of components and materials
to protect them from damage and deterioration, including procedures for
proper shipping of dangerous goods (e.g. ICAO and ATA specifications);
(11) procedures for detecting and reporting of suspected unapproved
components;
(12) procedures for handling unsalvageable components in accordance with
applicable regulations and standards;
(13) procedures for batch splitting or redistribution of lots and handling of the
related documents;
(14) procedures for notifying purchasers of any components that have been
shipped and have later been identified as not conforming to the applicable
technical data or standard;
(15) procedures for recall control to ensure that components and materials
shipped can be traced and recalled if necessary;
(16) procedures for monitoring the effectiveness of the quality system.
(b) Suppliers which are certified to officially recognised standards that have a
quality system that includes the elements specified in (a) may be acceptable;
such standards include:
(1) EN/AS9120 and listed in the OASIS database;
(2) ASA-100;
(3) EASO 2012;
(4) FAA AC 00-56.
The use of such suppliers does not exempt the organisation from its obligations
under 145.A.42 to ensure that supplied components and materials are in
satisfactory condition and meet the applicable criteria of 145.A.42.
(c) Supplier evaluation may depend on different factors, such as the type of
component, whether or not the supplier is the manufacturer of the component,
the TC holder or a maintenance organisation, or even specific circumstances
such as aircraft on ground. This evaluation may be limited to a questionnaire
from the Part-145 organisation to its suppliers, a desktop evaluation of the
supplier’s procedures or an on-site audit, if deemed necessary.
INSTALLATION OF COMPONENTS
Components, standard parts and materials should only be installed when they
are specified in the applicable maintenance data. This could include parts
catalogue (IPC), service bulletins (SBs), aircraft maintenance manual (AMM),
component maintenance manual (CMM) etc. So, the installation of a
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component, standard part or material can only be done after checking the
applicable maintenance data.
This check should ensure that the part number, modification status, limitations,
etc., of the component, standard part or material are the ones specified in the
applicable maintenance data of the particular aircraft or component (i.e. IPC,
SB, AMM, CMM, etc.) where the component, standard part or material is going
to be installed. The organisation should establish procedures to ensure that
this check is performed before installation.
FABRICATION OF PARTS FOR INSTALLATION
(a) The agreement of the competent authority on the fabrication of parts by the
approved maintenance organisation should be formalised through the
approval of a detailed procedure in the Maintenance Organisation Exposition
(MOE). This AMC contains principles and conditions to be taken into account
for the preparation of an acceptable procedure.
(b) Fabrication, inspection, assembly and test should be clearly within the
technical and procedural capability of the organisation.
(c) All necessary data to fabricate the part should be approved either by the
Agency or the type certificate (TC) holder, or CAR 21 design organisation
approval holder, or supplemental type certificate (STC) holder.
(d) Items that are fabricated by an organisation approved under CAR-145 may
only be used by that organisation in the course of overhaul, maintenance,
modifications, or repair of aircraft or components, performing work at its own
facilities. The permission to fabricate does not constitute approval for
manufacture, or to supply externally, and the parts do not qualify for CA Form
1 certification. This prohibition also applies to the bulk transfer of surplus
inventory, in that locally fabricated parts are physically segregated and
excluded from any delivery certification.
(e) Fabrication of parts, modification kits, etc., for onward supply and/or sale may
not be conducted by an organisation that is approved under CAR-145.
(f) The data specified in (c) may include repair procedures that involve the
fabrication of parts. Where the data on such parts is sufficient to facilitate
fabrication, the parts may be fabricated by an organisation that is approved
under CAR-145. Care should be taken to ensure that the data include details
of part numbering, dimensions, materials, processes, and any special
manufacturing techniques, special raw material specification and/or incoming
inspection requirement, and that the approved organisation has the necessary
capability to fabricate those parts. That capability should be defined by way of
exposition content. Where special processes or inspection procedures are
defined in the approved data which are not available at the organisation, the
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organisation cannot fabricate the part unless the TC/STC holder gives an
approved alternative.
(g) Examples of fabrication within the scope of a CAR-145 approval may include
but are not limited to the following:
(1) fabrication of bushes, sleeves and shims;
(2) fabrication of secondary structural elements and skin panels;
(3) fabrication of control cables;
(4) fabrication of flexible and rigid pipes;
(5) fabrication of electrical cable looms and assemblies;
(6) formed or machined sheet metal panels for repairs.
All the above-mentioned fabricated parts should be in accordance with the data
provided in the overhaul or repair manuals, modification schemes and service
bulletins, drawings, or should be otherwise approved by the competent
authority.
Note: It is not acceptable to fabricate any item to pattern unless an engineering

drawing of the item is produced which includes any necessary fabrication
process and which is acceptable to the competent authority.
(h) Where a TC holder or an approved production organisation is prepared to

make available complete data which is not referred to in the aircraft manuals
or service bulletins but provides manufacturing drawings for items specified in
parts lists, the fabrication of these items is not considered to be within the
scope of an approval unless agreed otherwise by the competent authority in
accordance with a procedure specified in the exposition.
(i) Inspection and identification
Any locally fabricated part should be subject to inspection before, separately,

and preferably independently from any inspection of its installation. The
inspection should establish full compliance with the relevant manufacturing
data, and the part should be unambiguously identified as fit for use by stating
conformity to the approved data. Adequate records should be maintained of
all such fabrication processes including heat treatment and final inspections.
All parts, except those that do not have enough space, should carry a part
number which clearly relates it to the manufacturing/inspection data. In
addition to the part’s number, the organisation’s identity should be marked on
the part for traceability purposes.
AMC1 145.A.42(c) Components
SEGREGATION OF COMPONENTS
(a) Unserviceable components should be identified and stored in a secure

location that is under the control of the maintenance organisation until a
decision is made on the future status of such components. The organisation
that declared the component to be unserviceable may transfer its custody after
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identifying it as unserviceable to the aircraft owner provided that such transfer

is reflected in the aircraft logbook, or engine logbook, or component logbook.
(b) ‘Secure location under the control of an approved maintenance organisation’

refers to a secure location whose security is the responsibility of the approved
maintenance organisation. This may include facilities that are established by
the organisation at locations different from the main maintenance facilities.
These locations should be identified in the relevant procedures of the
organisation.
(c) In the case of unsalvageable components, the organisation should:

(1) retain such component in the secure location referred to in paragraph (b);
(2) arrange for the component to be mutilated in a manner that ensures that they
are beyond economic salvage or repair before disposing it; or
(3) mark the component indicating that it is unsalvageable, when in agreement

with the component owner, the component is disposed of for legitimate non-
flight uses (such as training and education aids, research and development),
or for non-aviation applications, mutilation is often not appropriate.
Alternatively to marking, the original part number or data plate information can
be removed or a record kept of the disposal of the components.
GM1 145.A.42(c)(1) Components
MUTILATION OF COMPONENTS
(a) Mutilation should be accomplished in such a manner that the components
become permanently unusable for their originally intended use. Mutilated
components should not be able to be reworked or camouflaged to provide the
appearance of being serviceable, such as by replating, shortening and
rethreading long bolts, welding, straightening, machining, cleaning, polishing,
or repainting.
(b) Mutilation may be accomplished by one or a combination of the following

procedures:
(1) grinding;
(2) burning;
(3) removal of a major lug or other integral feature;
(4) permanent distortion of parts;
(5) cutting a hole with cutting torch or saw;
(6) melting;
(7) sawing into many small pieces; and
(8) any other method accepted by the competent authority.
(c) The following procedures are examples of mutilation that are often less
successful because they may not be consistently effective:
(1) stamping or vibro-etching;
(2) spraying with paint;
(3) small distortions, incisions, or hammer marks;
(4) identification by tags or markings;
(5) drilling small holes; and
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(6) sawing in two pieces only.
145. A.45 Maintenance data
a) The organisation shall hold and use applicable current maintenance data in
the performance of maintenance, including modifications and repairs.
‘Applicable’ means relevant to any aircraft, component or process specified in
the organisation's approval class rating schedule and in any associated
capability list.
In the case of maintenance data provided by an operator or customer, the

organisation shall hold such data when the work is in progress, with the
exception of the need to comply with 145.A.55 (c).
b) For the purposes of this CAR, applicable maintenance data shall be any of the
following:
1. Any applicable requirement, procedure, operational directive or
information issued by DGCA.
2. Any applicable airworthiness directive issued by DGCA.
3. Instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders, any other organisation required to
publish such data by CAR-21 and in the case of aircraft or components
from outside countries the airworthiness data mandated by DGCA.
4. Any applicable standard, such as but not limited to, maintenance standard
practices recognized by DGCA as a good standard for maintenance;
5. Any applicable data issued in accordance with paragraph (d).
c) The organisation shall establish procedures to ensure that if found, any

inaccurate, incomplete or ambiguous procedure, practice, information or
maintenance instruction contained in the maintenance data used by
maintenance personnel is recorded and notified to the author of the
maintenance data.
d) The organisation may only modify maintenance instructions in accordance

with a procedure specified in the maintenance organisation's exposition. With
respect to those changes, the organisation shall demonstrate that they result
in equivalent or improved maintenance standards and shall inform the type-
certificate holder of such changes.
‘Maintenance instructions’ for the purposes of this paragraph means

instructions on how to carry out the particular maintenance task: they exclude
the engineering design of repairs and modifications.
e) The organisation shall provide a common work card or worksheet system to

be used throughout relevant parts of the organisation. In addition, the
organisation shall either transcribe accurately the maintenance data
contained in paragraphs (b) and (d) onto such work cards or worksheets or
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make precise reference to the particular maintenance task or tasks contained

in such maintenance data. Work cards andworksheets may be computer
generated and held on an electronic database subject to both adequate
safeguards against un-authorised alteration and a back-up electronic
database which shall be updated within 24 hours of any entry made to the
main electronic database. Complex maintenance tasks shall be transcribed
onto the work cards or worksheets and subdivided into clear stages to ensure
a record of the accomplishment of the complete maintenance task.
Where the organisation provides a maintenance service to an aircraft operator

who requires their work card or worksheet system to be used then such work
card or worksheet system may be used. In this case, the organisation shall
establish a procedure to ensure correct completion of the aircraft operators'
work cards or worksheets.
f) The organisation shall ensure that all applicable maintenance data is readily
available for use when required by maintenance personnel.
g) The organisation shall establish a procedure to ensure that maintenance data

it controls is kept up to date. In the case of operator/customer controlled and
provided maintenance data, the organisation shall be able to show that either
it has written confirmation from the operator/customer that all such
maintenance data is up to date or it has work orders specifying the amendment
status of the maintenance data to be used or it can show that it is on the
operator/customer maintenance data amendment list.
AMC 145.A.45 (b) Maintenance data

1. Except as specified in sub-paragraph 5, each maintenance organisation
approved under CAR-145 should hold and use the following minimum
maintenance data relevant to the organisation’s approval class rating: All
maintenance related implementing Rules and associated AMCs, approval
specifications and Guidance Material, all applicable maintenance
requirements and notices which have not been superseded, procedure or
directive and all applicable airworthiness directives as well as Critical Design
Configuration Control Limitations..
2. In addition to sub-paragraph 1, an organisation with an approval class rating
in category A - Aircraft, should hold and use the following maintenance data
where published: The appropriate sections of the operator’s aircraft
maintenance programme, aircraft maintenance manual, repair manual,
supplementary structural inspection document, corrosion control document,
service bulletins, service letters, service instructions, modification leaflets,
NDT manual, parts catalogue, type certificate data sheet and any other
specific document issued by the type certificate or supplementary type
certificate holder as maintenance data.

in category B - Engines/APUs, should hold and use the following maintenance
data where published: The appropriate sections of the engine/APU
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maintenance and repair manual, service bulletins, service letters, modification

leaflets, non-destructive testing (NDT) manual, parts catalogue, type
certificate data sheet and any other specific document issued by the type
certificate holder as maintenance data.
in category C - Components other than complete engines/APUs, should hold
and use the following maintenance data where published:
The appropriate sections of the vendor maintenance and repair manual,

service bulletins and service letters plus any document issued by the type
certificate holder as maintenance data on whose product the component may
be fitted when applicable.
5. Appropriate sections of the sub-paragraphs 2 to 4 additional maintenance

data means in relation to the maintenance work scope at each particular
maintenance facility. For example, a base maintenance facility should have
almost complete set(s) of the maintenance data whereas a line maintenance
facility may need only the maintenance manual and the parts catalogue.
6. An organisation only approved in class rating category D – Specialised

services, should hold and use all applicable specialised service(s) process
specifications.
AMC 145.A.45(c) Maintenance data

1. The referenced procedure should ensure that when maintenance personnel
discover inaccurate, incomplete or ambiguous information in the maintenance
data they should record the details. The procedure should then ensure that
the CAR-145 approved maintenance organisation notifies the problem to the
author of the maintenance data in a timely manner. A record of such
communications to the author of the maintenance data should be retained by
the CAR-145 approved organisation until such time as the type certificate
holder has clarified the issue by e.g. amending the maintenance data.
2. The referenced procedure should be specified in the maintenance

AMC 145.A.45 (d) Maintenance data
The referenced procedure should address the need for a practical
demonstration by the mechanic to the quality personnel of the proposed
modified maintenance instruction. When satisfied the quality personnel should
approve the modified maintenance instruction and ensure that the type
certificate or supplementary type certificate holder is informed of the modified
maintenance instruction. The procedure should include a paper/electronic
traceability of the complete process from start to finish and ensure that the
relevant maintenance instruction clearly identifies the modification. Modified
maintenance instructions should only be used in the following circumstances;
a) Where the type certificate / supplementary type certificate holders original

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intent can be carried out in a more practical or more efficient manner.
b) Where the type certificate / supplementary type certificate holders original

intent cannot be achieved by following the maintenance instructions. For
example, where a component cannot be replaced following the original
maintenance instructions.
c) For the use of alternative tools / equipment.
Important Note: Critical Design Configuration Control Limitations (CDCCL) are

airworthiness limitations. Any modification of the maintenance instructions
linked to CDCCL constitutes an aircraft modification that should be approved
in accordance with CAR-21.
AMC 145.A.45 (e) Maintenance Data

1. The maintenance organisation should: transcribe accurately the maintenance
data onto such work cards or worksheets, or· make precise reference to the
particular maintenance task(s) contained in such maintenance data, which
already identifies the task as a CDCCL where applicable.
2. Relevant parts of the organisation means with regard to aircraft base
maintenance, aircraft line maintenance, engine workshops, mechanical
workshops and avionic workshops. Therefore, engine workshops for example
should have a common system throughout such engine workshops that may
be different to that in the aircraft base maintenance.
3. The work cards should differentiate and specify, when relevant, disassembly,
accomplishment of task, reassembly and testing. In the case of a lengthy
maintenance task involving a succession of personnel to complete such a
task, it may be necessary to use supplementary work cards or worksheets to
indicate what was actually accomplished by each individual person.
AMC 145.A.45 (f) Maintenance Data
1. Data being made available to personnel maintaining aircraft means that the
data should be available in close proximity to the aircraft being maintained, for
supervisors, mechanics and certifying staff to study.
2. Where computer systems are used, the number of computer terminals should
be sufficient in relation to the size of the work programme to enable easy
access, unless the computer system can produce paper copies. Where
microfilm or microfiche readers/ printers are used, a similar requirement is
applicable.
AMC 145.A.45 (g) Maintenance data
1. To keep data up to date a procedure should be set up to monitor the

amendment status of all data and maintain a check that all amendments are
being received by being a subscriber to any document amendment scheme.
Special attention should be given to TC related data such as certification life-
limited parts, airworthiness limitations and Airworthiness Limitation Items
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(ALI), etc.
145.A.47 Production planning
a) The organisation shall have a system appropriate to the amount and

complexity of work to plan the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities in order to ensure the
safe completion of the maintenance work.
b) The planning of maintenance tasks, and the organising of shifts, shall take
into account human performance limitations.
c) When it is required to hand over the continuation or completion of

maintenance tasks for reasons of a shift or personnel changeover, relevant
information shall be adequately communicated between outgoing and
incoming personnel.
AMC 145.A.47 (a) Production planning

1. Depending on the amount and complexity of work generally performed by the
maintenance organisation, the planning system may range from a very simple
procedure to a complex organisational set-up including a dedicated planning
function in support of the production function.
2. For the purpose of CAR-145, the production planning function includes two
complementary elements:
 scheduling the maintenance work ahead, to ensure that it will not

adversely interfere with other work as regards the availability of all
necessary personnel, tools, equipment, material, maintenance data and
facilities.
 during maintenance work, organising maintenance teams and shifts and
provide all necessary support to ensure the completion of maintenance
without undue time pressure.
3. When establishing the production planning procedure, consideration should
be given to the following:
 logistics,
 inventory control,
 square meters of accommodation,
 man-hours estimation,
 man-hours availability,
 preparation of work,
 hangar availability,
 environmental conditions (access, lighting standards and cleanliness),
 co-ordination with internal and external suppliers, etc.
 scheduling of critical maintenance tasks during periods when staff are
likely to be most alert.
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AMC145.A.47 (b) Production planning
Limitations of human performance, in the context of planning safety related tasks,

refers to the upper and lower limits, and variations, of certain aspects of human
performance (Circadian rhythm / 24 hours body cycle) which personnel should be
aware of when planning work and shifts.
AMC145.A.47(c) Production planning
The primary objective of the changeover / handover information is to ensure

effective communication at the point of handing over the continuation or
completion of maintenance actions. Effective task and shift handover depends on
three basic elements:
 The outgoing person’s ability to understand and communicate the important
elements of the job or task being passed over to the incoming person.
 The incoming person’s ability to understand and assimilate the information
being provided by the outgoing person.
 A formalised process for exchanging information between outgoing and
incoming persons and a planned shift overlap and a place for such exchanges
to take place.
145. A.48 Performance of maintenance
The organisation shall establish procedures to ensure that:

(a) after completion of maintenance a general verification is carried out to ensure
that the aircraft or component is clear of all tools, equipment and any extraneous
parts or material, and that all access panels removed have been refitted
(b) an error capturing method is implemented after the performance of any critical
maintenance task;
(c) the risk of multiple errors during maintenance and the risk of errors being
repeated in identical maintenance tasks are minimised; and,
(d) damage is assessed and modifications and repairs are carried out using data
specified in point M.A.304.
GM 145.A.48 Performance of maintenance
AUTHORISED PERSON
An ‘authorised person’ is a person formally authorised by the maintenance
organisation to perform or supervise a maintenance task. An ‘authorised person’
is not necessarily ‘certifying staff’.
SIGN-OFF
A ‘sign-off’ is a statement issued by the ‘authorised person’ which indicates that
the task or group of tasks has been correctly performed. A ‘sign-off’ relates to
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one step in the maintenance process and is, therefore, different to a certificate
of release to service.
AMC1 145.A.48(b) Performance of maintenance
The procedure should identify the error-capturing methods, the critical

maintenance tasks, the training and qualification of staff applying error-capturing
methods, and how the organisation ensures that its staff is familiar with critical
maintenance tasks and error-capturing methods
CRITICAL MAINTENANCE TASKS
(a) The procedure should ensure that the following maintenance tasks are
reviewed to assess their impact on flight safety:
(1) tasks that may affect the control of the aircraft flight path and attitude, such
as installation, rigging and adjustments of flight controls;
(2) aircraft stability control systems (autopilot, fuel transfer);
(3) tasks that may affect the propulsive force of the aircraft, including
installation of aircraft engines, propellers and rotors; and
(4) overhaul, calibration or rigging of engines, propellers, transmissions and

gearboxes.
(b) The procedure should describe which data sources are used to identify
critical maintenance tasks. Several data sources may be used, such as:
(1) information from the design approval holder;

(2) accident reports;
(3) investigation and follow-up of incidents;
(4) occurrence reporting;
(5) flight data analysis;
(6) results of audits;
(7) normal operations monitoring schemes; and
(8) feedback from training.’
ERROR-CAPTURING METHODS
a) Error-capturing methods are those actions defined by the organisation to

detect maintenance errors made when performing maintenance.
b) The organisation should ensure that the error-capturing methods are

adequate for the work and the disturbance of the system. A combination of
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several actions (visual inspection, operational check, functional test, rigging

check) may be necessary in some cases.
INDEPENDENT INSPECTION
Independent inspection is one possible error-capturing method.
(a) What is an independent inspection
An independent inspection is an inspection performed by an ‘independent

qualified person’ of a task carried out by an ‘authorised person’, taking into
account that:
(1) the ‘authorised person’ is the person who performs the task or supervises the
task and they assume the full responsibility for the completion of the task in
accordance with the applicable maintenance data;
(2) the ‘independent qualified person’ is the person who performs the independent
inspection and attests the satisfactory completion of the task and that no
deficiencies have been found. The ‘independent qualified person’ does not issue
a certificate of release to service, therefore they are not required to hold
certification privileges;
(3) the ‘authorised person’ issues the certificate of release to service or signs off
the completion of the task after the independent inspection has been carried out
satisfactorily;
(4) the work card system used by the organisation should record the identification
of both persons and the details of the independent inspection as necessary before
the certificate of release to service or sign-off for the completion of the task is
issued.
(b) Qualifications of persons performing independent inspections The

organisation should have procedures to demonstrate that the ‘independent
qualified person’ has been trained and has gained experience in the specific
inspection to be performed. The organisation could consider making use of, for
example:
(1) staff holding a certifying staff or support staff or sign-off authorisation or

equivalent necessary to release or sign off the critical maintenance task;
(2) staff holding a certifying staff or support staff or sign-off authorisation or

equivalent necessary to release or sign off similar task in a product of similar
category and having received specific practical training in the task to be inspected;
or
(3) a commander holding a limited certification authorisation in accordance with

145.A.30(j)(4) and having received adequate practical training and having enough
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experience in the specific task to be inspected and on how to perform independent

inspection.
(c) How to perform an independent inspection An independent inspection should

ensure correct assembly, locking and sense of operation. When inspecting control
systems that have undergone maintenance, the independent qualified person
should consider the following points independently:
(1) all those parts of the system that have actually been disconnected or disturbed
should be inspected for correct assembly and locking;
(2) the system as a whole should be inspected for full and free movement over
the complete range;
(3) cables should be tensioned correctly with adequate clearance at secondary

stops;
(4) the operation of the control system as a whole should be observed to ensure
that the controls are operating in the correct sense;
(5) if different control systems are interconnected so that they affect each other,
all the interactions should be checked through the full range of the applicable
controls; and
(6) software that is part of the critical maintenance task should be checked, for
example: version, compatibility with aircraft configuration.
(c) What to do in unforeseen cases when only one person is available
REINSPECTION:
(1) Reinspection is an error-capturing method subject to the same conditions as
an independent inspection is, except that the ‘authorised person’ performing the
maintenance task is also acting as ‘independent qualified person’ and performs
the inspection.
(2) Reinspection, as an error-capturing method, should only be performed in
unforeseen circumstances when only one person is available to carry out the task
and perform the independent inspection. The circumstances cannot be
considered unforeseen if the person or organisation has not assigned a suitable
‘independent qualified person’ to that particular line station or shift.
(3) The certificate of release to service is issued after the task has been performed
by the ‘authorised person’ and the reinspection has been carried out satisfactorily.
The work card system used by the organisation should record the identification
and the details of the reinspection before the certificate of release to service for
the task is issued.
AMC 145.A.48(c) Performance of maintenance
The procedures should be aimed at:

(a) minimising multiple errors and preventing omissions. Therefore, the
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procedures should specify:

(1) that every maintenance task is signed off only after completion;
(2) how the grouping of tasks for the purpose of sign-off allows critical steps to be
clearly identified; and
(3) that work performed by personnel under supervision (i.e. temporary staff,
trainees) is checked and signed off by an authorised person;
(b) minimising the possibility of an error being repeated in identical tasks and,
therefore, compromising more than one system or function. Thus, the procedures
should ensure that no person is required to perform a maintenance task involving
removal/installation or assembly/disassembly of several components of the
same type fitted to more than one system, a failure of which could have an impact
on safety, on the same aircraft or component during a particular maintenance
check. However, in unforeseen circumstances when only one person is available,
the organisation may make use of reinspection as described in point (d) of AMC4
145.A.48(b).’
GM 145.A.48(c) Performance of maintenance
To minimise the risk of multiple errors or errors being repeated, the organisation
may implement:
— procedures to plan the performance by different persons of the same task

in different systems;
— duplicate inspection or re-inspection procedures.
GM 145.A.48(d) Performance of maintenance — critical design

configuration control limitations (CDCCL)
The organisation should ensure that when performing maintenance the CDCCL
are not compromised. The organisation should pay particular attention to possible
adverse effects of any change to the wiring of the aircraft, even of a change not
specifically associated with the fuel tank system. For example, it should be
common practice to identify segregation of fuel gauging system wiring as a
CDCCL. The organisation can prevent adverse effects associated with changes
to the wiring by standardising maintenance practices through training, and not
through periodic inspections. Training should be provided to avoid indiscriminate
routing and splicing of wire and to provide comprehensive knowledge of critical
design features of fuel tank systems that would be controlled by a CDCCL.
Guidance on the training of maintenance organisation personnel is provided in
Appendix IV to AMC 145.A.35.
145.A.50 Certification of maintenance
a) A certificate of release to service shall be issued by appropriately authorised

certifying staff on behalf of the organisation when it has been verified that all
maintenance ordered has been properly carried out by the organisation in
accordance with the procedures specified in 145.A.70, taking into account the
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availability and use of the maintenance data specified in 145.A.45 and that
there are no non-compliances which are known to endanger flight safety.
b) A certificate of release to service shall be issued before flight at the

completion of any maintenance.
c) New defects or incomplete maintenance work orders identified during the

above maintenance shall be brought to the attention of the aircraft operator
for the specific purpose of obtaining agreement to rectify such defects or
completing the missing elements of the maintenance work order. In the case
where the aircraft operator declines to have such maintenance carried out
under this paragraph, paragraph (e) is applicable.
d) A certificate of release to service shall be issued at the completion of any

maintenance on a component whilst off the aircraft. The authorised release
certificate or airworthiness approval tag identified as CA Form 1 in Appendix
I to this CAR constitutes the component certificate of release to service except
if otherwise specified in point M.A.502(b) . When an organisation maintains a
component for its own use, CA Form 1 may not be necessary depending upon
the organisation's internal release procedures defined in the exposition.
e) By derogation to paragraph (a), when the organisation is unable to complete

all maintenance ordered, it may issue a certificate of release to service within
the approved aircraft limitations. The organisation shall enter such fact in the
aircraft certificate of release to service before the issue of such certificate.
f) By derogation to paragraph (a) and 145.A.42, when an aircraft is grounded at

a location other than the main line station or main maintenance base due to
the non- availability of a component with the appropriate release certificate, it
is permissible to temporarily fit a component without the appropriate release
certificate for a maximum of 30 flight hours or until the aircraft first returns to
the main line station or main maintenance base, whichever is the sooner,
subject to the aircraft operator agreement and said component having a
suitable release certificate but otherwise in compliance with all applicable
maintenance and operational requirements. Such components shall be
removed by the above prescribed time limit unless an appropriate release
certificate has been obtained in the meantime under paragraph (a) and
145.A.42.
AMC 145.A.50 (a) Certification of Maintenance
Endangers the flight safety” means any instances where safe operation could
not be assured or which could lead to an unsafe condition. It typically includes,
but is not limited to, significant cracking, deformation, corrosion or failure of
primary structure, any evidence of burning, electrical arcing, significant
hydraulic fluid or fuel leakage and any emergency system or total system failure.
An airworthiness directive overdue for compliance is also considered a hazard
to flight safety.
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AMC145.A.50 (b) Certification of maintenance

1. The certificate of release to service should contain the following
statement:
'Certifies that the work specified except as otherwise specified was carried out
in accordance with CAR-145 and in respect to that work the aircraft/aircraft
component is considered ready for release to service'.
Reference should also be made to the CAR 145 approval number.
2. It is acceptable to use an alternate abbreviated certificate of release to service

consisting of the following statement ‘CAR-145 release to service’ instead
of the full certification statement specified in paragraph 1. When the
alternate abbreviated certificate of release to service is used, the introductory
section of the technical log should include an example of the full certification
statement from paragraph 1.
3 The certificate of release to service should relate to the task specified in the
(S)TC holder’s or operator's instruction or the aircraft maintenance program
which itself may cross-refer to a maintenance data
4. The date such maintenance was carried out should include when the
maintenance took place relative to any life or overhaul limitation in terms of
date/flying hours/cycles/ Iandings etc., as appropriate.
5. When extensive maintenance has been carried out, it is acceptable for the
certificate of release to service to summarise the maintenance so long as
there is a unique cross-reference to the work-pack containing full details of
maintenance carried out. Dimensional information should be retained in the
work-pack record.
AMC No.1 to 145.A.50 (d) Certification of maintenance
The purpose of the certificate is to release assemblies/items/components/parts

(hereafter referred to as ‘item(s)’) after maintenance and to release maintenance
work carried out on such items under the approval of DGCA and to allow items
removed from one aircraft/aircraft component to be fitted to another
aircraft/aircraft component.
The certificate is to be used for export/import purposes, as well as for domestic
purposes, and serves as an official certificate for items from the
manufacturer/maintenance organisation to users.
It can only be issued by organisations approved by DGCA within the scope of the
approval.
The certificate may be used as a rotable tag by utilising the available space on
the reverse side of the certificate for any additional information and despatching
the item with two copies of the certificate so that one copy may be eventually
returned with the item to the maintenance organisation. The alternative solution
is to use existing rotable tags and also supply a copy of the certificate.
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Under no circumstances may a certificate be issued for any item when it is known
that the item has a defect considered a serious hazard to flight safety.
A certificate should not be issued for any item when it is known that the item is
unserviceable except in the case of an item undergoing a series of maintenance
processes at several maintenance organisations approved under CAR-145 and
the item needs a certificate for the previous maintenance process carried out for
the next maintenance organisation approved under CAR-145 to accept the item
for subsequent maintenance processes. In such cases, a clear statement of
limitation should be endorsed in Block 12.
AMC No. 2 to 145.A.50 (d) Certification of maintenance
1. A component which has been maintained off the aircraft needs the issuance
of a certificate of release to service for such maintenance and another
certificate of release to service in regard to being installed properly on the
aircraft when such action occurs
When an organisation maintains a component for use by the organisation, a

CA Form 1 may not be necessary depending upon the organisation’s
internal release procedures defined in the maintenance organisation
exposition.
2. In the case of the issue of CA Form 1 for components in storage prior to CAR-
145 and CAR-21 became effective and not released on a CA Form 1 or
equivalent in accordance with 145.A.42(a) or removed serviceable from a
serviceable aircraft or an aircraft which have been withdrawn from service the
following applies.
2.1 A CA Form 1 may be issued for an aircraft component which has been:
 Maintained before CAR-145 became effective or manufactured before
CAR-21 became effective.
 Used on an aircraft and removed in a serviceable condition. Examples

include leased and loaned aircraft components.
 Removed from aircraft which have been withdrawn from service, or from
aircraft which have been involved in abnormal occurrences such as
accidents, incidents, heavy landings or lightning strikes.
 maintained by an unapproved organisation.
2.2 An appropriately rated maintenance organisation approved under CAR-
145 may issue a CA Form 1 as detailed in this AMC sub-paragraph 2.5 to
2.9, as appropriate, in accordance with procedures detailed in the
exposition as approved by DGCA. The appropriately rated organisation is
responsible for ensuring that all reasonable measures have been taken to
ensure that only approved and serviceable aircraft components are issued
a CA Form 1 under this paragraph.
2.3 For the purposes of this AMC No 2 only, appropriately rated means an
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organisation with an approval class rating for the type of component or for
the product in which it may be installed.
2.4 A CA Form 1 issued in accordance with this paragraph 2 should be issued

by signing in block 14b and stating "Inspected/Tested" in block 11. In
addition, block 12 should specify:
2.4.1 When the last maintenance was carried out and by whom.
2.4.2 If the component is unused, when the component was manufactured

and by whom with a cross reference to any original documentation
which should be included with the Form.
2.4.3 A list of all airworthiness directives, repairs and modifications known

to have been incorporated. If no airworthiness directives or repairs or
modifications are known to be incorporated then this should be so
stated.
2.4.4 Detail of life used for service life limited parts being any
combination of fatigue, overhaul or storage life.
2.4.5 For any aircraft component having its own maintenance history
record, reference to the particular maintenance history record as long
as the record contains the details that would otherwise be required in
block 12. The maintenance history record and acceptance test report
or statement, if applicable, should be attached to the CA Form 1.
2.5 New / unused aircraft components
2.5.1 Any unused aircraft component in storage without a CA Form 1 up to

the effective date(s) for CAR-21 that was manufactured by an
organisation acceptable to DGCA at the time may be issued a CA
Form 1 by an appropriately rated maintenance organisation approved
under CAR-145. The CA Form 1 should be issued in accordance with
the following subparagraphs which should be included in a procedure
within the maintenance organisation exposition.
Note 1: It should be understood that the release of a stored but

unused
aircraft component in accordance with this paragraph represents a
maintenance release under CAR- 145 and not a production release
under CAR-21. It is not intended to bypass the production release
procedure agreed by DGCA for parts and subassemblies intended
for fitment on the manufacturer’s own production line.
a) An acceptance test report or statement should be available for all

used and unused aircraft components that are subjected to
acceptance testing after manufacturing or maintenance as
appropriate.
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b) The aircraft component should be inspected for compliance with

the manufacturer’s instructions and limitations for storage and
condition including any requirement for limited storage life,
inhibitors, controlled climate and special storage containers. In
addition or in the absence of specific storage instructions the
aircraft component should be inspected for damage, corrosion
and leakage to ensure good condition.
c) The storage life used of any storage life limited parts should be
established.
2.5.2 If it is not possible to establish satisfactory compliance with all

applicable conditions specified in subparagraph 2.5.1 (a) to (c)
inclusive, the aircraft component should be disassembled by an
appropriately rated organisation and subjected to a check for
incorporated airworthiness directives, repairs and modifications and
inspected/tested in accordance with the manufacturer’s maintenance
instructions to establish satisfactory condition and, if relevant, all
seals, lubricants and life limited parts replaced. On satisfactory
completion after reassembly a CA Form 1 may be issued stating what
was carried out and the reference of the maintenance data included.
2.6 Used aircraft components removed from a serviceable aircraft.
2.6.1 Serviceable aircraft components removed from a DGCA registered

aircraft may be issued a CA Form 1 by an appropriately rated
organisation subject to compliance with this subparagraph.
a) The organisation should ensure that the component was

removed from the aircraft by an appropriately qualified person.
b) The aircraft component may only be deemed serviceable if the

last flight operation with the component fitted revealed no faults
on that component /related system.
c) The aircraft component should be inspected for satisfactory

condition including in particular damage, corrosion or leakage and
compliance with any additional manufacturer’s maintenance
instructions. data
d) The aircraft record should be researched for any unusual events

that could affect the serviceability of the aircraft component such
as involvement in accidents, incidents, heavy landings or lightning
strikes. Under no circumstances may a CA Form 1 be issued in
accordance with this paragraph 2.6 if it is suspected that the
aircraft component has been subjected to extremes of stress,
temperatures or immersion which could affect its operation.
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e) A maintenance history record should be available for all used

serialised aircraft components.
f) Compliance with known modifications and repairs should be

established.
g) The flight hours/cycles/landings as applicable of any service life

limited parts including time since overhaul should be established.
h) Compliance with known applicable airworthiness directives

should be established.
i) Subject to satisfactory compliance with this subparagraph 2.6.1 a

CA Form 1 may be issued and should contain the information as
specified in paragraph 2.4 including the aircraft from which the
aircraft component was removed.
2.6.2 Serviceable aircraft components removed from a non-Indian

registered aircraft may only be issued a CA Form 1 if the components
are leased or loaned from the maintenance organisation approved
under CAR-145 who retains control of the airworthiness status of the
components. A CA Form 1 may be issued and should contain the
information as specified in paragraph 2.4 including the aircraft from
which the aircraft component was removed.
2.7 Used aircraft components removed from an aircraft withdrawn from

service. Serviceable aircraft components removed from an Indian
registered aircraft withdrawn from service may be issued a CA Form 1 by
a maintenance organisation approved under CAR-145 subject to
compliance with this sub paragraph.
a) Aircraft withdrawn from service are sometimes dismantled for spares.

This is considered to be a maintenance activity and should be
accomplished under the control of an organisation approved under
CAR-145, employing procedures approved by DGCA.
b) To be eligible for installation components removed from such aircraft

may be issued with a CA Form one by an appropriately rated
organisation following a satisfactory assessment.
c) As a minimum the assessment will need to satisfy the standards set

out in paragraphs 2.5 and 2.6 as appropriate. This should where
known, include the possible need for the alignment of scheduled
maintenance that may be necessary to comply with the maintenance
programme applicable to the aircraft on which the component is to be
installed.
d) Irrespective of whether the aircraft holds a certificate of airworthiness

or not, the organisation responsible for certifying any removed
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component should satisfy itself that the manner in which the

components were removed and stored are compatible with the
standards required by CAR-145.
e) A structured plan should be formulated to control the aircraft

disassembly process. The disassembly is to be carried out by an
appropriately rated organisation under the supervision of certifying
staff, who will ensure that the aircraft components are removed and
documented in a structured manner in accordance with the appropriate
maintenance data and disassembly plan.
f) All recorded aircraft defects should be reviewed and the possible

effects these may have on both normal and standby functions of
removed components are to be considered.
g) Dedicated control documentation is to be used as detailed by the

disassembly plan, to facilitate the recording of all maintenance actions
and component removals performed during the disassembly process.
Components found to be unserviceable are to be identified as such and
quarantined pending a decision on the actions to be taken. Records of
the maintenance accomplished to establish serviceability are to form
part of the component maintenance history.
h) Suitable CAR-145 facilities for the removal and storage of removed

components are to be used which include suitable environmental
conditions, lighting, access equipment, aircraft tooling and storage
facilities for the work to be undertaken. While it may be acceptable for
components to be removed, given local environmental conditions,
without the benefit of an enclosed facility subsequent disassembly (if
required) and storage of the components should be in accordance with
manufacturer’s recommendations.
2.8 Used aircraft components maintained by organizations not approved in

accordance with CAR-145.
For used components maintained by a maintenance organisation not

unapproved under CAR-145, due care should be exercised before
acceptance of such components. In such cases an appropriately rated
maintenance organisation approved under CAR-145 should establish
satisfactory conditions by:
a. dismantling the component for sufficient inspection in accordance with

the appropriate maintenance data,
b. replacing of all service life limit components when no satisfactory
evidence of life used is available and/or the components are in an
unsatisfactory condition,
c. reassembling and testing as necessary the component,
d. completing all certification requirements as specified in 145.A.50.
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2.9 Used aircraft components removed from an aircraft involved in an accident

or incident.
Such components should only be issued with a CA Form 1 when

processed in accordance with paragraph 2.7 and a specific work order
including all additional necessary tests and inspections made necessary
by the accident or incident. Such a work order may require input from the
TC holder or original manufacturer as appropriate. This work order should
be referenced in block 12.
AMC 145.A.50 (e) Certification of maintenance
1. Being unable to establish full compliance with sub-paragraph 145.A.50 (a)
means that the maintenance required by the aircraft operator could not be
completed due either to running out of available aircraft maintenance
downtime for the scheduled check or by virtue of the condition of the aircraft
requiring additional maintenance downtime.
2. The aircraft operator is responsible for ensuring that all required maintenance
has been carried out before flight and therefore 145.A.50 (e) requires such
operator to be informed in the case where full compliance with 145.A.50 (a)
cannot be achieved within the operators limitations. If the operator agrees to
the deferment of full compliance, then the certificate of release to service may
be issued subject to details of the deferment, including the operator’s
authority, being endorsed on the certificate.
NOTE: Whether or not the aircraft operator does have the authority to defer
maintenance is an issue between the aircraft operator and DGCA. In case of
doubt concerning such a decision of the operator, the approved maintenance
organisation should inform DGCA of such doubt, before issue of the certificate
of release to service. This will allow DGCA to investigate the matter as
appropriate.
3. The procedure should draw attention to the fact that 145.A.50 (a) does not
normally permit the issue of a certificate of release to service in the case of
non- compliance and should state what action the mechanic, supervisor and
certifying staff should take to bring the matter to the attention of the relevant
department or person responsible for technical co-ordination with the aircraft
operator so that the issue may be discussed and resolved with the aircraft
operator. In addition, the appropriate person(s) as specified in 145.A.30 (b)
should be kept informed in writing of such possible non-compliance situations
and this should be included in the procedure.
AMC 145.A.50 (f) Certification of maintenance
1. Suitable release certificate means a certificate which clearly states that the
aircraft component is serviceable; that clearly specifies the organisation
releasing said component together with details of the authority under whose
approval the organisation works including the approval or authorisation
reference.
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2. Compliance with all other CAR-145 and operator requirements means making
an appropriate entry in the aircraft technical log, checking for compliance with
type design standards, modifications, repairs, airworthiness directives, life
limitations and condition of the aircraft component plus information on where,
when and why the aircraft was grounded.
GM 145.A.50 (d) CA Form 1 Block 12 ‘Remarks’

Examples of data to be entered in this block as appropriate:
 Maintenance documentation used, including the revision status, for all work
performed and not limited to the entry made in block 11.
 A statement such as ‘in accordance with the CMM’ is not acceptable.
 NDT methods with appropriate documentation used when relevant.
 Compliance with airworthiness directives or service bulletins.
 Repairs carried out.
 Modifications carried out.
 Replacement parts installed.
 Life-limited parts status.
 Shelf life limitations.
 Deviations from the customer work order.
 Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
 Information needed to support shipment with shortages or re-assembly after
delivery.
 References to aid traceability, such as batch numbers.
145. A.55 Maintenance and airworthiness review records
a) The organisation shall record all details of maintenance work carried out. As
a minimum, the organisation shall retain records necessary to prove that all
requirements have been met for issuance of the certificate of release to
service, including subcontractor's release documents, and for the issue of any
airworthiness review certificate and recommendation.’
b) The organisation shall provide a copy of each certificate of release to service

to the aircraft operator, together with a copy of any specific approved
repair/modification data used for repairs/modifications carried out.
c) The organisation shall retain a copy of all detailed maintenance records and
any associated maintenance data for three years from the date the aircraft or
component to which the work relates was released from the organisation. In
addition, it shall retain a copy of all the records related to the issue of
airworthiness review certificates and recommendations for three years from
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the date of issue and shall provide a copy of them to the owner of the aircraft
1. the records under this paragraph shall be stored in a manner that ensures
protection from damage, alteration and theft.
2. Computer backup discs, tapes etc. shall be stored in a different location

from that containing the working discs, tapes etc., in an environment that
ensures they remain in good condition.
3. Where an organisation approved under this CAR terminates its operation,

all retained maintenance records covering the last three years shall be
distributed to the last owner or customer of the respective aircraft or
component or shall be stored as specified by DGCA.
AMC 145.A.55(c) Maintenance records
Associated maintenance data is specific information such as repair and

modification data. This does not necessarily require the retention of all Aircraft
Maintenance Manual, Component Maintenance Manual, IPC etc issued by the
TC holder or STC holder. Maintenance records should refer to the revision status
of the data used.
GM 145.A.55 (a) Maintenance and airworthiness review records
1. Properly executed and retained records provide owners, operators and

maintenance personnel with information essential in controlling unscheduled
and scheduled maintenance, and troubleshooting to eliminate the need for re-
inspection and rework to establish airworthiness.
The prime objective is to have secure and easily retrievable records with
comprehensive and legible contents. The aircraft record should contain basic
details of all serialised aircraft components and all other significant aircraft
components installed, to ensure traceability to such installed aircraft
component documentation and associated maintenance data as specified
in145.A.45.
2. Some gas turbine engines are assembled from modules and a true total time
in service for a total engine is not kept. When owners and operators wish to
take advantage of the modular design, then total time in service and
maintenance records for each module is to be maintained. The maintenance
records as specified are to be kept with the module and should show
compliance with any mandatory requirements pertaining to that module.
3. Reconstruction of lost or destroyed records can be done by reference to other

records which reflect the time in service, research of records maintained by
repair facilities and reference to records maintained by individual mechanics
etc. When these things have been done and the record is still incomplete, the
owner/operator may make a statement in the new record describing the loss
and establishing the time in service based on the research and the best
estimate of time in service. The reconstructed records should be submitted to
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DGCA for acceptance.
NOTE: Additional maintenance may be required.
4. The maintenance record can be either a paper or computer system or any

combination of both.
5. Paper systems should use robust material which can withstand normal
handling and filing. The record should remain legible throughout the required
retention period.
6. Computer systems may be used to control maintenance and/or record details

of maintenance work carried out. Computer systems used for maintenance
should have at least one backup system which should be updated at least
within 24 hours of any maintenance. Each terminal is required to contain
programme safeguards against the ability of unauthorised personnel to alter
the database.
145.A.60 Occurrence reporting
a) The organisation shall report to DGCA, the state of registry and the
organisation responsible for the design of the aircraft or component any
condition of the aircraft or component identified by the organisation that has
resulted or may result in an unsafe condition that hazards seriously the flight
safety.
b) The organisation shall establish an internal occurrence reporting system as

detailed in the exposition to enable the collection and evaluation of such
reports, including the assessment and extraction of those occurrences to be
reported under paragraph (a). This procedure shall identify adverse trends,
corrective actions taken or to be taken by the organisation to address
deficiencies and include evaluation of all known relevant information relating
to such occurrences and a method to circulate the information as necessary.
c) The organisation shall make such reports in a form and manners established
by DGCA and ensure that they contain all pertinent information about the
condition and evaluation results known to the organisation.
d) Where the organisation is contracted by a commercial operator to carry out

maintenance, the organisation shall also report to the operator any such
condition affecting the operator's aircraft or component.
e) The organisation shall produce and submit such reports as soon as

practicable but in any case within 72 hours of the organisation identifying the
condition to which the report relates.
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AMC 145.A.60 (b) Occurrence reporting

1. The aim of occurrence reporting is to identify the factors contributing to
incidents, and to make the system resistant to similar errors.
2. An occurrence reporting system should enable and encourage free and frank
reporting of any (potentially) safety related occurrence. This will be facilitated
by the establishment of a just culture. An organisation should ensure that
personnel are not inappropriately punished for reporting or co-operating with
occurrence investigations.
3. The internal reporting process should be closed-loop, ensuring that actions

are taken internally to address safety hazards.
4. Feedback to reportees, both on an individual and more general basis, is

important to ensure their continued support for the scheme.
GM 145.A.60 (a) Occurrence reporting
The organisation responsible for the design is normally the TC holder of the
aircraft, engine or propeller and/or if known the STC holder.
GM 145.A.60(b) Occurrence reporting
The following examples can be considered occurrence reporting in a CAR 145

environment but should not be considered as the only case of occurrence
reporting:
a) A defect detected on the aircraft during a maintenance inspection
(scheduled or non-scheduled) which may have its origin in a maintenance
or design error.
- During routine inspection: Damage found to number 4 engine inlet cowl
acoustic lining
- During routine inspection: Rivets found loose on vertical stabiliser
- Found during after flight inspection: Excessive play in tail rotor blade
pitch link bearing at the attachment to the tail rotor blade horn due to
bearing migration.
b) A deviation of maintenance procedure (company manual or manufacturer
documentation)
- Safety pin being left installed in a component, such as an escape slide
- Alleged inappropriate repair carried out with damage outside of SRM

limits.
- Torch left in intake causing damage to inlet cowl during engine start
- Part Number of replaced part not properly recorded.

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GM 145.A.60(c) Occurrence reporting
Each report should contain at least the following information:
(i) Organisation name and approval reference.

(ii) Information necessary to identify the subject aircraft and / or component.
(iii) Date and time relative to any life or overhaul limitation in terms of flying
hours/cycles/landings etc. as appropriate.
(iv) Details of the condition as required by 145.A.60 (b).
(v) Any other relevant information found during the evaluation or rectification of
the condition.
145. A.65 Safety and quality policy, maintenance procedures and quality
system
(a) The organisation shall establish a safety and quality policy for the
organisation to be included in the exposition under 145.A.70.
(b) The organisation shall establish procedures agreed by DGCA taking into
account human factors and human performance to ensure good maintenance
practices and compliance with the applicable requirements established in
145.A.25 to 145.A.95 The procedures under this point shall:
1. ensure that a clear work order or contract has been agreed between the
organisation and the organisation requesting maintenance to clearly establish
the maintenance to be carried out so that aircraft and components may be
released to service in accordance with 145.A.50; and,
2. cover all aspects of carrying out maintenance, including the provision and
control of specialised services and lay down the standards to which the
organisation intends to work.’.
(c) The organisation shall establish a quality system that includes the following:
1. Independent audits in order to monitor compliance with required

aircraft/aircraft component standards and adequacy of the procedures to
ensure that such procedures invoke good maintenance practices and
airworthy aircraft/aircraft components. In the smallest organisations the
independent audit part of the quality system may be contracted to another
organisation approved under this CAR or a person with appropriate
technical knowledge and proven satisfactory audit experience; and
2. A quality feedback reporting system to the person or group of persons

specified in 145.A.30 (b) and ultimately to the accountable manager that
ensures proper and timely corrective action is taken in response to reports
resulting from the independent audits established to meet paragraph (1).
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(d) The organization shall establish a Safety Management System (SMS)

that:
1. Shall achieve the following objectives as a minimum:

(i) Identifies safety hazards;
(ii) Assesses the impact of these safety hazards and mitigates risks;
(iii) Ensures that remedial action necessary to maintain an acceptable level

of safety is implemented;
(iv) Provides for continuous monitoring and regular assessment of the
safety level achieved; and
(v) Aims to make continuous improvement to the overall level of safety.
2. Shall meet the requirements contained in CAR Section 1 Series C Part I.
3. Shall be approved by the DGCA.
AMC 145.A.65 (a) Safety and quality policy, maintenance procedures and
quality system
The safety and quality policy should as a minimum include a statement

committing the organisation to:
 Recognise safety as a prime consideration at all times
 Apply Human factors principles
 Encourage personnel to report maintenance related errors/incidents
 Recognise that compliance with procedures, quality standards, safety
standards and regulations is the duty of all personnel
 Recognise the need for all personnel to cooperate with the quality auditors.
AMC 145.A.65 (b) Safety and quality policy, maintenance procedures and
quality system
1. Maintenance procedures should be held current such that they reflect best
practice within the organisation. It is the responsibility of all organisation’s
employees to report any differences via their organisation’s internal
occurrence reporting mechanisms.
2. All procedures, and changes to those procedures, should be verified and

validated before use where practicable.
3. All technical procedures should be designed and presented in accordance

with good human factors principles.
GM 145.A.65(b)(1) Safety and quality policy, maintenance procedures and

quality system
Appendix XI to AMC M.A.708(c) provides guidance on the elements that need to

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be considered for the maintenance contract between the CAMO and the
maintenance organisation. The CAR-145 organisation should take into account
these elements to ensure that a clear contract or work order has been concluded
before providing maintenance services.’
AMC 145.A.65 (b)(2) Safety and quality policy,
maintenance procedures and quality system
Specialised services include any specialised activity, such as, but not limited to
non- destructive testing requiring particular skills and/or qualification. 145.A.30(f)
covers the qualification of personnel but, in addition, there is a need to establish
maintenance procedures that cover the control of any specialised process.
AMC 145.A.65 (c)(1) Safety and quality policy,

maintenance procedures and quality system.
1. The primary objectives of the quality system are to enable the organisation to
ensure that it can deliver a safe product and that organisation remains in
compliance with the requirements.
2. An essential element of the quality system is the independent audit.
3. The independent audit is an objective process of routine sample checks of all

aspects of the organisation’s ability to carry out all maintenance to the required
standards and includes some product sampling as this is the end result of the
maintenance process. It represents an objective overview of the complete
maintenance related activities and is intended to complement the 145.A.50 (a)
requirement for certifying staff to be satisfied that all required maintenance
has been properly carried out before issue of the certificate of release to
service. Independent audits should include a percentage of random audits
carried out on a sample basis when maintenance is being carried out. This
means some audits during the night for those organisations that work at night.
4. Except as specified in sub-paragraphs 7 and 9, the independent audit should

ensure that all aspects of CAR- 145 compliance are checked every 12 months
and may be carried out as a complete single exercise or subdivided over the
12 month period in accordance with a scheduled plan. The independent audit
does not require each procedure to be checked against each product line
when it can be shown that the particular procedure is common to more than
one product line and the procedure has been checked every 12 months
without resultant findings. Where findings have been identified, the particular
procedure should be rechecked against other product lines until the findings
have been rectified after which the independent audit procedure may revert
back to 12 monthly for the particular procedure.
5. Except as specified otherwise in sub-paragraphs 7, the independent audit

should sample check one product on each product line every 12 months as a
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demonstration of the effectiveness of maintenance procedures compliance. It

is recommended that procedures and product audits be combined by selecting
a specific product example, such as an aircraft or engine or instrument and
sample checking all the procedures and requirements associated with the
specific product example to ensure that the end result should be an airworthy
product.
For the purpose of the independent audit a product line includes any product
under an Appendix II approval class rating as specified in the approval
schedule issued to the particular organisation.
It therefore follows for example that a maintenance organisation approved

under CAR-145 with a capability to maintain aircraft, repair engines, brakes
and autopilots would need to carry out 4 complete audit sample checks each
year except as specified otherwise in subparagraphs 5, 7 or 9.
6. The sample check of a product means to witness any relevant testing and
visually inspect the product and associated documentation. The sample check
should not involve repeat disassembly or testing unless the sample check
identifies findings requiring such action.
7. Except as specified otherwise in sub-paragraph 9, where the smallest

organisation, that is an organisation with a maximum of 10 personnel actively
engaged in maintenance, chooses to contract the independent audit element
of the quality system in accordance with 145.A.65 (c)(1) it is conditional on the
audit being carried out twice in every 12 month period.
8. Except as specified otherwise in sub-paragraph 9, where the organisation has

line stations listed as per 145.A.75 (d) the quality system should describe how
these are integrated into the system and include a plan to audit each listed
line station at a frequency consistent with the extent of flight activity at the
particular line station. Except as specified otherwise in sub-paragraph 9 the
maximum period between audits of a particular line station should not exceed
24 months.
9. Except as specified otherwise in sub-paragraph 5, DGCA may agree to

increase any of the audit time periods specified in this AMC 145.A.65 (c)(1)
by up to 100% provided that there are no safety related findings and subject
to being satisfied that the organisation has a good record of rectifying findings
in a timely manner.
10. A report should be raised each time an audit is carried out describing what
was checked and the resulting findings against applicable requirements,
procedures and products.
11. The independence of the audit should be established by always ensuring that
audits are carried out by personnel not responsible for the function, procedure
or products being checked. It therefore follows that a large maintenance
organisation approved under CAR-145, being an organisation with more than
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about 500 maintenance staff should have a dedicated quality audit group
whose sole function is to conduct audits, raise finding reports and follow up to
check that findings are being rectified. For the medium sized maintenance
organization approved under CAR-145, being an organisation with less than
about 500 maintenance staff, it is acceptable to use competent personnel from
one section/department not responsible for the production function, procedure
or product to audit the section/department that is responsible subject to the
overall planning and implementation being under the control of the quality
manager. Organisations with a maximum of 10 maintenance staff actively
engaged in carrying out maintenance may contract the independent audit
element of the quality system to another organisation or a qualified and
competent person approved by DGCA.
AMC 145.A.65(c)(2) Safety and quality policy, maintenance

1. An essential element of the quality system is the quality feedback system.
2. The quality feedback system may not be contracted to outside persons. The
principal function of the quality feedback system is to ensure that all findings
resulting from the independent quality audits of the organisation are properly
investigated and corrected in a timely manner and to enable the accountable
manager to be kept informed of any safety issues and the extent of compliance
with CAR-145.
3.
4. The independent quality audit reports referenced in AMC 145.A.65(c)(1) sub-
paragraph 10 should be sent to the relevant department(s) for rectification
action giving target rectification dates. Rectification dates should be discussed
with such department(s) before the quality department or nominated quality
auditor confirms such dates in the report. The relevant department(s) are
required by145.A.65(c)(2) to rectify findings and inform the quality department
or nominated quality auditor of such rectification.
5. The accountable manager should hold regular meetings with staff to check
progress on rectification except that in the large organisations such meetings
may be delegated on a day to day basis to the quality manager subject to the
accountable manager meeting at least twice per year with the senior staff
involved to review the overall performance and receiving at least a half yearly
summary report on findings of non-compliance.
6. All records pertaining to the independent quality audit and the quality feedback
system should be retained for at least 2 years after the date of clearance of
the finding to which they refer or for such periods as to support changes to the
AMC 145.A.65(c)(1) sub-paragraph 9 audit time periods, whichever is the
longer.
GM 145.A.65(c)(1) Safety and quality policy, maintenance

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1. The purpose of this GM is to give guidance on just one acceptable working

audit plan to meet part of the needs of 145.A.65 (c)1. There are any numbers
of other acceptable working audit plans.
2. The proposed plan lists the subject matter that should be covered by the audit
and attempts to indicate applicability in the various types of workshops and
aircraft facilities. The list should therefore be tailored for the particular situation
and more than one list may be necessary. Each list should be shown against
a timetable to indicate when the particular item is scheduled for audit and
when the audit was completed.
PARA Comment HANGAR ENGINE MECH AVIONIC

Workshop Workshop Worksho
p
145 Yes Yes Yes Yes
.A.25
145.A.30 Yes Yes Yes Yes
145.A.35 yes Yes Yes Yes
145.A.36 Yes No No No
145 .A.40 yes Yes Yes Yes
145.A.48 yes yes If appl If appl
145.A.65 yes Yes Yes yes
2.1 MOE yes Yes Yes yes
2.10 MOE yes No No no
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2.13 MOE yes Yes Yes Yes
2.14 MOE yes yes yes yes
2.15 MOE yes No No No
2.17 MOE if appl if appl if appl if appl
2.21 MOE if appl If appl if appl if appl
2.22 MOE yes Yes No no
2.23 MOE Yes Yes If appl If appl
2.24 MOE Yes Yes Yes Yes
L2.1 MOE if appl No No no

3.11 MOE if appl If appl if appl no
3.12 MOE Yes Yes No no
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145 .A.70 Yes Yes Yes Yes
145 .A. 80 Yes Yes Yes Yes
145 .A.95 if appl If appl if appl if appl

M.A.201(c) Yes Yes Yes Yes
M.A.403(b) Yes No No No
Note 1:“if appl” means if applicable or relevant.

Note 2: In the line station case all line stations should be audited at the frequency
agreed by DGCA within the limits of AMC145.A.65(c)(1).
145.A.70 Maintenance Organisation Exposition
(a) ‘Maintenance organisation exposition’ means the document or documents that

contain the material specifying the scope of work deemed to constitute
approval and showing how the organisation intends to comply with this CAR.
The organisation shall provide DGCA with a maintenance organisation

exposition, containing the following information:
1. A statement signed by the accountable manager confirming that the

maintenance organisation exposition and any referenced associated
manuals define the organisation's compliance with this CAR and will be
complied with at all times. When the accountable manager is not the chief
executive officer of the organisation then such chief executive officer shall
countersign the statement;
2. the organisation's safety and quality policy as specified by 145.A.65;
3. the title(s) and name(s) of the persons nominated under 145.A.30(b);
4. the duties and responsibilities of the persons nominated under 145.A.30(b),
including matters on which they may deal directly with DGCA on behalf of
the organisation;
5. an organisation chart showing associated chains of responsibility between
the persons nominated under 145.A.30(b);
6. a list of certifying staff support staff ; and, if applicable, airworthiness review
staff and staff responsible for the development and processing of the
maintenance programme, with their scope of approval
7. a general description of manpower resources;
8. a general description of the facilities located at each address specified in
the organisation's approval certificate;
9. a specification of the organisation's scope of work relevant to the extent of
approval;
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10. the notification procedure of 145.A.85 for organisation changes;

11. the maintenance organisation exposition amendment procedure;
12. the procedures and quality system established by the organisation under
145.A.25 to 145.A.90 and any additional procedure followed in accordance
with CAR M
13. a list of commercial operators, where applicable, to which the organisation
provides an aircraft maintenance service;
14. a list of subcontracted organisations, where applicable, as specified in
145.A.75(b);
15. a list of line stations, where applicable, as specified in 145.A.75(d);
16. a list of contracted organisations, where applicable.
(b) The exposition shall be amended as necessary to remain an up-to-date
description of the organisation. The exposition and any subsequent
amendment shall be approved by DGCA.
(c) Notwithstanding paragraph (b) minor amendments to the exposition may be
approved through an exposition procedure (hereinafter called indirect
approval).
(d) The exposition shall refer to the Safety Management System Manual (SMSM).
(e) Copies of all amendments to the Exposition shall be furnished promptly to all
organizations or persons to whom the manual has been issued.
AMC 145.A.70(a) Maintenance Organisation Exposition
The following information should be included in the maintenance organisation

exposition:
The information specified in 145.A.70 sub - paragraphs (6) and (12) to (16)
inclusive, whilst a part of the maintenance organisation exposition, may be kept
as separate documents or on separate electronic data files subject to the
management part of said exposition containing a clear cross reference to such
documents or electronic data files.
The exposition should contain the information, as applicable, specified in this

AMC. The information may be presented in any subject order so long as all
applicable subjects are covered. Where an organisation uses a different format,
for example, to allow the exposition to serve for more than one approval, then the
exposition should contain a cross reference Annex using this list as an index with
an explanation as to where in the exposition the subject matter can be found.
The exposition should contain information, as applicable, on how the maintenance

organisation complies with Critical Design Configuration Control Limitations’
(CDCCL) instructions.
Small maintenance organisations may combine the various items to form a simple
exposition more relevant to their needs.
The operator may use electronic data processing (EDP) for publication of the
maintenance organisation exposition. The maintenance organisation exposition
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should be made available to DGCA in a form acceptable to them. Attention should

be paid to the compatibility of EDP publication systems with the necessary
dissemination of the maintenance organisation exposition, both internally and
externally.
The maintenance organisation exposition should have list of effective pages

including Revision Number and date.
PART 0 GENERAL ORGANISATIONS
This section is reserved for those maintenance organizations approved under

CAR-145 who are also operators within the country.
PART 1 MANAGEMENT
1.1 Corporate commitment by the accountable manager.

1.2 Safety and quality policy.
1.3 Management personnel.
1.4 Duties and responsibilities of the management personnel.
1.5 Management organisation chart.
1.6 List of certifying staff, support staff. and airworthiness review staff
1.7 Manpower resources.
1.8 General description of the facilities at each address intended to be approved.
1.9 Organisations intended scope of work.
1.10 Notification procedure to DGCA regarding changes to the organisation's
activities/approval/location/personnel.
1.11 Exposition amendment procedures including, if applicable, delegated
procedures.
PART 2 MAINTENANCE PROCEDURES
2.1 Supplier evaluation and subcontract control procedure.

2.2 Acceptance/inspection of aircraft components and material from outside
contractors.
2.3 Storage, tagging and release of aircraft components and material to aircraft
maintenance.
2.4 Acceptance of tools and equipment.
2.5 Calibration of tools and equipment.
2.6 Use of tooling and equipment by staff (including alternate tools).
2.7 Cleanliness standards of maintenance facilities.
2.8 Maintenance instructions and relationship to aircraft/ aircraft component
manufacturers' instructions including updating and availability to staff.
2.9 Repair procedure.
2.10 Aircraft maintenance programme compliance.
2.11 Airworthiness directives procedure.
2.12 Optional modification procedure.
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2.13 Maintenance documentation in use and its completion of same.

2.14 Technical record control.
2.15 Rectification of defects arising during base maintenance.
2.16 Release to service procedure.
2.17 Records for the operator.
2.18 Reporting of defects to DGCA/operator/manufacturer.
2.19 Return of defective aircraft components to store.
2.20 Defective components to outside contractors.
2.21 Control of computer maintenance record systems.
2.22 Control of man-hour planning versus scheduled maintenance work.
2.23 Control of critical maintenance tasks and error-capturing methods.
2.24 Reference to specific maintenance procedures such as - Engine running
procedures, Aircraft pressure run procedures, Aircraft towing procedures,
Aircraft taxing procedures.
2.25 Procedures to detect and rectify maintenance errors.
2.26 Shift/task handover procedures
2.27 Procedures for notification of maintenance data inaccuracies and
ambiguities, to the type certificate holder.
2.28 Production planning procedures
PART 2 ADDITIONAL LINE MAINTENANCE PROCEDURES
L 2.1 Line maintenance control of aircraft components, tools, equipment etc.

L 2.2 Line maintenance procedures related to servicing/fuelling/de-icing
including inspection for/removal of de-icing/anti-icing fluid residues, etc.
L 2.3 Line maintenance control of defects and repetitive defects.
L 2.4 Line procedure for completion of technical log.
L 2.5 Line procedure for pooled parts and loan parts.
L 2.6 Line procedure for return of defective parts removed from aircraft.
L 2.7 Line procedure control of critical maintenance asks and error-capturing
methods
PART 3 QUALITY SYSTEM PROCEDURES
3.1 Quality audit of organisation procedures.

3.2 Quality audit of aircraft.
3.3 Quality audit remedial action procedure
3.4 Certifying staff and support staff qualification and training procedures.
3.5 Certifying staff and support staff records.
3.6 Quality audit personnel.
3.7 Qualifying inspectors.
3.8 Qualifying mechanics.
3.9 Aircraft or aircraft component maintenance tasks exemption process control.
3.10 Concession control for deviation from organisations' procedures.
3.11 Qualification procedure for specialised activities such as NDT welding etc.
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3.12 Control of manufacturers' and other maintenance working teams.

3.13 Human factors training procedure
3.14 Competence assessment of personnel.
3.15 Training procedures for on-the job training as per Section 6 of Appendix-III
to CAR 66.
3.16 Procedure for the issue of the recommendation to DGCA for the issues of a
CAR 66 licence in accordance with 66.B.105.
PART 4
3.17 Contracted operators.
3.18 Operator procedures and paperwork.
3.19 Operator record completion.
PART 5
3.20 Sample of documents.
3.21 List of Sub-contractors as per 145.A.75 (b).
3.22 List of Line maintenance locations as per 145.A.75 (d).
3.23 List of contracted organisations as per 145.A.70 (a)(16).
PART 6 OPERATORS MAINTENANCE PROCEDURES

This section is reserved for those maintenance organisations approved under
CAR-145 who are also operators.
PART 7 FAA SUPPLEMENTARY PROCEDURES FOR A FAR

PART-145 REPAIR STATION
CAR-145 who are also certificated as a FAA FAR Part-145 repair station.
The content of this Part reflects the differences between CAR145 and FAR Parts
43/145. This will change over the time as harmonisation and experience with the
FAA progresses. FAA Advisory Circular 145-7A Appendix 2 contains details of
the Part 7 contents.
PART 8 TRANSPORT CANADA CIVIL AVIATION (TCCA) SUPPLEMENTARY

PROCEDURES FOR A TCCA AM573 MAINTENANCE ORGANISATION
This section reserved for those CAR-145 approved maintenance organisations
that are also approved as a TCCA AM 573 maintenance organisation.
The content of this part reflects the difference between CAR-145 and AM 573.
PART 9 EASA
CAR-145 who are also certificated as an EASA Part 145 repair station.
The content of this part reflects the differences between CAR-145 and EASA Part
145.
AMC 145.A.70 (d) Maintenance Organisation Exposition
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The Maintenance organization exposition should include a reference to the Safety

Management Manual. As DGCA issue specific approvals for each Safety
Management System, the Safety Management Manual should be issued as a
specific manual and not be integrated within the Maintenance organization
exposition.
GM 145.A.70(a) Maintenance organisation exposition
1. The purpose of the maintenance organisation exposition (MOE) is to set forth

the procedures, means and methods of the organisation.
2. Compliance with its contents will assure compliance with the requirements of
CAR- 145, which is a pre-requisite to obtaining and retaining a maintenance
organisation approval certificate.
3. 145.A.70 (a)(1) to (a)(11) constitutes the 'management' part of the MOE and
therefore could be produced as one document and made available to the
person(s) specified under 145.A.30 (b) who should be reasonably familiar
with its contents.
145.A.70 (a)(6) list of certifying staff and B1 and B2 Support staff may be
produced as a separate document.
4. 145.A.70 (a)(12) constitutes the working procedures of the organisation and
therefore as stated in the requirement may be produced as any number of
separate procedures manuals. It should be remembered that these
documents should be cross-referenced from the management MOE.
5. Personnel are expected to be familiar with those parts of the manuals that are
relevant to the maintenance work they carry out.
6. The organisation should specify in the MOE who should amend the manual
particularly in the case where there are several parts.
7. The quality manager should be responsible for monitoring the amendment of
the MOE, unless otherwise agreed by DGCA, including associated
procedures manuals and submission of the proposed amendments to DGCA.
However the DGCA may agree via a procedure stated in the amendment
section of the MOE that some defined class of amendments may be
incorporated without prior approval by the DGCA.
8. The MOE should cover four main parts:
(a) The management MOE covering the parts specified earlier.
(b) The maintenance procedures covering all aspects of how aircraft
components may be accepted from outside sources and how aircraft will
be maintained to the required standard.
(c) The quality system procedures including the methods of qualifying
mechanics, inspection, certifying staff and quality audit personnel.
(d) Contracted operator procedures and paperwork.
9. The accountable manager’s exposition statement as specified under 145.A.70
(a)(1) should embrace the intent of the following paragraph and in fact this
statement may be used without amendment. Any modification to the
statement should not alter the intent.
'This exposition and any associated referenced manuals defines the

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organisation and procedures upon which DGCA CAR -145 approval is

based as required by CAR 145.A.70. These procedures are approved by the
undersigned and should be complied with, as applicable, when work orders
are being progressed under the terms of the CAR-145 approval.
It is accepted that these procedures do not override the necessity of complying

with any new or amended regulation published by DGCA from time to time
where these new or amended regulations are in conflict with these
procedures.
It is understood that DGCA will approve this organisation whilst DGCA is

satisfied that the procedures are being followed and work standards
maintained. It is further understood that DGCA reserves the right to suspend,
limit or revoke the approval of the organisation if DGCA has evidence that
procedures are not followed or standards not upheld.
Signed…………………..
Dated……………………
Accountable Manager and……………………. (quote position)…………………
For and on behalf of …………………(quote organisation’s name)…………….
Whenever the accountable manager changes it is important to ensure that the

new accountable manager signs the paragraph 9 statement at the earliest
opportunity.
Failure to carry out this action could invalidate the CAR -145 approval.
When an organisation is approved against any other CAR containing a

requirement for an exposition, a supplement covering the differences will
suffice to meet the requirements except that the supplement should have an
index showing where those parts missing from the supplement are covered.
145.A.75 Privileges of the organization
In accordance with the exposition, the organisation shall be entitled to carry out
the following tasks:
(a) Maintain any aircraft and/or component for which it is approved at the
locations identified in the approval certificate and in the exposition;
(b) Arrange for maintenance of any aircraft or component for which it is approved
at another organisation that is working under the quality system of the
organisation. This refers to work being carried out by an organisation not itself
appropriately approved to carry out such maintenance under this CAR and is
limited to the work scope permitted under 145.A.65 (b) procedures. This work
scope shall not include a base maintenance check of an aircraft or a complete
workshop maintenance check or overhaul of an engine or engine module;
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(c) Maintain any aircraft or any component for which it is approved at any location
subject to the need for such maintenance arising either from the
unserviceability of the aircraft or from the necessity of supporting occasional
line maintenance, subject to the conditions specified in the exposition;
(d) Maintain any aircraft and/or component for which it is approved at a location
identified as a line maintenance location capable of supporting minor
maintenance and only if the organisation exposition both permits such activity
and lists such locations;
(e) Issue certificates of release to service in respect of completion of maintenance

in accordance with 145.A.50.
AMC 145.A.75 (b) Privileges of the organization
1. Working under the quality system of an organisation appropriately approved

under CAR-145 (sub contracting) refers to the case of one organisation, not itself
appropriately approved to CAR-145 that carries out aircraft line maintenance or
minor engine maintenance or maintenance of other aircraft components or a
specialised service as a subcontractor for an organisation appropriately approved
under CAR-145. To be appropriately approved to subcontract the organisation
should have a procedure for the control of such subcontractors as described
below. Any approved maintenance organisation that carries out maintenance for
another approved maintenance organisation within its own approval scope is not
considered to be subcontracting for the purpose of this paragraph.
NOTE: For those organisations approved under CAR145 that are also certificated
by the FAA under FAR Part-145 it should be noted that FAR Part-145 is more
restrictive in respect of maintenance activities that can be contracted or sub-
contracted to another maintenance organisation. It is therefore recommended
that any listing of contracted or sub-contracted maintenance organisations should
identify which meet the CAR-145 criteria and which meet the FAR Part-145
criteria.
2. Maintenance of engines or engine modules other than a complete workshop

maintenance check or overhaul is intended to mean any maintenance that can
be carried out without disassembly of the core engine or, in the case of modular
engines, without disassembly of any core module.
3. FUNDAMENTALS OF SUB-CONTRACTING UNDER CAR-145
3.1 The fundamental reasons for allowing an organisation approved under

CAR- 145 to sub-contract certain maintenance tasks are:
(a) To permit the acceptance of specialised maintenance services, such as,

but not limited to, plating, heat treatment, plasma spray, fabrication of
specified parts for minor repairs / modifications, etc., without the need for
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direct approval by DGCA in such cases.

(b) To permit the acceptance of aircraft maintenance up to but not including a
base maintenance check as specified in 145.A.75 (b) by organisations not
appropriately approved under CAR-145 when it is unrealistic to expect
direct approval by DGCA. DGCA will determine when it is unrealistic but in
general it is considered unrealistic if only one or two organisations intend
to use the subcontract organisation.
(c) To permit the acceptance of component maintenance.
(d) To permit the acceptance of engine maintenance up to but not including a
workshop maintenance check or overhaul of an engine or engine module
as specified in 145.A.75 (b) by organisations not appropriately approved
under CAR-145 when it is unrealistic to expect direct approval by DGCA.
The determination of unrealistic is as per sub-paragraph (b).
3.2 When maintenance is carried out under the sub-contract control system it
means that for the duration of such maintenance, the CAR-145 approval has
been temporarily extended to include the sub-contractor. It therefore follows
that those parts of the sub-contractor`s facilities, personnel and procedures
involved with the maintenance organization’s products undergoing
maintenance should meet CAR145 requirements for the duration of that
maintenance and it remains the organisation’s responsibility to ensure such
requirements are satisfied.
3.3 For the criteria specified in sub-paragraph 3.1 the organisation is not required
to have complete facilities for maintenance that it needs to sub-contract but it
should have its own expertise to determine that the sub-contractor meets the
necessary standards. However an organisation cannot be approved unless it
has the in-house facilities, procedures and expertise to carry out the majority
of maintenance for which it wishes to be approved in terms of the number of
class ratings.
3.4 The organisation may find it necessary to include several specialist sub-
contractors to enable it to be approved to completely certify the release to
service of a particular product. Examples could be specialist welding, electro-
plating, painting etc. To authorise the use of such subcontractors, DGCA will
need to be satisfied that the organisation has the necessary expertise and
procedures to control such subcontractors.
3.5 An organisation working outside the scope of its approval schedule is deemed
to be not approved. Such an organisation may in this circumstance operate
only under the sub-contract control of another organisation approved under
CAR- 145.
3.6 Authorisation to sub-contract is indicated by DGCA accepting the

maintenance organisation exposition containing a specific procedure on the
control of subcontractors.
4. PRINCIPAL CAR-145 PROCEDURES FOR THE CONTROL OF SUB-
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CONTRACTORS NOT APPROVED UNDER CAR-145
4.1 A pre audit procedure should be established whereby the maintenance

organisations’ subcontract control section, which may also be the
145.A.65(c) quality system independent audit section, should audit a
prospective sub- contractor to determine whether those services of the
sub-contractor that it wishes to use meets the intent of CAR-145.
4.2 The organisation approved under CAR-145 needs to assess to what extent
it will use the sub-contractor`s facilities. As a general rule the organisation
should require its own paperwork, approved data and material/spare parts
to be used, but it could permit the use of tools, equipment and personnel
from the sub- contractor as long as such tools, equipment and personnel
meet the requirement of CAR-145. In the case of sub-contractors who
provide specialised services it may for practical reasons be necessary to
use their specialised services personnel, approved data and material
subject to acceptance by the organisation approved under CAR-145.
4.3 Unless the sub-contracted maintenance work can be fully inspected on

receipt by the organisation approved under CAR -145 it will be necessary
for such organisation to supervise the inspection and release from the sub-
contractor. Such activities should be fully described in the organisation
procedure. The organisation will need to consider whether to use its own
staff or authorise the sub-contractor's staff.
4.4 The certificate of release to service may be issued either at the sub-
contractor or at the organisation facility by staff issued a certification
authorisation in accordance with 145.A.30 as appropriate, by the
organisation approved under CAR-145. Such staff would normally come
from the organisation approved under CAR-145 but may otherwise be a
person from the sub- contractor who meets the approved maintenance
organisation certifying staff standard which itself is approved by DGCA via
the maintenance organisation exposition. The certificate of release to
service and the CA Form 1 will always be issued under the maintenance
organisation approval reference.
4.5 The sub-contract control procedure will need to record audits of the sub-
contractor, to have a corrective action follow up plan and to know when
subcontractors are being used. The procedure should include a clear
revocation process for sub-contractors who do not meet the CAR-145
approved maintenance organisation’s requirements.
4.6 The CAR-145 quality audit staff will need to audit the sub-contract control
section and sample audit sub-contractors unless this task is already
carried out by the quality audit staff as stated in sub-paragraph 4.1.
4.7 The contract between the CAR-145 approved maintenance organisation

and the sub-contractor should contain a provision for DGCA officials to
have the right of access to the sub-contractor.
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145. A.80 Limitations on the organization
The organisation shall only maintain an aircraft or component for which it is

approved when all the necessary facilities, equipment, tooling, material,
maintenance data and certifying staff are available.
AMC 145.A.80 Limitations on the organization
This paragraph is intended to cover the situation where the larger organisation
may temporarily not hold all the necessary tools, equipment etc., for an aircraft
type or variant specified in the organisation's approval. This paragraph means
that DGCA need not amend the approval to delete the aircraft type or variants on
the basis that it is a temporary situation and there is a commitment from the
organisation to re- acquire tools, equipment etc. before maintenance on the type
may recommence.
145. A.85 Changes to the organization
The organisation shall notify DGCA of any proposal to carry out any of the
following changes before such changes take place to enable DGCA to determine
continued compliance with this CAR and to amend, if necessary, the approval
certificate, except that in the case of proposed changes in personnel not known
to the management beforehand, these changes must be notified at the earliest
opportunity:
1. the name of the organisation;

2. the main location of the organisation;
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons nominated under 145.A.30(b);
6. the facilities, equipment, tools, material, procedures, work
scope or certifying staff that could affect the approval.
AMC 145.A.85 Changes to the organization.
The primary purpose of this paragraph is to enable the organisation to remain

approved if agreed by DGCA during negotiations about any of the specified
changes. Without this paragraph the approval would automatically be suspended
in all cases.
145. A.90 Continued validity
(a) An approval shall be issued and renewed for a maximum period of five year.
It shall remain valid subject to:
i. the organisation remaining in compliance with CAR-145, in accordance
with the provisions related to the handling of findings as specified under
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point 145.B.50; and

ii. the DGCA being granted access to the organisation to determine
continued compliance with this CAR; and
iii. the certificate not being surrendered or revoked.
(b) Upon surrender or revocation, the approval shall be returned to DGCA.
145.A.95 Findings
(a) A level 1 finding is any significant non-compliance with CAR -145

requirements which lowers the safety standard and hazards seriously the
flight safety.
(b) A level 2 finding is any non-compliance with the CAR-145 requirements which
could lower the safety standard and possibly hazard the flight safety.
(c) After receipt of notification of findings, the holder of the maintenance

organisation approval shall define a corrective action plan and demonstrate
corrective action to the satisfaction of DGCA within a period agreed by DGCA.
Sd/-
(Arun Kumar)
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Appendix I
Authorised Release Certificate (CA Form 1)
These instructions relate only to the use of the CA Form 1 for maintenance
purposes. Attention is drawn to Appendix I to CAR 21 which covers the use of
the CA Form 1 for production purposes.
1. Purpose and use

1.1 The primary purpose of the Certificate is to declare the airworthiness of
maintenance work undertaken on products, parts and appliances
(hereafter referred to as ‘item(s)’).
1.2 Correlation must be established between the Certificate and the item(s).
The originator must retain a Certificate in a form that allows verification of
the original data.
1.3 The Certificate is acceptable to many airworthiness authorities, but may
be dependent on the existence of bilateral agreements and/or the policy of
the airworthiness authority. The ‘approved design data’ mentioned in this
Certificate then means approved by the airworthiness authority of the
importing country.
1.4 The Certificate is not a delivery or shipping note.
1.5 Aircraft are not to be released using the Certificate.
1.6 The Certificate does not constitute approval to install the item on a
particular aircraft, engine, or propeller but helps the end user determine its
airworthiness approval status.
1.7 A mixture of production released and maintenance released items is not
permitted on the same Certificate.
2. General Format
2.1 The Certificate must comply with the format attached including block
numbers and the location of each block. The size of each block may
however be varied to suit the individual application, but not to the extent
that would make the Certificate unrecognisable.
2.2 The Certificate must be in ‘landscape’ format but the overall size may be
significantly increased or decreased so long as the Certificate remains
recognisable and legible. If in doubt consult DGCA.
2.3 The User/Installer responsibility statement can be placed on either side of
the form.
2.4 All printing must be clear and legible to permit easy reading.
2.5 The Certificate may either be pre-printed or computer generated but in
either case the printing of lines and characters must be clear and legible
and in accordance with the defined format.
2.6 The Certificate should be in English, and if appropriate, in one or more
other languages.
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2.7 The details to be entered on the Certificate may be either

machine/computer printed or hand-written using block letters and must
permit easy reading.
2.8 Limit the use of abbreviations to a minimum, to aid clarity.
2.9 The space remaining on the reverse side of the Certificate may be used by
the originator for any additional information but must not include any
certification statement. Any use of the reverse side of the Certificate must
be referenced in the appropriate block on the front side of the Certificate.
3. Copies
3.1 There is no restriction in the number of copies of the Certificate sent to the
customer or retained by the originator.
4. Error(s) on a Certificate
4.1 If an end-user finds an error(s) on a Certificate, he must identify it/them in
writing to the originator. The originator may issue a new Certificate only if
the error(s) can be verified and corrected.
4.2 The new Certificate must have a new tracking number, signature and date.
4.3 The request for a new Certificate may be honored without re-verification of
the item(s) condition. The new Certificate is not a statement of current
condition and should refer to the previous Certificate in block 12 by the
following statement; “This Certificate corrects the error(s) in block(s) [enter
block(s) corrected] of the Certificate [enter original tracking number] dated
[enter original issuance date] and does not cover
conformity/condition/release to service”. Both Certificates should be
retained according to the retention period associated with the first.
5. Completion Of The Certificate By The Originator Block 1 DGCA, India
This information may be pre-printed.
Block 2 “AUTHORISED RELEASE CERTIFICATE CA FORM 1”

Enter the unique number established by the numbering system/procedure of the
organisation identified in block 4; this may include alpha/numeric characters.

Enter the full name and address of the approved organisation (refer to CA form
2) releasing the work covered by this Certificate. Logos, etc., are permitted if the
logo can be contained within the block.
Block 5 Work Order/Contract/Invoice
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To facilitate customer traceability of the item(s), enter the work order number,
contract number, invoice number, or similar reference number.
Block 6 Item
Enter line item numbers when there is more than one line item. This block
permits easy cross-referencing to the Remarks block 12.
Block 7 Description
Enter the name or description of the item. Preference should be given to the term
used in the instructions for continued airworthiness or maintenance data (e.g.
Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin,
Component Maintenance Manual).
Block 8 Part Number

Enter the part number as it appears on the item or tag/packaging. In case of an
engine or propeller the type designation may be used.
Block 9 Quantity
State the quantity of items.

If the item is required by regulations to be identified with a serial number, enter it
here. Additionally, any other serial number not required by regulation may also
be entered. If there is no serial number identified on the item, enter “N/A”.
The following describes the permissible entries for block 11. Enter only one of
these terms – where more than one may be applicable, use the one that most
accurately describes the majority of the work performed and/or the status of the
article.
(i) Overhauled. Means a process that ensures the item is in complete conformity
with all the applicable service tolerances specified in the type certificate
holder’s, or equipment manufacturer’s instructions for continued
airworthiness, or in the data which is approved or accepted by the Authority.
The item will be at least disassembled, cleaned, inspected, repaired as
necessary, reassembled and tested in accordance with the above specified
data.
(ii) Repaired. Rectification of defect(s) using an applicable standard (*).
(iii) Inspected/Tested. Examination, measurement, etc. in accordance with an
applicable standard (*) (e.g. visual inspection, functional testing, bench testing
etc.).
(iv) Modified. Alteration of an item to conform to an applicable standard (*).
*Applicable standard means a manufacturing/design/maintenance/quality
standard, method, technique or practice approved by or acceptable to DGCA.
The applicable standard shall be described in block 12.
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Block 12 Remarks
Describe the work identified in Block 11, either directly or by reference to

supporting documentation, necessary for the user or installer to determine the
airworthiness of item(s) in relation to the work being certified. If necessary, a
separate sheet may be used and referenced from the main CA Form 1. Each
statement must clearly identify which item(s) in Block 6 it relates to.
Examples of information to be entered in Block 12 are:
(i) Maintenance data used, including the revision status and reference.
(ii) Compliance with airworthiness directives or service bulletins.

(iii) Repairs carried out.
(iv) Modifications carried out.
(v) Replacement parts installed.
(vi) Life limited parts status.
(vii) Deviations from the customer work order.
(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
(ix) Information needed to support shipment with shortages or re-assembly after
delivery.
(x) For maintenance organisations approved in accordance with Subpart F of
CAR M, the component certificate of release to service statement referred
to in point M.A.613:
“Certifies that, unless otherwise specified in this block, the work identified in
block
11 and described in this block was accomplished in accordance to the
requirements of Section A, Subpart F of CAR M.”
If printing the data from an electronic CA Form 1, any appropriate data not fit for
other blocks should be entered in this block.
Block 13a-13e
General Requirements for blocks 13a-13e: Not used for maintenance release.
Shade, darken, or otherwise mark to preclude inadvertent or unauthorised use.
Block 14a
Mark the appropriate box(es) indicating which regulations apply to the completed
work. If the box “other regulations specified in block 12” is marked, then the
regulations of the other airworthiness authority(ies) must be identified in block 12.
At least one box must be marked, or both boxes may be marked, as appropriate.
For all maintenance carried out by maintenance organisations approved in
accordance with Section A, Subpart F of CAR M, the box “other regulation
specified in block 12” shall be ticked and the certificate of release to service
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statement made in block 12. In that case, the certification statement “unless
otherwise specified in this block” is intended to address the following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by CAR M.
(c) Where the maintenance was carried out in accordance with a requirement
other than that specified in CAR M. In this case block 12 shall specify the
particular national regulation.
accordance with Section A of CAR145, the certification statement “unless
otherwise specified in block 12” is intended to address the following cases;
(b) Where the maintenance deviated from the standard required by CAR 145.
other than that specified in CAR 145. In this case block 12 shall specify the

This space shall be completed with the signature of the authorised person. Only
persons specifically authorised under the rules and policies of DGCA are
permitted to sign this block. To aid recognition, a unique number identifying the
authorised person may be added.
Block 14c Certificate/Approval Number

Enter the Certificate/Approval number/reference. This number or reference is
issued by DGCA.
Block 14d Name

Block 14e Date

Enter the date on which block 14b is signed, the date must be in the format dd =
2 digit day, mm = 2 digit , yyyy = 4 digit year.
Place the following statement on the Certificate to notify end users that they are
not relieved of their responsibilities concerning installation and use of any item
accompanied by the form:
“THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE
AUTHORITY TO INSTALL. WHERE THE USER/INSTALLER PERFORMS
WORK IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS
AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY
SPECIFIED IN BLOCK 1, IT IS ESSENTIAL THAT THE USER/INSTALLER
ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS
FROM THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.
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STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE

INSTALLATION CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE
RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN
ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE
USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.”
CA FORM 1
2. AUTHORISED RELEASE CERTIFICATE

1.DGCA, India CA FORM 1 3. Form Tracking Number
4. Approved Organization Name and Address: 5. Work Order/Contract/

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

No
12. Remarks
13 a. Certifies that the items identified above 14 a. CAR 145.A.50 Release

were manufactured in conformity to:
□ Other regulation specified to Service in
□ approved design data and are in condition for block 12.
safe operation.
□ non approved design data specified in Certifies that unless otherwise specified in
block12. block 12, the work identified in block 11 and
described in block 12, was accomplished in
accordance with CAR 145 and in respect to
that work the items are considered ready for
release to service.
13 b. Authorised 13 c .Approval / 14 b. Authorised 14 c .Certificate/ Approval

Signature Authorisation Number Signature Ref No.
13 d. Name 13 e. Date (dd/mm/yyyy) 14 d. Name 14 e .Date (dd/mm/yyyy)
THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL. WHERE THE
USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS
AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS
ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY
ACCEPTS ITEMS FROM THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN ALL
CASES AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED
IN ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE
AIRCRAFT MAY BE FLOWN
CA FORM1- ISSUE 2
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Appendix II
Organizations approval class and rating system
1. Except as stated otherwise for the smallest organisation in paragraph 12,

Table 1 provides the standard system for the approval of maintenance
organisation under CAR-145. An organisation must be granted an approval
ranging from a single class and rating with limitations to all classes and ratings
with limitations.
2. In addition to Table 1 the CAR-145 approved maintenance organisation is
required by 145.A.20 to indicate scope of work in the maintenance
organisation exposition. See also paragraph 11.
3. Within the approval class(es) and rating(s) granted by DGCA the scope of
work specified in the maintenance organisation exposition defines the exact
limits of approval. It is therefore essential that the approval class(es) and
rating(s) and the organisation's scope of work are compatible.
4. A category A class rating means that the CAR-145 approved maintenance
organisation may carry out maintenance on the aircraft and any component
(including engines/APUs), in accordance with aircraft maintenance data or, if
agreed by the DGCA, in accordance with component maintenance data , only
whilst such components are fitted to the aircraft. Nevertheless, such A-rated
approved maintenance organisation may temporarily remove a component, in
order to improve access to that component, except when such removal
generates the need for additional maintenance not eligible for the provisions
of this point. This will be subject to a control procedure in the maintenance
organisation exposition to be approved by the DGCA .The limitation section
will specify the scope of such maintenance thereby indicating the extent of
approval.
5. A category B class rating means that the CAR-145 approved maintenance
organisation may carry out maintenance on the uninstalled engine/APU
(‘Auxiliary Power Unit’) and engine/APU components in accordance with
aircraft maintenance data or, if agreed by the DGCA, in accordance with
component maintenance data only whilst such components are fitted to the
engine/APU. Nevertheless, such B- rated approved maintenance organisation
may temporarily remove a component, in order to improve access to that
component, except when such removal generates the need for additional
maintenance not eligible for the provisions of this pointThe limitation section
will specify the scope of such maintenance thereby indicating the extent of
approval. A CAR-145 approved maintenance organisation with a category B
class rating may also carry out maintenance on an installed engine during
‘base’ and ‘line’ maintenance subject to a control procedure in the
maintenance organisation exposition to be approved by the DGCA. The
maintenance organisation exposition scope of work shall reflect such activity
where permitted by DGCA.
6. A category C class rating means that the CAR-145 approved maintenance
organisation may carry out maintenance on uninstalled components
(excluding engines and APUs) intended for fitment to the aircraft or
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engine/APU. The limitation section will specify the scope of such maintenance
thereby indicating the extent of approval. A CAR-145 approved maintenance
organisation with a category C class rating may also carry out maintenance
on an installed component during base and line maintenance or at an
engine/APU maintenance facility subject to a control procedure in the
maintenance organisation exposition to be approved by the DGCA . The
maintenance organisation exposition scope of work shall reflect such
activity where permitted by DGCA.
A category D class rating is a self contained class rating not necessarily
related to a specific aircraft, engine or other component. The D1 — Non-
Destructive Testing (NDT) rating is only necessary for a CAR-145 approved
maintenance organisation that carries out NDT as a particular task for another
organisation. A CAR-145 approved maintenance organisation with a class
rating in A or B or C category may carry out NDT on products it is maintaining
subject to the maintenance organisation exposition containing NDT
procedures, without the need for a D1 class rating.
7. In the case of maintenance organisations approved in accordance with CAR

145, category A class ratings are subdivided into ‘Base’ or ‘Line’ maintenance.
Such CAR-145 maintenance organisation may be approved for either ‘Base’
or ‘Line’ maintenance or both. It should be noted that a ‘Line’ facility located at
a main base facility requires a ‘Line’ maintenance approval.
8. The ‘limitation’ section is intended to give DGCA the flexibility to customise the
approval to a particular organisation. Ratings shall be mentioned on the
approval only when appropriately limited. Table 1 specifies the types of
limitation possible. Whilst maintenance is listed last in each class rating, it is
acceptable to stress the maintenance task rather than the aircraft or engine
type or manufacturer, if this is more appropriate to the organisation. An
example could be avionic systems installations and maintenance. Such
mention in the limitation section indicates that the maintenance organisation is
approved to carry out maintenance up to and including this particular type/task.
9. Table 1 makes reference to series, type and group in the limitation section of
class A and B. Series means a specific type series such as Airbus 300 or 310
or 319 or Boeing 737-300 series or RB211-524 series etc. Type means a
specific type or model such as Airbus 310-240 type or RB 211-524 B4 type
etc. Any number of series or types may be quoted. Group means for example
Cessna single piston engined aircraft or Lycoming non-supercharged piston
engines etc.
10. When a lengthy capability list is used which could be subject to frequent
amendment, then such amendment shall be in accordance with a procedure
acceptable to DGCA and included in the maintenance organisation exposition.
The procedure shall address the issues of who is responsible for capability list
amendment control and the actions that need to be taken for amendment.
Such actions include ensuring compliance with CAR-145 for products or
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CAR 145
services added to the list.
11. A CAR-145 approved maintenance organisation which employs only one

person to both plan and carry out all maintenance can only hold a limited scope
of approval rating. The maximum permissible limits are:-
CLASS RATING LIMITATION
RATING A2 AEROPLANES 5700 PISTON ENGINE

CLASS AIRCRAFT
KGs and below 5700 kg AND BELOW
CLASS AIRCRAFT RATING A3 HELICOPTERS SINGLE ENGINED LINE & BASE LESS
THAN 3175 kg
RATING A4 AIRCRAFT OTHER
CLASS AIRCRAFT NO LIMITATION
THAN A1, A2 AND A3
CLASS ENGINES RATING B2 PISTON LESS THAN 450 HP
CLASS COMPONENTS
RATING OTHER THAN
COMPLETE ENGINES C1 TO C20 AS PER CAPABILITY LIST
OR APUs
CLASS SPECIALISED D1 NDT NDT METHOD(S) TO BE SPECIFIED
It should be noted that such an organisation may be further limited by DGCA in

the scope of approval dependent upon the capability of the particular
organisation.
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CAR 145
Table 1
CLASS RATING LIMITATION BASE LINE
Shall state aeroplane/series or type
A1 Aeroplanes/
and/or the maintenance task(s) YES/NO* YES/NO*
above 5 700 kg
Shall state aeroplane/ manufacturer YES/NO* YES/NO*
A2 Aeroplanes/ or group or series or type and/or the
5 700 kg and below maintenance tasks
Shall state helicopter manufacturer YES/NO* YES/NO*
or group or series or type and/or the
AIRCRAFT A3 Helicopters
maintenance task(s)
Shall state aircraft series or type YES/NO* YES/NO*
A4 Aircraft other than
and/or the maintenance task(s)
A1, A2 and A3
Shall state engine series or type and/or the
B1 Turbine
maintenance task(s)
Shall state engine manufacturer or group or series or
B2 Piston
type and/or the maintenance task(s)
ENGINES
Shall state engine manufacturer or series or type
B3 APU
C1 Air Cond & Press
C2 Auto Flight
C3 Comms and Nav
C4 Doors — Hatches
C5 Electrical Power
C6 Equipment
C7 Engine — APU
C8 Flight Controls
C9 Fuel — Airframe
C10 Helicopter —
Rotors
C11 Helicopter — Trans
COMPONEN C12 Hydraulic
TS OTHER Shall state aircraft type or aircraft manufacturer or
THAN C13 Indicating component manufacturer or the particular component
COMPLETE and Recording and/or cross refer to a capability list in the exposition
ENGINES System and or the maintenance tasks
OR APUs C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic
and Vaccum
C18 Protection ice/ rain/
fire
C19 Windows
C20 Structural
C21 Water Ballast
C22 Propulsion
Augmentation
SPECIALISED D1 Non-Destructive
Shall state particular NDT method(s)
SERVICES Testing
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CAR 145
Appendix III
Page 1 of 2
GOVERNMENT OF INDIA
DIRECTOR GENERAL OF CIVIL AVIATION
REFERENCE:___________________________________________________
Pursuant to Rule 133B of Aircraft Rules 1937 and CAR 145 for the time being in
force and subject to the conditions specified below, DGCA hereby certifies:
[COMPANY NAME] MAINTENANCE ORGANIZATION

as a CAR 145 maintenance organization approved to maintain the products listed
in the attached approval schedule and issue related certificates of release to
service using the above reference
CONDITIONS:
1. This approval is limited to that specified in the scope of approval section of the
CAR 145 approved maintenance organization exposition, and
2. This approval requires compliance with the procedures specified in the CAR
145 approved maintenance organization exposition, and
3. This approval is valid whilst the approved maintenance organization remains in
compliance with CAR 145.
4. Subject to compliance with the foregoing conditions, this approval shall remain
valid for duration as specified in the attached validity sheet, unless the
approval is surrendered, superseded, suspended or revoked.
Date of issue: Signature:
Date of attached schedule approval (optional)
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CAR 145
CA FORM 3 Page 2 of 2
APPROVAL SCHEDULE
Organisation Name: [COMPANY NAME] MAINTENANCE ORGANISATION

Reference: ___________________________________________
CLASS RATINGS LIMITATION BAS LIN
E E
A1 Aeroplanes Airbus A310-
X X
above 5700 200 series
AIRCRAFT kg
A2 DHC 6-
X
Aeroplanes/airship Twin Otter
s 5700 kg and Series
below
ENGINES B1 Turbines PT 6A Series
C1 Air Cond & Press Airbus A310-200
C2 Auto Flight DHC 6
C5 Electrical Power Sperry
COMPONENTS
OTHER THAN Airbus A310-200 &
COMPLETE C5 Equipment
DHC-6 Emergency
ENGINES OR APU
C7 Engine – APU PT 6A Fuel Control
C16 Propellers Fixed pitch and DHC 6
SPECIALISED D1 Non
Will state particular NDT method(s).
SERVICES Destructive
Inspection
This approval schedule is limited to those products and activities specified in the
scope of approval section contained in CAR 145 approved maintenance
Maintenance Organisation Exposition Reference: Date of issue:

Signed:
For DGCA
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Appendix IV
Conditions for the use of staff not qualified to DGCA Licensing Requirements
in accordance with 145.A.30 (j) 1 and 2
1. Certifying staff in compliance with the following conditions will meet the intent
of 145.A.30(j)(1) and (2):
(a) The person shall hold a licence or a certifying staff authorisation issued
under the country's National regulations in compliance with ICAO Annex
1.
(b) The scope of work of the person shall not exceed the scope of work defined
by the National licence/certifying staff authorization whatever is most
restrictive.
(c) The person shall demonstrate he has received training on human factors
and airworthiness regulations as detailed in DGCA CAR 66 Requirements.
(d) The person shall demonstrate five years maintenance experience for line
maintenance certifying staff and eight years for base maintenance
certifying staff. However, those persons whose authorised tasks do not
exceed those of a CAR-
66 category A certifying staff, need to demonstrate 3 years maintenance
experience only.
(e) Line maintenance certifying staff and base maintenance support staff shall
demonstrate that he/she received type training and passed examinations
as category B1, B2 or B3 level ,as applicable , referred to in CAR 66 for
each aircraft type in the scope of work referred to in Point (b). Those
persons whose scope of work does not exceed those of a Category A
certifying staff may however receive task training in lieu of a complete type
training.
(f) Base maintenance certifying staff shall demonstrate he/she received type
training and passed examination as per DGCA licensing system for each
aircraft type in the scope of work referred to in point (b), except that for the first
aircraft type, training and examination shall be at the category B1 or B2 level
of Appendix III of CAR 66.
2. Protected rights: INTENTIONALLY LEFT BLANK
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CAR 145
Appendix V
CA Form 4
MANAGEMENT PERSONNEL REQUIRED TO BE ACCEPTED AS

SPECIFIED IN CAR 145.
1. Name:
2. Position:
3. Qualifications relevant to the item (2) position:
4.Work experience relevant to the item (2) position:
Signature: ............................................ Date: ...............................................
On completion, please send this form under confidential cover to DGCA.
DGCA USE ONLY
Name, Designation and signature of DGCA Official accepting this person:
Signature:………………………… Date:………………………………..
Name : .................................................... Office: ………….…………………
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CAR 145
Appendix VI
CA FORM 6
CAR-145 APPROVAL RECOMMENDATION REPORT
PART 1: GENERAL
Name of
organisation:
Approval
reference:
Requested approval
rating: CA Form 3
dated*:
EASA / FAA FAR 145 Cert No. (If

app.)
Address of Facility
Audited: From: To:
Period covered under
Audit:
Date(s) of Audit: Audit
reference(s):
Persons
interviewed:
DGCA Official(s) Signature(s

Names: ):
DGCA Date of Form 6 Part 1

office: completion:
*delete as
appropriate
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CAR-145 APPROVAL RECOMMENDATION REPORT

PART 2: CAR -145 COMPLIANCE AUDIT REVIEW
The five columns may be labeled & used as necessary to record the approval class &/or product
line reviewed. Against each column used of the following CAR-145 sub-paragraphs please either
tick (√ ) the box if satisfied with compliance or cross (X ) the box if not satisfied with compliance
and specify the reference of the Part 4 finding next to the box or enter N/A where an item is not
applicable, or N/R when applicable but not reviewed.
Para Subject
145.A.25 Facilities
145.A.30 Personnel
Certifying Staff and

145.A.35
Support staff
145.A.36 Record of
Airworthiness review
Staff
145.A.40 Equipment, Tools, etc
Acceptance of
145.A.42
Components
145.A.45 Maintenance Data
145.A.47 Production Planning
145.A.48 Performance of
maintenance
Certification of
145.A.50
Maintenance
145.A.55 Maintenance Records
145.A.60 Occurrence Reporting
145.A.65 Procedures & Quality
145.A.70 See Part 3
145.A.75 Privileges of AMO
145.A.80 Limitations on AMO
145.A.85 Changes to AMO
145.A.90 Continued Validity
145.A.95 Findings
M.A.201(c) Responsibilities
M.A.403(b) Aircraft Defects

DGCA officer(s): Signature(s):
DGCA office Date of Form 6 part 2 completion
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CAR 145
CAR -145 APPROVAL RECOMMENDATION REPORT CA FORM 6

PART 3: Compliance with 145.A.70 Maintenance organisation exposition
Please either tick (✓) the box if satisfied with compliance; or if not satisfied with compliance and
specify the reference of the Part 4 finding; or enter N/A where an item is not applicable; or N/R
when applicable but not reviewed.
Part 1 Management
1.1 Corporate commitment by the accountable manager
1.2 Safety and Quality Policy.
1.4 Duties and responsibilities of the management personnel.
1.5 Management Organisation Chart.
1.6 List of Certifying staff , support staff and airworthiness review

staff
(Note: a separate document may be referenced).
1.7 Manpower resources.
General description of the facilities at each address intended to be
1.8
approved.
1.9 Organisations intended scope of work.
Notification procedure to DGCA regarding changes to the organisation's
1.10
activities/ approval / location / personnel
1.11 Exposition amendment procedures.
Part 2 Maintenance Procedures
2.1 Supplier evaluation and subcontract control procedure.
Acceptance/inspection of aircraft components and material from outside
2.2
contractors.
Storage, tagging, and release of aircraft components and material to
2.3 aircraft maintenance.
2.4 Acceptance of tools and equipment.
2.5 Calibration of tools and equipment
2.6 Use of tooling and equipment by staff (including alternate tools).
2.7 Cleanliness standards of maintenance facilities.
Maintenance instructions and relationship to aircraft/aircraft component
2.8
manufacturers' instructions including updating and availability to staff
2.9 Repair procedure.
2.10 Aircraft maintenance programme compliance
2.11 Airworthiness Directives procedure
2.12 Optional modification procedure.
2.13 Maintenance documentation in use and its completion of same.
2.14 Technical record control.
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CAR 145
2.15 Rectification of defects arising during base maintenance
2.16 Release to service procedure
2.17 Records for the operator.
2.18 Reporting of defects to DGCA /Operator/Manufacturer
2.19 Return of defective aircraft components to store.
2.20 Defective components to outside contractors
2.21 Control of computer maintenance record systems
2.22 Control of man-hour planning versus scheduled maintenance work.
2.23 Critical maintenance tasks and error-capturing methods
2.24 Reference to specific maintenance procedures.
2.25 Procedures to detect and rectify maintenance errors.
2.26 Shift / task handover procedures.

Procedures for notification of maintenance data inaccuracies and
2.27 ambiguities to the type certificate holder.
2.28 Production planning procedures
Part L2 Additional Line Maintenance Procedures
L2.1 Line maintenance control of aircraft components, tools, equipment, etc.
L2.2 Line maintenance procedures related to servicing/fuelling/de-icing
L2.3 Line maintenance control of defects and repetitive defects
L2.4 Line procedure for completion of technical log
L2.5 Line procedure for pooled parts and loan parts
L2.6 Line procedure for return of defective parts removed from aircraft
Line procedure critical maintenance tasks and error-capturing methods
L2.7
Part 3 Quality System Procedures
3.1 Quality audit of organisation procedures.
3.2 Quality audit of aircraft
3.3 Quality audit remedial action procedure.
3.4 Certifying staff and support staff qualification and training procedure.
3.5 Certifying staff records.
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CAR 145
3.6 Quality audit personnel
3.7 Qualifying inspectors.
3.8 Qualifying mechanics
3.9 Aircraft / aircraft component maintenance tasks exemption process control.
3.10 Concession control for deviation from organisation's procedures.
3.11 Qualification procedure for specialised activities such as NDT, welding

etc.
3.12 Control of manufacturers' and other maintenance working teams
3.13 Human Factors training procedure
3.14 Competence assessment of personnel
3.15 Training procedures for on-the job training as per Section 6 of Appendix III
to CAR 66
3.16 Procedure for the issue of the recommendation to DGCA for the issues of
a CAR 66 licence in accordance with 66.B.105.
Part 4
4.1 Contracted operators
4.2 Operator procedures/paperwork
4.3 Operator record completion
Part 5 Appendices
5.1 Sample Documents
5.2 List of sub-contractors
5.3 List of Line maintenance locations
5.4 List of CAR-145 organisations
PART 6 Operators’ Maintenance Procedures (reserved for those maintenance

organisations that are approved under CAR-145 which are also operators)
6.1
Date of Form 6 part 3 completion:
MOE Reference: MOE Amendment:
DGCA official(s): Signature(s):
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CAR 145
Part 4: Findings CAR-145 Compliance status
Each level 1 and 2 finding should be recorded whether it has been rectified or not and should
be identified by a simple cross reference to the Part 2 requirement. All non-rectified findings
should be copied in writing to the organisation for the necessary corrective action.
Audit Corrective action

Part 2 or 3
reference(s): Level
reference
Findings Date Due Date Closed Reference
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CAR 145
Part 5: CAR-145 Approval or continued approval or change recommendation*
Name of organisation:
Approval reference: Audit reference(s):
The following CAR -145 scope of approval is recommended for this organisation:
Or, it is recommended that the CAR -145 scope of approval specified in CA Form 3 referenced
...................................................... be continued.
Name of recommending DGCA Officer: Signature of recommending DGCA Officer:
DGCA office:
Date of recommendation:
Form 6 review (quality check) :

Date:
*delete as appropriate
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CAR 145
Appendix VII
Application Form CA Form 2
Application for:
Initial grant
Renewal
Variation
DIRECTOR GENERAL OF CIVIL AVIATION, INDIA
CAR 145 APPROVAL

1. Registered name of the applicant:
2. Trading name (if different):
3. Address requiring approval:
4. Tel: Fax E-Mail
5. Scope of CAR 145 approval relevant to this application: (See page 2 for possibilities)
6. Position and name of the (proposed*) Accountable Manager:
7. Fees as per Rule 133C of the Aircraft Rules:
8. Signature of the proposed* Accountable Manager:
9. Place:
10. Date:
Note: When completed this form shall be sent to concerned regional airworthiness office for
organisations based in India and to DGCA Hdqrs for organisations based outside India.
*Applicable only in the case of a new CAR-145 Applicant. Page 1 of 2
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CAR 145
Page 2 – SCOPE OF CAR 145 APPROVAL AVAILABLE

A1 Aeroplanes/airships above Quote aeroplane/airship type
5700kg
A2 Aeroplanes/airships 5700 kg Quote aeroplane/ airship
and below manufacturer or group or
AIRCRAFT type
A3 Helicopters Quote helicopter
manufacturer or group or
type
A4 Aircraft other than A1, A2 or A3 Quote aircraft type or group
B1 Turbine Quote engine type

ENGINES B2 Piston Quote engine manufacturer or group or
type
B3 APU Quote engine manufacturer or type
C1 Air Cond & Press
C2 Auto Flight
C3 Comms and Nav
C4 Doors – Hatches
C5 Electrical Power
C6 Equipment
C7 Engine – APU
C8 Flight Controls
C9 Fuel – Airframe
Quote aircraft type or aircraft manufacturer
COMPONENTS C 10 Helicopter – Rotors or component manufacturer or the particular
OTHER THAN C 11 Helicopter – Trans component and or cross refer to a capability
COMPLETE C12 Hydraulic list in the exposition.
ENGINES OR
C13 Indicating and
APUs
Recording System
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic
C18 Protection ice/ rain/ fire
C19 Windows
C20 Structural
C21 Water Ballast
C22 Propulsion Augmentation
SPECIALISED
D1 Non destructive Insp. Quote particular NDT method
SERVICES
With reference to the above scope of approval and item 5 on page 1, please complete in the
following example style, but relevant to your organization.
A1 Base & Line Boeing 737-200 B2 Lycoming Piston
A2 Base Piper PA34 B3 Garrett GTCP85
A2 Base & Line Cessna Piston Twins C2 SFENA
A3 Bell 206/212 C4 Boeing 747
B1 CFM 56 D1 Eddy Current
There may be any number of types/manufacturers, etc. listed against each rating.
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CAR 145
Appendix VIII
Appendix to AMC 145.A.30 (e) Fuel Tank Safety Training
This appendix includes general instructions for providing training on Fuel Tank
Safety issues.
A) Effectivity:
 Large aeroplanes as defined as maximum type certified passenger capacity
of 30 or more or a maximum certified payload capacity of 7500 lbs (3402 kg)
cargo or more,
B) Affected organisations:
CAR-145 approved maintenance organisations involved in the maintenance of
aeroplanes specified in paragraph A) and fuel system components installed on
such aeroplanes when the maintenance data are affected by CDCCL.
Competent authorities responsible as per 145.B.30 for the oversight of the CAR-
145 approved organisations specified in this paragraph B).
C) Persons from affected organisations who should receive training:
Phase 1 only:
 The group of persons representing the maintenance management structure
of the organisation, the quality manager and the staff required to quality
monitor the organisation.
 Personnel of the competent authorities responsible as per 145.B.30 for the
oversight of CARt-145 approved maintenance organizations specified in
paragraph B).
Phase 1 + Phase 2 + Continuation training:
 Personnel of the CAR-145 approved maintenance organization required to
plan, perform, supervise, inspect and certify the maintenance of aircraft and
fuel system components specified in paragraph A).
D) General requirements of the training courses
Phase 1 – Awareness
The training should be carried out before the person starts to work without
supervision but not later than 6 months after joining the organisation.
Type: Should be an awareness course with the principal elements of the subject.
It may take the form of a training bulletin, or other self study or informative
session. Signature of the reader is required to ensure that the person has passed
the training.
Level: It should be a course at the level of familiarisation with the principal
elements of the subject.
Objectives:
The trainee should, after the completion of the training:
1. Be familiar with the basic elements of the fuel tank safety issues.
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CAR 145
2. Be able to give a simple description of the historical background and the

elements requiring a safety consideration, using common words and showing
examples of non conformities.
3. Be able to use typical terms.
Content: The course should include:

 a short background showing examples of FTS accidents or incidents,
 the description of concept of fuel tank safety and CDCCL,
 some examples of manufacturers documents showing CDCCL items,
 typical examples of FTS defects,
 some examples of TC holders repair data
 some examples of maintenance instructions for inspection.
Phase 2 – Detailed training

A flexible period may be allowed by the DGCA to allow organisations to set the
necessary courses and impart the training to the personnel, taking into account
the organisation’s training schemes/means/practices. This flexible period should
not extend beyond 31 December 2013.
The persons who have already attended the Level 2 Detailed training course in
compliance with appendix VIII from a CAR-145 maintenance organization are
already in compliance with Phase 2 with the exception of continuation training.
The person should have received Phase 2 training by 31 December 2013 or within
12 months of joining the organization, whichever comes later.
Type: Should be a more in-depth internal or external course. It should not take
the form of a training bulletin, or other self study. An examination should be
required at the end, which should be in the form of a multi choice question, and
the pass mark of the examination should be 75%.
Level: 2 It should be a detailed course on the theoretical and practical elements
of the subject.
The training may be made either:
 in appropriate facilities containing examples of components, systems and
parts affected by Fuel Tank Safety (FTS) issues. The use of films, pictures and
practical examples on FTS is recommended; or
 by attending a distance course (e-learning or computer based training)
including a film when such film meets the intent of the objectives and content
here below. An e-learning or computer based training should meet the
following criteria:
• A continuous evaluation process should ensure the effectiveness of the
training and its relevance;
• Some questions at intermediate steps of the training should be proposed
to ensure that the trainee is authorized to move to the next step;
• The content and results of examinations should be recorded;
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CAR 145
• Access to an instructor in person or at distance should be possible in

case support is needed.
Duration of 8 hours for phase 2 is an acceptable compliance.
When the course is provided in a classroom, the instructor should be very familiar
with the data in Objectives and Guidelines. To be familiar, an instructor should
have attended himself a similar course in a classroom and made additionally
some lecture of related subjects.
Objectives:
The attendant should, after the completion of the training:
 have knowledge of the history of events related to fuel tank safety issues
and the theoretical and practical elements of the subject, have an overview of
the FAA regulations known as SFAR (Special FAR) 88 of the FAA and of JAA
Temporary Guidance Leaflet TGL 47, be able to give a detailed description of
the concept of fuel tank system ALI (including Critical Design Configuration
Control Limitations CDCCL, and using theoretical fundamentals and specific
examples;
 have the capacity to combine and apply the separate elements of
knowledge in a logical and comprehensive manner;
 have knowledge on how the above items affect the aircraft;
 be able to identify the components or parts or the aircraft subject to FTS
from the manufacturer’s documentation,
 be able to plan the action or apply a Service Bulletin and an Airworthiness
Directive.
Content: Following the guidelines described in paragraph E).
Continuation training
The organisation should ensure that the continuation training is required in each
two years period. The syllabus of the training programme referred to in 3.4 of the
Maintenance Organisation Exposition (MOE) should include the additional
syllabus for this continuation training.
The continuation training may be combined with the phase 2 training in a
classroom or at distance.
The continuing training should be updated when new instruction are issued which
are related to the material, tools, documentation and manufacturer’s or competent
authority’s directives.
E) Guidelines for preparing the content of Phase 2 courses.
The following guidelines should be taken into consideration when the phase 2
training programmes are being established:
(a) understanding of the background and the concept of fuel tank safety,
(b) how the mechanics can recognize, interpret and handle the improvements in
the instruction for continuing airworthiness that have been made or are being
made regarding the fuel tank system maintenance,
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CAR 145
(c) awareness of any hazards especially when working on the fuel system, and
when the Flammability Reduction System using nitrogen is installed.
Paragraphs a), b) and c) above should be introduced in the training programme
addressing the following issues:
(i) The theoretical background behind the risk of fuel tank safety: the explosions
of mixtures of fuel and air, the behavior of those mixtures in an aviation
environment, the effects of temperature and pressure, energy needed for
ignition etc, the ‘fire triangle’, – Explain 2 concepts to prevent explosions:
1. ignition source prevention and
2. flammability reduction,
(ii) The major accidents related to fuel tank systems, the accident investigations
and their conclusions,
(iii) SFAR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition
prevention program initiatives and goals, to identify unsafe conditions and
to correct them, to systematically improve fuel tank maintenance),
(iv) Explain the briefly concepts that are being used: the results of SFAR 88 of
the FAA and JAA INT/POL 25/12: modifications, airworthiness limitations
items and CDCCL,
(v) Where relevant information can be found and how to use and interpret this
information in the instructions for continuing airworthiness (aircraft
maintenance manuals, component maintenance manuals, Service
Bulletins…)
(vi) Fuel Tank Safety during maintenance: fuel tank entry and exit procedures,
clean working environment, what is meant by configuration control, wire
separation, bonding of components etc,
(vii) Flammability reduction systems when installed: reason for their presence,
their effects, the hazards of an FRS using nitrogen for maintenance, safety
precautions in maintenance/working with an FRS,
(viii) Recording maintenance actions, recording measures and results of

inspections.
The training should include a representative number of examples of defects

and the associated repairs as required by the TC / STC holders maintenance
data.
F) Approval of training
For CAR-145 approved organizations, the approval of the initial and continuation
training programme and the content of the examination can be achieved by the
change to the MOE exposition. The necessary changes to the MOE to meet the
content of this decision should be made and implemented at the time requested
by the competent authority.
*****END*****
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CAR M Issue 2
CAR – M
CONTINUING AIRWORTHINESS REQUIREMENTS
Issue 2, R6, Dated 1st January 2024
1|Page Issue 02, R6, 1st January 2024

CAR M Issue 2
CONTINUING AIRWORTHINESS REQUIREMENTS
Index
Description
CAR M
Foreword
Record of revision
GENERAL
M.1
M.2 Objective
M.3 Definitions
M.4 Continuing Airworthiness Requirements
M.5 Entry Into Force
SECTION A TECHNICAL REQUIREMENTS
SUBPART A GENERAL
M.A.101 Scope
Subpart B ACCOUNTABILITY
M.A.201 Responsibilities
GM M.A.201 Responsibilities
GM M.A.201(b) Note-2 Responsibilities
GM M.A.201 (e)
AMC M.A.201(e)(2) Responsibilities
GM M.A.201(f) Commercial ATO
GM M.A.201(i), M.A.302(h) and M.A.901(l)
GM M.A.201 (i) Responsibilities
AMC M.A.201(i)(3) Responsibilities
M.A.202 Occurrence Reporting
AMC M.A.202 (a)
AMC M.A.202 (b)
Subpart C CONTINUING AIRWORTHINESS
M.A.301 Continuing Airworthiness Tasks
AMC M.A.301 (1)
AMC M.A.301 (2)
AMC M.A.301 (3)
AMC M.A.301 (4)
AMC M.A.301 (5)

CAR M Issue 2
AMC M.A.301 (7)
M.A.302 Maintenance Programme
AMC M.A.302
GM M.A.302(a) Aircraft maintenance programme
AMC M.A.302 (d)
AMC M.A.302 (e)
AMC M.A.302 (f)
AMC M.A.302 (h)
GM M.A.302(h) Aircraft maintenance programme
AMC M.A.302 (i)
M.A.303 Airworthiness Directives
AMC 303 (2) Airworthiness Directives
M.A.304 Data for Modifications and Repairs
AMC M.A.304
M.A.305 Aircraft Continuing Airworthiness Record System
AMC M.A.305 (d)
AMC M.A.305 (d)4 and AMC M.A.305 (h)
AMC M.A.305 (h)
AMC M.A.305 (h)(6)
M.A.306 Aircraft Technical Log System
AMC M.A.306 (a)
AMC M.A.306 (b)
M.A.307 Transfer of Aircraft Continuing Airworthiness Records
AMC M.A.307 (a)
Subpart D MAINTENANCE STANDARDS
M.A.401 Maintenance Data
AMC M.A.401 (b) Maintenance Data
AMC M.A.401 (c) Maintenance Data
M.A.402 Performance of Maintenance
AMC M.A.402 (a)
GM M.A.402(a) Performance of maintenance
AMC M.A.402(c) Performance of maintenance
AMC M.A.402 (d)

CAR M Issue 2
AMC M.A.402 (e)
AMC M.A.402(f) Performance of maintenance
AMC M.A.402(g) Performance of maintenance
AMC1 M.A.402(h) Performance of maintenance
AMC2 M.A.402(h) Performance of maintenance
GM M.A.402(h) Performance of maintenance
M.A.403 Aircraft defects
AMC M.A.403 (b)
AMC M.A.403 (d)
Subpart E COMPONENTS
M.A.501 Classification and Installation
AMC1 M.A.501 (a)(1)
GM M.A.501 (a)(2)
AMC1 M.A.501 (a)(3)
AMC1 M.A.501 (a)(4)
AMC2 M.A.501 (a)(4)
AMC M.A.501 (a)(5)
GM1 M.A. 501 (b)
GM2 M.A. 501 (b)
M.A.502 Component maintenance
AMC M.A.502
AMC M.A.502 (b ) and (c)
AMC M.A.502 (d )
M.A.503 Service Life Limited Components
M.A.504 Segregation Components
AMC1 M.A.504
GM1 M.A.504
M.A.601 Scope
AMC M.A.601
M.A.602 Application
AMC M.A.602
M.A.603 Extent Of Approval
AMC M.A.603 (a) Extent of approval

CAR M Issue 2
AMC M.A.603(c) Extent of approval
M.A.604 Maintenance Organisation Manual

AMC M.A.604
M.A.605 Facilities
AMC M.A.605 (a)
AMC M.A.605 (b)
AMC M.A.605 (c)
M.A.606 Personnel Requirements
AMC M.A.606 (a)
AMC M.A.606 (b)
AMC M.A.606 (c)
AMC M.A.606 (d)
AMC M.A.606 (e)
AMC M.A.606 (f)
AMC M.A.606 (h)2
M.A.607 Certifying staff and airworthiness review staff
AMC M.A.607
AMC M.A.607 (c)
M.A.608 Components, Equipment and Tools
AMC M.A.608 (a)
AMC M.A.608 (b)
AMC M.A.609
M.A.610 Maintenance Work Orders
AMC M.A.610
M.A.611 Maintenance Standards
M.A.612 Aircraft Certificate of Release to Service
M.A.613 Component Certificate of Release to Service
AMC M.A.613 (a)
M.A.614 Maintenance Records and airworthiness review record.
AMC M.A.614 (a)
AMC M.A.614 (c)

CAR M Issue 2
M.A.615 Privileges of the Organisation
GM M.A.615
GM M.A.615 (a)
AMC M.A. 615 (b)
M.A.616 Organisational Review
AMC M.A.616
M.A.617 Changes to the Approved Maintenance Organisation
AMC M.A.617
M.A.618 Continued Validity of Approval
M.A.619 Findings
M.A.701 Scope
M.A.702 Application
AMC M.A.702
M.A.703 Extent of Approval
M.A.704 Continuing Airworthiness Management Exposition
AMC1 M.A.704
AMC2 M.A.704
AMC M.A.704(a)(2)
M.A.705 Facilities
AMC M.A.705
M.A.706 Personnel Requirements
AMC M.A.706
AMC M.A.706 (a)
AMC M.A.706 (e)
AMC M.A.706 (f)
AMC M.A.706 (i)
AMC M.A.706 (k)
M.A.707 Airworthiness Review Staff
AMC M.A.707 (a)
AMC M.A.707 (a) (1)
AMC M.A.707 (a) (2)
AMC M.A.707 (b)

CAR M Issue 2
AMC M.A.707 (c)
AMC M.A.707 (e)
M.A.708 Continuing Airworthiness Management
GM M.A.708
AMC M.A.708 (b)3
GM M.A.708(b)(4)
AMC1 M.A.708 (c)
AMC2 M.A.708(c)
GM M.A.708(c)
AMC M.A.708(d)
M.A.709 Documentation
AMC M.A.709
GM M.A.709
M.A.710 Airworthiness Review
GM M.A.710
AMC M.A.710 (a)
AMC M.A.710 (b) and (c)
AMC M.A.710 (d)
AMC M.A.710 (e)
AMC M.A.710 (ga)
AMC M.A.710 (h)
M.A.711 Privileges of the Organisation
AMC M.A.711(a)(3)
AMC M.A.711 (b)
M.A.712 Quality System
AMC M.A.712 (a)
AMC M.A.712 (b)
AMC M.A.712 (f)
Changes to Approved Continuing Airworthiness Organisation
M.A.713
AMC M.A.713
M.A.714 Record-Keeping
AMC M.A.714

CAR M Issue 2
M.A.715 Continued Validity of Approval
M.A.716 Findings
AMC M.A.801 - Reserved
AMC M.A.801 (b)
AMC M.A.801 (d)
AMC M.A.801 (f)
AMC M.A.801 (g)
AMC M.A.801 (h)
AMC M.A.802
M.A.803 Pilot-Owner Authorization
AMC M.A.803
M.A.901 Aircraft Airworthiness Review
AMC M.A.901
AMC M.A.901 (a)
AMC M.A.901 (b)
AMC M.A.901 (c) (2) ,(e)(2) and (f)
AMC M.A.901 (d) and (g)
AMC M.A.901 (g)
AMC M.A.901 (j)
AMC M.A.901 (l)1
GM M.A.901 (l)5
GM M.A.901 (l)7
M.A.9 02 Validity of the Airworthiness Review Certificate
M.A.903 Transfer of Aircraft Registration within India
AMC M.A.903 (a) (1)
AMC M.A.903 (b)
M.A.904 Airworthiness Review of Aircraft Imported into India
AMC M.A.904 (a) (1)
AMC M.A.904 (a) (2)
AMC M.A.904 (b)
M.A.905 Findings

CAR M Issue 2
APPENDICES to CAR M
Appendix I Continuing airworthiness management contract.
Appendix II Authorised Release Certificate - CA Form 1
AMC to Appendix II to CAR-M: Use of CA Form 1 for
Maintenance
GM to Appendix II to CAR-M: Use of CA Form 1 for
Maintenance
Appendix III Airworthiness Review Certificate- CA Form 15
Appendix IV Approval Ratings
Appendix V Maintenance Organisation Approval- CA Form 3
AMC to Appendix V to CAR M Maintenance
Organisation approval Sub part-F
Appendix VI Continuing Airworthiness Management Organisation-
CA Form 14
AMC to Appendix VI to CAR M Continuing
Management Organisation approval approval CAR M Sub part-
G
Appendix VII Complex Maintenance Tasks
AMC to Complex Maintenance Tasks
Appendix VIII Limited Pilot-Owner Maintenance
AMC to Limited Pilot-Owner Maintenance

CAR M Issue 2
APPENDICES to AMCs and GMs

Appendix I to AMC M.A.302 and AMC M.B.301 (b):
Content of the Maintenance Programme
Appendix II to AMC M.A 711 (a) (3): Sub-Contracting of Continuing
Airworthiness Management Tasks
Appendix III to GM M.B 303(d) Key Risk Elements –Refer APM Chapter 3A
Appendix IV to AMC M.A.604 Maintenance Organisation Manual
Appendix V to AMC M.A.704

Continuing Airworthiness Management Organisation Exposition
Appendix VI to AMC M.B 602 (f) - CA Form 6F- Refer APM Chapter 3A
Appendix VII to AMC M.B 702 (f) - CA Form 13-- Refer APM Chapter 3A
Appendix VIII to AMC M.A.616 Organisational Review
Appendix IX to AMC M.A.602 and AMC M.A.702 CA Form 2
Application For CAR M, Subpart F/G Approval
Appendix X to AMC M.B.602 (a) and AMC M.B.702 (a) - CA Form 4
Appendix XI to AMC M.A.708(c) – Contracted Maintenance
Appendix XII to AMC M.A.706(f) - Fuel Tank Safety Training
Appendix XIII to AMC M.A.712(f) Organisational review
11 | P a g e Issue 02, R6, 1st January 2024

CAR M Issue 2
CAR M
FOREWORD
Rule 50A of the Aircraft Rules 1937 stipulates the conditions necessary for a
Certificate of Airworthiness to remaining in force i.e. to keep the aircraft in a state
of continued airworthiness. This is ensured by issuing certificates of Airworthiness
to an aircraft and subjecting the aircraft to annual airworthiness review certificates
(ARC).
CAR-M specifies certain technical requirements to be complied by organisations

and personnel involved in the maintenance of aircraft and aeronautical products,
parts and appliances in order to demonstrate the capability and means of
discharging the obligations and associated privileges thereof. The CAR-M also
specifies conditions of issuing, maintaining, amending, suspending or revoking
certificates attesting such compliance.
It is imperative that owners/operators and lessors/lessees are aware of their

responsibility and accountability of keeping the aircraft in a continuing state of
airworthiness. This CAR lays down the requirements of continuing airworthiness
and which are harmonized with EASA Part M regulation.
The CAR M is applicable to all operators of Indian registered aircraft irrespective

of whether such aircraft are maintained by their own organization or by other
approved maintenance organization. For organization operating aircraft,
compliance with this CAR is mandatory. The compliance will also depend upon
the size of the organization. The applicability will include private operators
(General Aviation), flying training institutes state governments etc.
CAR-M Revision 0 dated 2nd March 2010 was made effective from 31st July 2010
The CAR M Revision 0 was released after careful consideration of the comments
received on the draft and meetings and workshops held with the aeronautical
industry on the subject.
Rule 133B of the Aircraft Rules 1937 stipulates that organizations engaged in the
managing the continuing airworthiness of aircraft shall be approved.
This CAR provides common technical standards and guidelines for continued
airworthiness of an aircraft and its components and is issued under the provisions
of Rule 133A of the Aircraft Rules 1937.

CAR M Issue 2
RECORD OF REVISIONS
Initial Issue (Revision 0) 31stJuly 2010
This CAR M provides common technical standards and guidelines for continued
airworthiness of aircraft and its components with an effective date of 31st July 2010.
Revision 1 15th February 2015
The Revision-01 to CAR M is being issued to harmonise with regulations of EASA

Part M issued after March 2010.
Salient features of the revision are:
Following are the highlights of the CAR M Revision 01:-
1. The requirements, related AMCs and GMs have been brought together for easy
reference purposes.
2. Subsequent to the above arrangement, the Appendices have also been

separated as “Appendices to CAR M” and “Appendices to AMCs and GMs”.
3. Reference to AME licenses as pre- CAR 66 have been replaced with post CAR
-66 terminologies.
4. Requirements for Critical Design Configuration Control Limitations (CDCCL) and

training guide lines have been introduced.
5. Scope of components maintenance enhanced to include and “Indicating

Recording System”, “Water Ballast” and “Propulsion Augmentation system”.
6. The scope of simple defect rectification, which can be accomplished by flight

crew, has been enhanced to include.
a) Inspection for and removal of de-icing/anti-icing fluid residues.

b) Removal/closure of panels, cowls or covers that is easily accessible but not
requiring the use of special tools.
7. Specific reference to CAR Section 1 Series C Part I for implementation of SMS

M.A 201 K (Management Responsibilities) has been added.
8. New AMC M.A 618 and M.A 715 have been added to provide better clarity about
duration of approval in terms of calendar period.
9. New AMC 1, AMC 2, AMC 3 and GM 1 have been added for M.B 303 (b) Aircraft
Continuing Airworthiness Monitoring (ACAM) to provide more clarity in the scope
of inspection and Key Risk Elements (KREs).
10. Appendix III A to GM 303 (b) on Key Risk Elements (KRE) related to Aircraft
Continuing Airworthiness Monitoring (ACAM) has been incorporated.
11. Appendix XII to AMC on Fuel Tank Safety Training has been added.

CAR M Issue 2
CAR M Issue-2
Salient features of the CAR M Issue-2 are:
1. Harmonise CAR M with the latest regulations of EASA Part M issued till July
2016.
2. M3- Definition of Complex Motor aircraft and Category-2 light aircraft are added
and LSA removed.
3. Existing M.A. 201 and related AMC /GM related to responsibilities are revised
and restructured to provide for outsourcing Continuing Airworthiness
Management function to an appropriately approved CAMO except for scheduled
operator.
4. Responsibilities of operators operating foreign registered aircraft in scheduled

commuter operation incorporated.
5. As a consequences of revisions in M.A. 201, remaining contents are also revised

inline with M.A. 201.
6. M.A 302 and related AMCs and GM are revised. Standard Maintenance
programme for light aircraft below 2000 kgs is provided.
7. M.A. 303 revised to mandate compliance with ADs issued by state of type design
unless otherwise intimated by DGCA. Need for duplicating detailed compliance
statement with regard to DGCA mandatory modification with respect to aircraft,
engine, and propeller eliminated unless, DGCA had issued additional
Airworthiness Directive.
8. M.A. 402 and related AMCs and GMs related to performance of maintenance are
revised restructured to minimise the risk of multiple errors during maintenance.
9. Provision made for acceptance of newly manufactured aircraft components from

the aircraft manufacturer
10. Subpart F related to Maintenance Organisation revised to simplify maintenance

and ARC related issues of light aircraft not involved in commercial operation.
Maintenance facility requirements made more flexible
11. Subpart G (CAMO) and related AMCs / GMs are revised /restructured to align
with changes made in M.A. 201.
12. Subpart I Related AMCs / GMs revised / restructured in line with M.A 201 and to
introduce procedures for ARC review for small aircraft.
13. Appendixes revised in line M.A. 201 guidelines
14. Secton-B DGCA Procedures and related AMCs /GM removed from this CAR and
made of Airworthiness Procedures Manual (Chapter- 3A).
CAR M Issue 2
CAR M Issue-2 Rev 1 dated 23-6-2017
1. AMC 304 Amended to replace the reference of AAC 2/2013 to AAC 1 of 2017
2. Para ( d ) in MA 704 Added
3. Para (f) of MA 704 amended
CAR M Issue-2 Rev 2 dated 14th September, 2018
1. M.A. 201 (f) (2) amended in case of outsource of CAMO function, the operator
shall have CAME in accordance with para 11.2 of CAR Section 8 Series O Part
II.
2. M.A. 302 (f) amended to include requirement of “Maintenance Programme of Single
Engine aeroplane used for Scheduled commuter operations shall also have reliability
programme. Additional requirements are detailed in CAR, Section-8, Series O, Part II,
Appendix ‘B’ is inserted.
CAR M Issue-2 Rev 3 dated 12th June 2020
CAR M Issue-2, R-3 has been prepared to harmonize the EASA Commission
Regulation (EU) 2018/1142 dated 16/08/2018.
The salient changes are as follows-
1. M.A.501 ‘Installation’ is replaced by ‘Classification and Installation’. The

components has been classified into the categories.
2. Existing AMC related to MA 501 i.e. AMC M.A.501 (a), AMC M.A.501 (b), AMC
M.A.501(c) & AMC M.A.501 (d) are deleted.
3. Following new AMC related to MA 501 are added :-
i) AMC1 M.A.501 (a) (1) - CA Form 1 or Equivalent.
ii) AMC1 M.A.501 (a) (3) - ‘Unsalvageable components’.
iii) AMC1 M.A.501 (a) (4) & AMC2 M.A.501 (a) (4) - ‘Standard parts’.
iv) GM1 M.A.501 (a) (2) - ‘Unserviceable components’.
v) AMC M.A.501 (a) (5) – ‘Material’.
vi) GM1 M.A.501 (b) – related to incoming inspection.
vii) GM2 M.A.501 (b) –‘Installation of components”.
4. In point M.A.502, point (d) is replaced.
5. New AMC M.A.502 (d) is added.
6. Point M.A.504 is replaced to provide the requirements for segregation of
components.
7. Existing AMC related to MA 504 i.e AMC M.A.504 (a), AMC M.A.504 (b), AMC
M.A.504(c), AMC M.A.504 (d) 2 & AMC M.A.504 (e) are deleted.
8. New AMC1 M.A.504 - Segregation of components is added.
9. New GM1 M.A.504 - Mutilation of components is added.
10. Minor amendments are in the following points:-
i) M.A.606 (g);
ii) M.A.608, (c);
iii) AMC M.A.802 ;
iv) GM to Appendix II to CAR M;

CAR M Issue 2
CAR M Issue 2 Rev 4 dated 15th June 2021
CAR M Issue 2 Rev 4 is amended to include UK CAA Form 1 as an acceptable equivalent

document.
CAR M Issue 2 Rev 5 dated 10th May 2022
CAR M Issue 2 Rev 5 amends M.A. 902 (d) Restriction on ARC validity due to validity of
C of R
CAR M Issue 2 Rev 6 Dated 1st January 2024
CAR M Issue 2 Rev 6 Dated 1st January 2024 includes provisions for Electronic Log
Book

CAR M Issue 2
GENERAL
M.1
For the purpose of this CAR, DGCA shall be the competent authority:
1. for the oversight of the continuing airworthiness of individual aircraft and

the issue of airworthiness review certificates.
2 for the oversight of a maintenance organisation as specified in M.A.

Subpart F.
3. for the oversight of a continuing airworthiness management

organisation as specified in M.A. Subpart G.
4. for the approval of maintenance programmes.

(i) For aircraft registered in India.
(ii) For aircraft used in commercial transport by Indian Operator, if
agreed by State of Registry.
(iii) By derogation from paragraph 4(i), when the continuing

airworthiness of an aircraft not used in commercial air transport is
managed by a continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of CAR-M not
subject to the oversight of the State of registry, and only if agreed with
the State of registry prior to the approval of the maintenance
programme.
M.2 Objective
This CAR establishes common technical requirements and administrative

procedures for ensuring the continuing airworthiness of aircraft, including any
component for installation thereto, which are:
(a) Registered in India; or

(b) Registered in a foreign country and used by an Indian operator for which
India ensures oversight of operations.
The provisions of this CAR related to commercial air transport are applicable
to licensed air carriers as defined by Rule 134 of the Aircraft Rules 1937.
M.3 Definitions
Within the scope of this CAR, the following definitions shall apply:
(a) ‘aircraft’ means any machine that can derive support in the atmosphere
from the reactions of the air other than reactions of the air against the
earth's surface;

CAR M Issue 2
(b) ‘certifying staff’ means personnel responsible for the release of an
aircraft or a component after maintenance;
(ba) A complex motor powered aircraft means:
(1) An aeroplane:

(iv) Equipped with turbojet engine(s) or more than 1 turboprop engine.
(2) A helicopter:

(3) A tilt rotor aircraft.
(c) ‘component’ means any engine, propeller, part or appliance;
(d) ‘continuing airworthiness’ means all of the processes ensuring that, at any
time in its operating life, the aircraft complies with the airworthiness standard
and is in a condition for safe operation;
(e) ‘large aircraft’ means an aircraft, classified as an aeroplane with a maximum

take-off mass of more than 5700 kg, or a multi-engined helicopter;
(f) ‘maintenance’ means any one or combination of overhaul, repair, inspection,

replacement, modification or defect rectification of an aircraft or component,
with the exception of pre-flight inspection;
(g) ‘Organisation’ means a natural person, a legal person or part of a legal

person. Such an organisation may be established at more than one location
whether or not within the territory of India;
(h) ‘Pre-flight inspection’ means the inspection carried out before flight to ensure
that the aircraft is fit for the intended flight.
(i) For the purpose of this CAR Category 1 “Light Aircraft” means the following
aircrafts
i an aeroplane, sailplane or powered sailplane with a Maximum Take-off

Mass (MTOM) less than 1000 kg that is not classified as complex motor-
powered aircraft;
ii a balloon with a maximum design lifting gas or hot air volume of not more
than 3400 m3 for hot air balloons, 1050 m3 for gas balloons, 300 m3 for
tethered gas balloons;

CAR M Issue 2
iii an airship designed for not more than two occupants and a maximum
design lifting gas or hot air volume of not more than 2500 m3 for hot air
airships and 1000 m3 for gas airships
(J) For the purpose of this CAR Category 2 “Light Aircraft means the
following aircraft
(i) an aeroplane with a Maximum Take-off Mass (MTOM) of 2 000 kg or less

that is not classified as complex motor-powered aircraft;
(i) a sailplane or powered sailplane of 2 000 kg MTOM or less;
(i) a balloon;
(iv) a hot air ship;
(v) a gas airship complying with all of the following characteristics:
— 3 % maximum static heaviness,
— non-vectored thrust (except reverse thrust),
— conventional and simple design of structure, control system and
ballonet system, and
— non-power assisted controls;
(vi) a Very Light Rotorcraft..
M.4 Continuing Airworthiness Requirements
(a) The continuing airworthiness of aircraft and components shall be ensured

in accordance with the provisions of this CAR.
(b) Organisations and personnel involved in the continuing airworthiness of

aircraft and components, including maintenance, shall comply with the
provisions of CAR-M, CAR145 and CAR Sec -2 Series L or CAR 66 as
appropriate.
(c) By derogation from paragraph (a), the continuing airworthiness of aircraft

holding a ferry flight permit shall be ensured on the basis of the specific
continuing airworthiness arrangements as defined in the special flight permit
issued in accordance with CAR Sec-2, Series F Part VII.
M.5 Entry into Force
This CAR entered into force with effect from 31stJuly 2010.
Revision 1 to this CAR is effective from 30th June 2015.
CAR Issue-2 is effective forthwith. Existing aircraft operators and approved

organisations shall demonstrate compliance within six months of publication of
this revision.

CAR M Issue 2
SECTION-A
TECHNICAL REQUIREMENTS

CAR M Issue 2
SUBPART A
GENERAL
M.A.101 Scope
This CAR establishes the measures to be taken to ensure that airworthiness of

aircraft is maintained, including its maintenance standard. It also specifies the
conditions to be met by the persons or organizations involved in continuing
airworthiness management of aircraft.

CAR M Issue 2
SUBPART B
ACCOUNTABILITY
M.A.201 Responsibilities
(a) The owner is responsible for the continuing airworthiness of an aircraft
and shall ensure that no flight takes place unless:
1. the aircraft is maintained in an airworthy condition, and;
2. any operational and emergency equipment fitted is correctly installed and
serviceable or clearly identified as unserviceable, and;
3. the airworthiness certificate remains valid, and;
4. the maintenance of aircraft is performed in accordance with the approved
maintenance programme as specified in M.A.302.
(b) When the aircraft is leased, the responsibilities of the owner are
transferred to the lessee if:
1. the lessee is stipulated on the registration document, or;
2. detailed in the leasing contract.
Note1:-When reference is made in this CAR to the ‘owner’, the term

owners/operators covers the owner or the lessee, as applicable.
Note 2:- M.A.201 (b) would include foreign registerd aircraft operated by
Indian Scheduled Commuter Operators.
(c) Any person or organisation performing maintenance shall be

responsible for the tasks performed.
(d) The pilot-in-command or, in the case of air operators certified in accordance
with Schedule XI of aircraft rule 1937 , the operator shall be responsible for
the satisfactory accomplishment of the pre-flight inspection. This inspection
must be carried out by the pilot or another qualified person but need not be
carried out by an approved maintenance organization or by CAR 66
certifying staff.
(e) In the case of aircraft used by air operator certified in accordance with
Schedule XI of Aircraft rule 1937, the operator is responsible for the
continuing airworthiness of the aircraft it operates and shall:
(1) ensure that no flight takes place unless the conditions defined in point (a)
are met;
(2) be approved, as part of its air operator certificate, as a continuing
airworthiness management organisation pursuant to M.A. Subpart G
(CAMO) for the aircraft it operates;
By derogation to the above Scheduled Commuter Operators of non-
complex aircraft and helicopter may contract the Continuing Airworthiness
Management Function to an appropriately approved Organisation while
retaining the responsibility with itself.

CAR M Issue 2
(3) be approved in accordance with CAR-145 or establish a contract in
accordance with M.A.708(c) with such organisation.
(f) For complex motor-powered aircraft used for commercial specialised
operations, or commercial air transport, or commercial approved training
organisations, the operator shall ensure that
(1) no flight takes place unless the conditions defined in paragraph (a) are met;
(2) the tasks associated with continuing airworthiness are performed by an
approved continuing airworthiness management organisation. When the
operator is not continuing airworthiness management organisation approved
itself then the operator shall establish a written contract in accordance with
Appendix I with such an organisation, in such cases, operator shall have
CAME in accordance with para 11.2 of CAR Section 8 Series O Part II; and
(3) the continuing airworthiness management organisation referred to in (2) is
approved in accordance with CAR -145 for the maintenance of the aircraft
and components for installation thereon, or it has established a contract in
accordance with M.A.708(c) with such organisations.
(g) For complex motor-powered aircraft not included in point (e) or point (f), the
owner shall ensure that:
(1) no flight takes place unless the conditions defined in paragraph (a) are
met;
owner is not continuing airworthiness management organisation approved
itself then the owner shall establish a written contract in accordance with
Appendix I with such an organisation, and
(3) the continuing airworthiness management organisation referred to in (2) is
approved in accordance with CAR-145 for the maintenance of the aircraft
and components for installation thereon, or it has established a contract in
accordance with M.A.708(c) with such organisations
(h) For other than complex motor-powered aircraft, used for commercial
specialised operations, or commercial air transport other than those certified
air operators in accordance with Schedule XI of Aircraft rule 1937, or
commercial approved training organisation, the operator shall ensure that:
(1) no flight takes place unless the conditions defined in point (a) are met;

operator is not continuing airworthiness management organisation
approved itself then the operator shall establish a written contract in
accordance with Appendix I with such an organisation, and
(3) the continuing airworthiness management organisation referred to in point

(2) is approved in accordance with CAR-M Subpart-F or CAR-145 for the
maintenance of the aircraft and components for installation thereon, or it

CAR M Issue 2
has established a contract in accordance with M.A.708(c) with such

organisations.
(i) For other than complex motor-powered aircraft not included in point (e) or
(h), or used for “limited operations”, the owner is responsible for ensuring
that no flight takes place unless the conditions defined in point
(a) are met. To that end, the owner shall:
(1) contract the tasks associated with continuing airworthiness to an approved

continuing airworthiness management organisation though a written
contract in accordance withAppendix I, which will transfer the responsibility
for the accomplishment of these tasks to the contracted continuing
airworthiness management organisation , or;
(2) manage the continuing airworthiness of the aircraft under its own
responsibility, without contracting an approved continuing airworthiness
management organisation or;
(3) manage the continuing airworthiness of the aircraft under its own
responsibility and establish a limited contract for the development of the
maintenance programme and for processing its approval in accordance with
point M.A.302 with:
— an approved continuing airworthiness management organisation, or
— in the case of Category 2 light aircraft, a CAR-145 or M.A. Subpart F

maintenance organisation. This limited contract transfers the responsibility
for the development and, except in the case where a declaration is issued
by the owner in accordance with M.A. 302(h), processing the approval of the
maintenance programme to the contracted organisation
(j) The owner/operator shall ensure that any person authorised by the DGCA is
granted access to any of its facilities, aircraft or documents related to its
activities, including any subcontracted activities, to determine compliance
with this Part.’;
k) The operator shall establish and follow safety management system as per
CAR Section 1 Series C Part I.

CAR M Issue 2
GM M.A.201 Responsibilities
Complex Motor-powered aircraft Other-than-complex motor-

powered aircraft
Is a CAMO Is Is a CAMO Is
required for the maintenance required for maintenance
Select your type of operation and management of by a the by a
your category of aircraft continuing maintenance management maintenance
airworthiness? organisation of continuing organisation
required? airworthiness? required?
Commercia Commercial Air operator Yes, a CAMO is Yes, Yes, a CAMO is Yes,
l Air cerifird in required and it shall maintenance required and it maintenance
operations Transport accordance be part of the AOC by a CAR-145 shall be part of by a CAR45
( CAT ) with Schedule (M.A.201(e)) organisation is the AOC organisation is
XI of Aircraft required (M.A.201(e)) required
rule 1937 (M.A.201(e)) (M.A.201(e))
CAT other than Yes, a CAMO is Yes, Yes, a CAMO is Yes,
Air required maintenance required maintenance
opera (M.A.201(f)) by a CAR-145 (M.A.201(h)) by a Subpart F
tor organisation is or by a CAR-
cerifird required 145
in (M.A.201(f)) organisation is
accordance required
with Schedule (M.A.201(h))
XI of Aircraft
rule 1937
Commercial Commer Yes, a CAMO is Yes, Yes, a CAMO is Yes,
operations cial required maintenance required maintenance
other than specialis (M.A.201(f)) by a CAR-145 (M.A.201(h)) by a Subpart F
CAT ed organisation is or by a CAR-
operatio required 145
ns (M.A.201(f)) organisation is
required
(M.A.201(h))
Commerci Yes, a CAMO is Yes, Yes, a CAMO is Yes,
al training required maintenance required maintenance
organisati (M.A.201(f)) by a CAR-145 (M.A.201(h)) by a Subpart F
ons (ATOs) organisation is or by a CAR-
required 145
(M.A.201(f)) organisation is
required
(M.A.201(h))
Other than commercial operations including Yes, a CAMO is Yes, No, a CAMO is No,
limited operations. required maintenance not required maintenance
(M.A.201(g)) by a CAR-145 (M.A.201(i)) by a Subpart F
organisation is or CAR-145
required organisation is
(M.A.201(g)) not required
(M.A.201(i))
CAR M Issue 2
GM M.A.201 (b) Note 2
In addition to complying with the the requirements of Aviation Authority of the State
of Registry, the Indian Operator shall demonstrate to the DGCA and provide for
inspection of the activities, wherever they may be performed through an
appropriately approved CAMO that the provisions of applicable Aircraft Rules, 1937
and this CAR is being complied either direcly or through an approved alternate
means for which DGCA is not the ‘Authority’ in respect of the aircraft
GM M.A.201 (e) Responsibilities
The performance of ground de-icing and anti-icing activities does not require a
Part-145 maintenance organisation approval. Nevertheless, inspections
required detecting and when necessary, removing de-icing and/or anti-icing fluid
residues are considered maintenance. Such inspections may only be carried out
by suitably authorised personnel
AMC M.A.201 (e) (2) Responsibilities
1. An air operator certified in accordance with Schedule XI of Aircraft Rules,

1937, only needs to hold a CAMO approval as part of its air operator certificate
(AOC) for the management of the continuing airworthiness of the aircraft listed
on its AOC with the exception of contracting the function to an appropriately
approved CAMO by operators of non-complex aircraft for scheduled
commuter operations. However, if the scheduled commuter operation is
conducted combined with complex motor aircraft or helicopter, the operator is
required to have his won CAMO approval to manage the Continuing
Airworthiness of the Aircraft. The approval to carry out airworthiness review
is optional.
2. CAR-M does not provide for continuing airworthiness management

organisations to be independently approved to perform continuing
airworthiness management tasks on behalf of air operator certified in
accordance with Schedule XI of Aircraft rule 1937. The approval of such
activity is vested in the (AOC).
3. The operator is ultimately responsible and, therefore, accountable for the

airworthiness of its aircraft.’
GM M.A.201 (f) Commercial ATO
Commercial ATO refers to flying training organisation(s) certified in accordance

DGCA regulation which operate aircraft for commercial purposes in order to
provide Flight Crew Licence (FCL) training courses.

CAR M Issue 2
GM M.A.201 (i), M.A.302(h) and M.A.901(l)

Maintenance programme development and approval (for private
aircraft other than complex motor-powered aircraft*)
* This means aircraft for which M.A. 201(e), (f), (g), and (h) do not apply.
The following table provides a summary of the provisions contained in M.A.201(i),
AMC M.A.201(i), and GM M.A.201(i)(3):
OPTION 1 (for OPTION 2 (for private OPTION 3 (for Category

private aircraft aircraft other than complex 2 light aircraft not
other than motor-powered aircraft) involved in commercial
large complex operations
motor-
powered
aircraft)
Development and Performed by the Contracted to a CAMO Contracted to a CAR-145
processing of the owner (whether it is done through a or
approval of the full contract for the M.A. Subpart F
maintenance continuing airworthiness maintenance
programme management of the aircraft organisation (see
or through a limited contract M.A.201(i)(3))
for the development and
processing of the
maintenance programme)
Approval/ Declaration Direct approval Direct approval by the DGCA Direct approval by the
of the maintenance by the DGCA or or Indirect approval by the DGCA or Declaration by
programme Declaration by contracted CAMO the owner (only for
the owner (only or Declaration by the owner Category 1 Light aircraft
for Category 1 (only for Category 1 Light not involved in
Light aircraft not aircraft not involved in commercial operations,
involved in commercial operations, see see M.A.302(h))
commercial M.A.302(h))
operations,
see
M.A.302(h)

CAR M Issue 2
Maintenance Programme content and airworthiness review (for all aircraft)
OPTION 1 (for all aircraft) OPTION 2 (for Category 1 Light aircraft

not involved in commercial operations)
Basic information used for Maintenance data from the Minimum Inspection Programme’ (see
the maintenance Design Approval Holder M.A.302(h)2 and M.A.302(i))
programme (complying with M.A.302(d) (not applicable to airships )
and (e))
Customisation to a Complying with M.A.302(e) Using the template in AMC M.A.302(e)

particular aircraft or Using the template in AMC
registration M.A.302(e) (only for other-
than-complex motor-powered
aircraft)
Approval/Declaration of Direct approval by DGCA Direct approval by DGCA
the maintenance or Indirect approval by or Indirect approval by contracted CAMO
programme contracted CAMO or Declaration by the owner (see
or Declaration by the owner M.A.302(h)) (only for Category 1 Light
(see M.A.302(h)) (only for aircraft not involved in commercial
Category 1 Light aircraft not operations, see M.A.302(h)
involved in commercial
operations, see M.A.302(h))
Performance of DGCA
Airworthiness Review and or CAMO or CAR-145/M.A. Subpart F
issue of reccemendation maintenance organisation (when
for Airworthiness Review combined with annual inspection, see
Certificate M.A.901(l))
GM M.A.201 (i) Aircraft maintenance programme
If an owner decides not to make a contract in accordance with M.A.201( i), the
owner is fully responsible for the proper accomplishment of the corresponding
tasks. As a consequence, it is recommended that the owner properly self-
assesses his/her own competence to accomplish them or otherwise seeks the
proper expertise.
AMC M.A.201 (i) (3) Responsibilities
The limited contract for the development and, when applicable, processing of the
approval of the aircraft maintenance programme should cover the responsibilities
related to M.A. 302(d), M.A. 302(e) and M.A.302(g).
In the case of Category 1 Light aircraft not involved in commercial operations, the
limited contract between the owner and the Continuing airworthiness

CAR M Issue 2
management organization /maintenance organisation should cover the following
aspects:
— Whether the maintenance programme will be based on the ‘Minimum
Inspection Programme’ described in M.A. 302(i);
— The obligation for the Continuing airworthiness management organization/
maintenance organisation to develop and propose to the owner a
maintenance programme which:
(i) identifies the owner and the specific aircraft, engine, and propeller (as
applicable);
(ii) includes all mandatory maintenance information and any additional tasks
derived from the evaluation of the recommendations issued by the Design
Approval Holder;
(iii) does not go below the requirements of the Minimum Inspection
Programme; and
(iv) is customised to the particular aircraft type, configuration and operation, in
accordance with M.A.302(h)3.
— Whether the maintenance programme is going to be approved by the
competent authority or the owner is going to issue a declaration for the
maintenance programme.
(i) In the case of approval by the DGCA, whether indirect approval by the
continuing airworthiness management organization is permitted or not.
(i) In the case of declaration by the owner, a statement in the contract making
clear that the owner assumes full responsibility for any deviations
introduced to the maintenance programme proposed by the continuing
airworthiness management organization /maintenance organization
M.A.202 Occurrence Reporting
(a) Any person or organisation responsible in accordance with point M.A.201

shall report to DGCA, the organisation responsible for the type design or
supplemental type design and, if applicable, by Airworthiness Authority of the State
of Registry, any identified condition of an aircraft or component which endangers
flight safety.
(b) Reports shall be made in a manner established by DGCA and contain all
pertinent information about the condition known to the person or
organisation.
(c) Where the person or organisation maintaining the aircraft is contracted by an
owner or an operator to carry out maintenance, the person or the
organisation maintaining the aircraft shall also report to the owner, the
operator or the continuing airworthiness management organisation any such
condition affecting the owner's or the operator's aircraft or component.
(d) Reports shall be made as soon as practicable, but in any case within 72
hours of the person or organisation identifying the condition to which the
report relates.

CAR M Issue 2
AMC M.A.202 (a) Occurrence Reporting
Accountable persons or organisations should ensure that the type certificate (TC)
holder receives adequate reports of occurrences for that aircraft type, to enable
it to issue appropriate service instructions and recommendations to all owners or
operators.
Liaison with the TC holder is recommended to establish whether published or
proposed service information will resolve the problem or to obtain a solution to a
particular problem.
An approved continuing airworthiness management or maintenance organisation
should assign responsibility for co-ordinating action on airworthiness
occurrences and for initiating any necessary further investigation and follow-up
activity to a suitably qualified person with clearly defined authority and status.
In respect of maintenance, reporting a condition which endangers flight safety of
the aircraft is normally limited to:
- serious cracks, permanent deformation, burning or serious corrosion of

structure found during scheduled maintenance of the aircraft or component.
- failure of any emergency system during scheduled testing.
AMC M.A.202 (b) Occurrence Reporting
The reports may be transmitted by any method i.e. electronically, by post or

by facsimile.
Each report should contain at least the following information:
- Reporter or organisation’s name and approval reference if applicable,
- Information necessary to identify the subject aircraft and/or component,
- date and time relative to any life or overhaul limitation in terms of flying
hours/ cycles/landings etc. as appropriate,
- details of the occurrence.

CAR M Issue 2
SUBPART C
CONTINUING AIRWORTHINESS
M.A.301 Continuing Airworthiness Tasks
The aircraft continuing airworthiness and the serviceability of both operational
and emergency equipment shall be ensured by:
1. the accomplishment of pre-flight inspections;
2. the rectification in accordance with the data specified in point M.A. 304
and/or point M.A. 401, as applicable, of any defect and damage affecting
safe operation taking into account, the minimum equipment list and
configuration deviation list when applicable;
3. the accomplishment of all maintenance, in accordance with the
M.A.302 aircraft maintenance programme;
4. for all complex motor-powered aircraft or aircraft used by air operator
certified in accordance with Schedule XI of Aircraft rule 1937 the analysis
of the effectiveness of the M.A.302 approved maintenance programme;
5. the accomplishment of any applicable:
i. airworthiness directive,
ii. operational directive with a continuing airworthiness impact,
iii. continued airworthiness requirement established by DGCA,
iv. measures mandated by DGCA in immediate reaction to a safety
problem;
6. the accomplishment of modifications and repairs in accordance with

M.A.304;
7. for non-mandatory modifications and/or inspections, for all complex motor-

powered aircraft or aircraft used by air operator certified in accordance with
Schedule XI of Aircraft rule 1937 the establishment of an embodiment
policy;
8. Maintenance check flights when necessary.
AMC M.A. 301(1) Continuing Airworthiness Tasks
1. With regard to the pre-flight inspection it is intended to mean all of the actions
necessary to ensure that the aircraft is fit to make the intended flight. These
should typically include but are not necessarily limited to:
a) a walk-around type inspection of the aircraft and its emergency equipment
for condition including, in particular, any obvious signs of wear, damage or
leakage. In addition, the presence of all required equipment including
emergency equipment should be established.
b) an inspection of the aircraft continuing airworthiness record system or the
operators technical log as applicable to ensure that the intended flight is not
CAR M Issue 2
adversely affected by any outstanding deferred defects and that no required
maintenance action shown in the maintenance statement is overdue or will
become due during the flight.
c) control that consumable fluids, gases etc. uplifted prior to flight are of the
correct specification, free from contamination, and correctly recorded.
d) control that all doors are securely fastened.
e) control that control surface and landing gear locks, pitot/static covers,
restraint devices and engine/aperture blanks have been removed.
f) control that all the aircraft’s external surfaces and engines are free from ice,
snow, sand, dust etc. and an assessment to confirm that , as the result of
meteorological conditions and de-icing/anti-icing fluids have been
previously applied on it, there are no fluid residues that could endanger air
safety. Alternatively to this pre-flight assessment, when the type of aircraft
and nature of operations allow for it, the build up of residues may be
controlled through schedule maintenance inspections / cleanings identified
in the approved maintenance programme.
2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be
considered as part of the pre-flight inspection. The related pre-flight
inspection instructions should address the procedures to determine where
the necessary uplift or inflation results from an abnormal consumption and
possibly requires additional maintenance action by the approved
maintenance organisation or certifying staff as appropriate.
3. In the case of air operator certified in accordance with Schedule XI of Aircraft
rule 1937 the Continuing airworthiness management organization should
publish guidance to maintenance and flight personnel and any other
personnel performing pre-flight inspection tasks, as appropriate, defining
responsibilities for these actions and, where tasks are contracted to other
organisations, how their accomplishment is subject to the quality system of
M.A.712. It should be demonstrated to DGCA that pre-flight inspection
personnel have received appropriate training for the relevant pre-flight
inspection tasks. The training standard for personnel performing the pre-
flight inspection should be described in the continuing airworthiness
management exposition.
AMC M.A.301-2 Continuing Airworthiness Tasks
1. The operator should have a system to ensure that all defects affecting the
safe operation of the aircraft are rectified within the limits prescribed by the
approved minimum equipment list (MEL), configuration deviation list (CDL)
or maintenance data as appropriate. Also that such defect rectification
cannot be postponed unless agreed by the operator and in accordance with
a procedure approved by DGCA.
2. When deferring or carrying forward a defect rectification, the cumulative

effect of a number of deferred or carried forward defects on a given aircraft
and any restrictions contained in the MEL should be considered. Whenever
possible, deferred defect rectification should be made known to the pilot/flight
crew prior to their arrival at the aircraft.
CAR M Issue 2
3. In the case of aircraft used by air operator certified in accordance with

Schedule XI of Aircraft rule 1937 and of complex motor-powered aircraft, a
system of assessmet should be in operation to support the continuing
airworthiness of an aircraft and to provide a continuous analysis of the
effectiveness of the M.A. Subpart G approved continuing airworthiness
management organisation’s defect control system in use.
The system should provide for:
a) significant incidents and defects: monitor incidents and defects that have
occurred in flight and defects found during maintenance and overhaul,
highlighting any that appear significant in their own right.
b) repetitive incidents and defects: monitor on a continuous basis defects
occurring in flight and defects found during maintenance and overhaul,
highlighting any that are repetitive.
c) deferred and carried forward defects: Monitor on a continuous basis
deferred and carried forward defects. Deferred defects are defined as
those defects reported in operational service which is deferred for later
rectification. Carried forward defects are defined as those defects arising
during maintenance which are carried forward for rectification at a later
maintenance input.
d) unscheduled removals and system performance: analyse unscheduled
component removals and the performance of aircraft systems for use as
part of the maintenance programme efficiency.
The owner or the CAMO as applicable should have a system to ensure that all
aircraft maintenance checks are performed within the limits prescribed by the
approved aircraft maintenance programme and that, whenever a maintenance
check cannot be performed within the required time limit, its postponement is
allowed in accordance with a procedure agreed by DGCA.
The Continuing airworthiness management organization, managing the

continuing airworthiness of the aircraft should have a system to analyse the
effectiveness of the maintenance programme, with regard to spares, established
defects, malfunctions and damage, and to amend the maintenance programme
accordingly.
AMC M.A.301(5) Continuing Airworthiness Tasks

Operational directive with a continuing airworthiness impact include operating
rules such as extended twin engine operations(ETOPS)/long range
operations(LROPS),reduced vertical separation minimum(RVSM), MNPS,all
weather operations(AWOPS), RNAV, etc. Any other continued airworthiness
requirement made mandatory by DGCA includes TC related requirements such
CAR M Issue 2
as: certification maintenance requirements (CMR), certification life limited parts,
airworthiness limitations, fuel tank system airworthiness limitations including
Critical Design Configuration Control Limitations (CDCCL), etc.
AMC M.A.301(7) Continuing Airworthiness Tasks
The Continuing airworthiness management organization, managing the

continuing airworthiness of the aircraft should establish and work according to a
policy, which assesses non-mandatory information related to the airworthiness
of the aircraft. Non mandatory information such as service bulletins, service
letters and other information that is produced for the aircraft and its components
by an approved design organisation, the manufacturer or DGCA.
M.A.302 Aircraft Maintenance Programme
(a) Maintenance of each aircraft shall be organised in accordance with an

aircraft maintenance programme.
(b) The aircraft maintenance programme and any subsequent amendments

shall be approved by DGCA.
(c) When the continuing airworthiness of the aircraft is managed by a continuing

airworthiness management organisation approved in accordance with
Section A, Subpart G of CAR-M, or when there is a limited contract between
the owner and this organisation in accordance with point M.A.201(e)(3) the
aircraft maintenance programme and its amendments may be approved
through an indirect approval procedure.
(i) In that case, the indirect approval procedure shall be established by the
continuing airworthiness management organisation as part of the
Continuing Airworthiness Management Exposition and shall be approved
by DGCA.
(i) The continuing airworthiness management organisation shall not use the
indirect approval procedure when this organisation is not under the
oversight of the State of Registry, unless an agreement exists in
accordance with point M.1, paragraph 4(ii) or 4(iii), as applicable,
transferring the responsibility for the approval of the aircraft maintenance
programme to DGCA.
(d) The aircraft maintenance programme must establish compliance

with:
(i) instructions issued by DGCA.

(i) instructions for continuing airworthiness
- issued by the holders of the type certificate, restricted type-certificate,
supplemental type-certificate, major repair design approval, TSO
authorisation or any other relevant approval issued under CAR 21/EASA
21/FAR 21 and
-
CAR M Issue 2
( i) additional or alternative instructions proposed by the owner or the
continuing airworthiness management organisation once approved in
accordance with point M.A.302, except for intervals of safety related tasks
referred in paragraph (e), which may be escalated, subject to sufficient
reviews carried out in accordance with paragraph (g) and only when
subject to direct approval in accordance with point M.A.302(b).
(e) The aircraft maintenance programme shall contain details, including

frequency, of all maintenance to be carried out, including any specific tasks
linked to the type and the specificity of operations.
(f) For complex motor-powered when the maintenance programme is based on

maintenance steering group logic or on condition monitoring, the aircraft
maintenance programme shall include a reliability programme. Maintenance
Programme of Single Engine aeroplane used for Scheduled commuter
operations shall also have reliability programme. Additional requirements are
detailed in CAR, Section-8, Series O, Part II, Appendix B.
(g) The aircraft maintenance programme shall be subject to periodic reviews and
amended accordingly when necessary. These reviews shall ensure that the
programme continues to be valid in light of the operating experience and
instructions from DGCA whilst taking into account new and/or modified
maintenance instructions promulgated by the type certificate and supplementary
type certificate holders and any other organisation that publishes such data in
accordance with CAR 21/EASA 21/FAR 21.
(h) In the case of Category 1 light aircraft not involved in commercial
operations, compliance with points (b), (c), (d), (e), and (g) may be replaced
by compliance with all the following conditions:
1. The aircraft maintenance programme shall clearly identify the owner and
the specific aircraft to which it refers, including any installed engineand
propeller.
2. The aircraft maintenance programme shall either:
— comply with the “Minimum Inspection Programme”, contained in
point (i), corresponding to the particular aircraft, or
— comply with points (d) and (e).
The maintenance programme shall not be less restrictive than the
“Minimum Inspection Programme”.
3. The aircraft maintenance programme shall include all the mandatory
continuing airworthiness requirements, such as repetitive Airworthiness
Directives, the Airworthiness Limitation Section (ALS) of the Instructions for
Continued Airworthiness (ICA) or specific maintenance requirements
contained in the Type Certificate Data Sheet (TCDS).
In addition, the aircraft maintenance programme shall identify any additional
maintenance tasks to be performed because of the specific aircraft type,
aircraft configuration and type and specificity of operation. The following
elements shall be taken into consideration as a minimum:
CAR M Issue 2
— Specific installed equipment and modifications of the aircraft.
— Repairs incorporated in the aircraft.
— Life Limited components and flight safety critical components.
— Maintenance recommendations, such as Time Between Overhaul (TBO)
intervals, recommended through service bulletins, service letters, and
other non-mandatory service information.
— Applicable operational directives/requirements related to the periodic
inspection of certain equipment.
— Special operational approvals.
— Use of the aircraft and operational environment.
— Pilot-owner maintenance (if applicable).
4. If the maintenance programme is not approved by the DGCA (directly or by the
M.A. Subpart G organisation via an indirect approval procedure), the aircraft
maintenance programme shall contain a signed statement where the owner
declares that this is the aircraft maintenance programme for the particular
aircraft registration and he/she declares to be fully responsible for its content
and, in particular, for any deviations introduced as regards the Design
Approval Holder recommendations.
5. The aircraft maintenance programme shall be reviewed at least annually. This
review of the maintenance programme shall be performed either:
— by the person who performs the airworthiness review of the aircraft in
accordance with point M. A.710(ga), or
— by the M.A. Subpart G organisation managing the continuing
airworthiness of the aircraft in those cases where the review of the
maintenance programme is not performed in conjunction with an
airworthiness review.
If the review shows discrepancies on the aircraft linked to deficiencies in the
content of the maintenance programme, the person performing the review shall
inform the DGCA and the owner shall amend the maintenance programme as
agreed with DGCA.
(i) In the case of Category 1 light aircraft other than airships, not involved in
commercial operations, the “Minimum Inspection Programme” referred to in
point (h) shall comply with the following conditions:
1. It shall contain the following inspection intervals:
— For Category 1 light aeroplanes and Category 1 Touring Motor Gliders
(TMG), every annual or 100 h interval, whichever comes first? A tolerance of
1 month or 10 h may be applied to that interval as long as the next interval is
calculated from the date or hours originally scheduled.
— For Category 1 sailplanes, Category 1 light powered sailplanes other than
TMG and Category 1 balloons, every annual interval. A tolerance of 1 month
may be applied to that interval as long as the next interval is calculated from
the date originally scheduled.
2. It shall contain the following:
CAR M Issue 2
—Servicing tasks as required by the Design Approval Holder's
requirements.
— Inspection of markings.
— Review of weighing records and weighing in accordance with CAR
Section -2 Series X
— Operational test of transponder (if existing).
— Operational test of the pitot-static system.
— In the case of Category 1 light aeroplanes:
— Operational checks for power and rpm, magnetos, fuel and oil pressure,
engine temperatures.
— For engines equipped with automated engine control, the published run-
up procedure.
— For dry-sump engines, engines with turbochargers and liquid-cooled
engines, an operational check for signs of disturbed fluid circulation.
— Inspection of the condition and attachment of the structural items,
systems and components corresponding to the following areas:
— For Category 1 light aeroplanes
— Airframe
— Cabin and cockpit
— Landing gear
— Wing and centre section
— Flight controls
— Empennage
— Avionics and electrics
— Powerplant
— Clutches and gearboxes
— Propeller
— Miscellaneous systems such as the ballistic rescue system
— For Category 1 light sailplanes and Category 1 powered sailplanes:
— Airframe
— Cabin and cockpit
— Landing gear
— Wing and centre section
— Empennage
— Avionics and electrics
— Powerplant (when applicable)
— Miscellaneous systems such as removable ballast, drag chute and
controls, and water ballast system
CAR M Issue 2
— For Category 1 hot-air balloons:
— Envelope
— Burner
— Basket
— Fuel containers
— Equipment and instruments
— For Category 1 gas balloons:
— Envelope
— Basket
— Equipment and instruments Until such time as this Regulation specifies a
“Minimum Inspection Programme” for airships, their maintenance programme
shall comply with points (d) and (e)
AMC M.A.302 Aircraft Maintenance Programme
1. The term “maintenance programme” is intended to include scheduled
maintenance tasks the associated procedures and standard maintenance
practices. The term “maintenance schedule” is intended to embrace the
scheduled maintenance tasks alone.
2. The aircraft should only be maintained to one approved maintenance
programme at a given point in time. Where an owner or operator wishes to
change from one approved programme to other, a transfer check or
inspection may need to be performed in order to implement the change.
3. The maintenance programme details should be reviewed at least annually.
As a minimum revisions of documents affecting the programme basis need to
be considered by the owner or operator for inclusion in the maintenance
programme during the annual review. Applicable mandatory requirements for
compliance with CAR 21 should be incorporated into the aircraft maintenance
programme as soon as possible
4. The aircraft maintenance programme should contain a preface which will
define the maintenance programme contents, the inspection standards to be
applied, permitted variations to task frequencies and where applicable, any
procedure to manage the evolution of established check or inspection
intervals.
Appendix I to AMC M.A.302 provides detailed information on the contents of
an approved aircraft maintenance programme.
5. Repetitive maintenance tasks derived from modifications and repairs should
be incorporated into the approved maintenance programme.
GM M.A.302 (a) Aircraft Maintenance Programme

A maintenance programme may indicate that it applies to several aircraft
registrations as long as the maintenance programme clearly identifies the
effectivity of the tasks and procedures that are not applicable to all of the listed
registrations

CAR M Issue 2
AMC M.A.302 (d) Maintenance Programme Compliance
1. An owner or operator’s maintenance programme should normally be based
upon the maintenance review board (MRB) report where applicable, the
maintenance planning document (MPD), the relevant chapters of the
maintenance manual or any other maintenance data containing information on
scheduling. Furthermore, an owner or operator’s maintenance programme
should also take into account any maintenance data containing information on
scheduling for components.
2. Instructions issued by DGCA can encompass all types of instructions from a
specific task for a particular aircraft to complete recommended maintenance
schedules for certain aircraft types that can be used by the owner/operator
directly.These instructions may be issued by the DGCA in the following cases:
 in the absence of specific recommendations of the Type Certificate
Holder.
 to provide alternate instructions to those described in the subparagraph
1 above, with the objective of providing flexibility to the operator.
3. Where an aircraft type has been subjected to the MRB report process, an
operator should normally develop the initial operator’s aircraft maintenance
programme based upon the MRB report.
4. Where an aircraft is maintained in accordance with an aircraft maintenance
programme based upon the MRB report process, any associated programme
for the continuous surveillance of the reliability, or health monitoring of the
aircraft should be considered as part of the aircraft maintenance programme.
5. Aircraft maintenance programmes for aircraft types subjected to the MRB
report process should contain identification cross reference to the MRB report
tasks such that it is always possible to relate such tasks to the current approved
aircraft maintenance programme. This does not prevent the approved aircraft
maintenance programme from being developed in the light of service
experience to beyond the MRB report recommendations but will show the
relationship to such recommendations
6. Some approved aircraft maintenance programmes, not developed from the
MRB process, utilise reliability programmes. Such reliability programmes
should be considered as a part of the approved maintenance programme.
7. Alternate and/or additional instructions to those defined in paragraphs
M.A.302(d)(i) and (ii), proposed by the owner or the operator, may include but
are not limited to the following:
• Escalation of the interval for certain tasks based on reliability data or other
supporting information. Appendix I recommends that the maintenance
programme contains the corresponding escalation procedures. The
escalation of these tasks is directly approved by the DGCA, except in the
case of ALIs (Airworthiness Limitations). .
• More restrictive intervals than those proposed by the TC holder as a result of
the reliability data or because of a more stringent operational environment.
• Additional tasks at the discretion of the operator.

CAR M Issue 2
AMC M.A.302(e) Aircraft maintenance programme
Except for complex motor-powered aircraft, the aircraft maintenance
programme may take the format of the following standard template:
Aircraft Maintenance Programme (for aircraft other than ‘complex motor-powered aircraft’)
Aircraft identification
1 Registration(s): Type: Serial No (s):
Basis for the Maintenance Programme
2 This Aircraft Maintenance Programme complies with (tick one option):
M.A.302(b), (c), (d), (e) and (g) (Complete section 3 below), or
M.A.302(h) (Only possible for Category 1 light aircraft not used in commercialoperations)
For Aircraft Maintenance Programmes complying with M.A.302(h) (see above) the following data is used (tick one
option):
Design Approval Holder Maintenance Data (Complete section 3 below), or
Minimum Inspection Programme as detailed in the latest revision of AMC M.A.302(i) , or
Other Minimum Inspection Programme complyingwith M.A.302(i) (List the tasks in Appendix A to this Aircraft
Maintenance Programme)
Design Approval Holder Maintenance Data (not applicable if using Minimum Inspection Programmes)
3 Equipment manufacturer and type Applicable maintenance data reference (at latest revision)
For aircraft other than balloons
3a Aircraft
(other than
balloons)
3b Engine (if
applicable)
3c Propeller (if
applicable)
For balloons
3d Envelope
(only for
balloons)
3e Basket(s)
(only for
balloons)

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3f Burner(s)
(only for
balloons)
3g Fuel
cylinders
(only for
balloons)
Additional maintenance requirements not covered above (applicable to all Aircraft Maintenance Programmes, regardless
of whether they are based on Design Approval Holder Data or Minimum Inspection Programmes)
Indicate if any of the following additional maintenance requirements are applicable (when Yes No
replying ‘YES’, list the specific requirements in Appendix B to this Aircraft Maintenance
Programme)
Maintenance related to specific equipment and modifications
Maintenance related to repairs implemented in the aircraft

4
Maintenance related to life-limited components
Maintenance related to Mandatory Continuing Airworthiness Information (ALIs, CMRs, specific

requirements in the Type Certificate Data Sheet (TCDS), etc.)
Maintenance related to repetitive Airworthiness Directives
Maintenance related to specific operational/airspace directives/requirements (altimeter,

compass, transponder, etc.)
Maintenance related to the type of operation or to operational approvals such as Reduced

Vertical Separation Minima (RVSM), Minimum Navigation Performance Specification (MNPS),
Basic Area Navigation (B-NAV).
5 Indicate if there are any specific maintenance recommendations made in Service Bulletins, Yes No
Service Letters, etc, that are applicable (when replying ‘YES’, list all the specific
recommendations and any deviations in Appendix B to this Aircraft Maintenance Programme)
Pilot-owner maintenance (only for privately operated non-complex motor-powered aircraft of 2 730 kg MTOM and below,
sailplanes, powered-sailplanes and balloons)
Does the Pilot-owner perform Pilot-owner maintenance (ref. CAR-M, M.A.803)? Yes No
6 If yes, enter the name of the pilot-owner(s) or the alternative procedure described in
AMC M.A.803 point 3:
Pilot-owner name: Licence Number:
Signature: Date:
If yes, list in Appendix B to this Aircraft Maintenance Programme the deviations to the list of
Pilot-owner maintenance tasks contained in the AMC to Appendix VIII to CAR-M (tasks which
are not performed by the Pilot-owner and additional tasks performed)
Record of periodic reviews of the Aircraft Maintenance Programme (in accordance with M.A.302(g) or M.A.302(h)5, as
applicable)

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Describe whether the review has resulted or not in changes to the Date and signature
Aircraft Maintenance Programme (any changes introduced will be
7 described in field 8 below)
Revision control of the Aircraft Maintenance Programme
Rev. No Content of revision Date and signature
Approval/Declaration of the Maintenance Programme (select the appropriate option)
9 Declaration by owner: Approval by contracted CAMO (only Approval by Competent Authority:

under ‘indirect approval procedure’
approved by the competent
authority responsible for the
Aircraft Maintenance Programme):
‘I hereby declare that this is the Approval Reference No of the Competent Authority:
maintenance programme CAMO:
applicable to the aircraft
referred to in field 1 and I am
fully responsible for its content
and, in particular, for any
deviations from the Design Signature/Name/Date:
Approval Holder’s Signature/Name/Date:
recommendations’
Signature/Name/Date:
Certification statement
10 ‘I will ensure that the aircraft is maintained in accordance with this maintenance programme and that the maintenance
programme will be reviewed and updated as required’
Signed by the person/organisation responsible for the continuing airworthiness of the aircraft according to M.A.201:
Owner - Lessee - CAMO
Name of owner/lessee or CAMO approval number:
Address:
Telephone/fax:
E-mail:
Signature/Date:

CAR M Issue 2
11 Appendices attached:
—Appendix A YES NO
—Appendix B YES NO
Appendix A ‘Minimum Inspection Programme’ (only applicable if a Minimum Inspection Programme different from the
one described in AMC M.A.302(i) is used) (see Section 2 above)
Detail the tasks and inspections contained in the Minimum Inspection Programme being used.
Appendix B ‘Additional Maintenance Requirements’ and ‘Pilot-owner maintenance’ (include only if applicable) (see Sections 4,
5 and 6 above)
Task Description References Interval
Maintenance related to specific equipment and modifications
Maintenance related to repairs implemented in the aircraft
Maintenance related to life-limited components
Maintenance related to Mandatory Continuing Airworthiness Instructions (ALIs, CMRs, specific requirements in the TCDS, etc.)

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Maintenance related to repetitive Airworthiness Directives
Maintenance related to specific operational/airspace directives/requirements (altimeter, compass, transponder, etc.)
Maintenance related to the type of operation or operational approvals
Task Description Recommended Indicate: Alternative inspection/task (if Amended interval (if
interval adopted with deviations) adopted with deviations)
‘Adopted’, or
‘Not adopted’, or
‘Adopted with
deviations’
Maintenance recommendations contained in Service Bulletins, Service Letters, etc.
NOTE : List all the applicable maintenance recommendations, even those for which it has been decided not to accomplish the
task or to accomplish it with deviations.
Task Description (Pilot-owner maintenance)
Pilot-owner maintenance tasks contained in AMC to Appendix VIII to CAR-M which are not performed by the Pilot-owner
Pilot-owner maintenance tasks performed by the Pilot-owner additional to those contained in AMC to Appendix VIII to CAR-M
AMC M.A.302 (f) Maintenance Programme – Reliability Programmes

1. Reliability programmes should be developed for aircraft maintenance
programmes based upon maintenance steering group (MSG) logic or those
that include condition monitored components or that do not contain overhaul
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time periods for all significant system components.
2. Reliability programmes need not be developed for aircraft not considered
complex motor-powered aircraft or that contain overhaul time periods for all
significant aircraft system components.
3. The purpose of a reliability programme is to ensure that the aircraft
maintenance programme tasks are effective and their periodicity is adequate.
4. The reliability programme may result in the escalation or deletion of a
maintenance task, as well as the de-escalation or addition of a maintenance
task.
5. A reliability programme provides an appropriate means of monitoring the
effectiveness of the maintenance programme.
6. Appendix I to AMC M.A.302 and M.B.301 (d) gives further guidance.
AMC M.A.302 (h) Aircraft maintenance programme
NOTE: This AMC is applicable to those Category 1 light aircraft not involved in
commercial operations for which the owner has elected to apply the provisions of
M.A.302 (h).
1. The aircraft should only be maintained according to one maintenance

programme at a given point in time. Where an owner wishes to change from
one programme to another because of a change in the type of operation, a
transfer check or inspection may need to be performed to implement the
change.
2. The maintenance programme may take the format of the standard template
provided in AMC M.A.302 (e).
3. During the annual review of the maintenance programme, the following should
be taken into consideration
— The results of the maintenance performed during that year, which may reveal
that the current maintenance programme is not adequate.
— The results of the airworthiness review performed on the aircraft, which may
reveal that the current maintenance programme is not adequate.
— Revisions introduced in the documents affecting the programme basis, such

as the M.A.302 (i) ‘Minimum Inspection Programme’ or the Design Approval
Holder data.
— Applicable mandatory requirements for compliance with Part-21, such as

Airworthiness Directives, Airworthiness Limitations, Certification Maintenance
Requirements and specific maintenance requirements contained in the TCDS.
For the purpose of reviewing the results of the maintenance performed during
that year, the airworthiness review staff should request the owner/ continuing

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airworthiness management organization to provide the records of all the
maintenance performed during that year, including unscheduled maintenance.
When reviewing the results of the maintenance performed during that year and
the results of the airworthiness review, attention should be paid as to whether the
defects found may have been prevented by introducing in the maintenance
programme certain recommendations from the Design Approval Holder which
were initially disregarded by the owner.
GM M.A.302 (h) Aircraft maintenance programme
Responsibilities associated to maintenance programmes developed in

accordance with M.A.302 (h):
— If the owner has contracted an organisation in accordance with .A.201 (i)(1) or

M.A.201(i)(3) (whether it covers the full continuing Airworthinessanagement or it
is just for the development of the maintenance programme), this organisation is
responsible for developing and proposing to the owner a maintenance
programme which:
 indicates whether the maintenance programme is based on the ‘Minimum

Inspection Programme’ described in M.A.302(i);
 identifies the owner and the specific aircraft, engine, and propeller (as
applicable);
 includes all mandatory maintenance information and any additional tasks
derived from the assessment of the recommendations issued by the Design
Approval Holder;
 justifies any deviations from the recommendations issued by the Design
Approval Holder;
 does not go below the requirements of the Minimum Inspection
Programme; and
 is customised to the particular aircraft type, configuration and
operation, in accordance with paragraph M.A.302(h)3.
If the maintenance programme is going to be approved by the DGCA, DGCA is

responsible for evaluating the justifications provided in relation to deviations from
the recommendations issued by the Design Approval Holder.
However, when issuing a declaration for the maintenance programme, the owner
assumes full responsibility for any deviations introduced to the maintenance
programme proposed by the contracted organisation. The organisation which
developed the maintenance programme is not responsible for such deviations.
These deviations do not need to be justified by the owner.
— If the owner has not contracted an organisation in accordance with M.A.201

(i) (2) and has decided to develop the maintenance programme himself/herself,
when issuing a declaration for the maintenance programme, the owner assumes
full responsibility for its content, including any deviations introduced to the
recommendations issued by the Design Approval Holder. In this case, these
deviations do not need to be justified. However, the maintenance programme
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still needs to comply with the requirements contained in M.A.302(h), in particular
with the obligation to not go below the requirements of the ‘Minimum Inspection
Programme’ and to comply with the mandatory continuing airworthiness
information.
If the maintenance programme is going to be approved by the DGCA, the owner

needs to provide to DGCA, the justification for the deviations from the Design
Approval Holder recommendations.
— The content of the declared (by the owner) maintenance programme cannot
be initially challenged either by the DGCA, the contracted CAMO, or the
contracted maintenance organisation. This declared maintenance programme is
the basis for adequate planning of maintenance as well as for the airworthiness
reviews and the content of the Aircraft Continuing Airworthiness Monitoring
(ACAM) inspections in accordance with M.B.303. Nevertheless, the maintenance
programme will be subject to periodic reviews at the occasion of the airworthiness
review and the DGCA shall be notified in case of discrepancies linked to
deficiencies in the content of the maintenance programme, as described in
M.A.302(h)5, M.A.710(ga), M.A.710(h), M.A.901(l)5, and M.A.901(l)7. The owner
shall amend the maintenance programme accordingly as required by M.A.302
(h)5.
— When the DGCA is notified of deficiencies linked to the content of the declared
maintenance programme for a particular aircraft, the DGCA should contact the
owner, request a copy of the maintenance programme (if it was declared) and
use the information received for the adequate planning of the ACAM programme.
Based on the reported deficiencies and the risks identified, the DGCA will adapt
the ACAM programme accordingly. This notification will also allow that the DGCA
agrees on the changes required to the maintenance programme as required by
M.A.302 (h) 5.
— Although there is no requirement for the owner to send a copy of the declared
maintenance programme to the DGCA, this does not prevent the DGCA from
requesting a copy to the owner at any time, even if deficiencies have not been
reported.
—Since the maintenance programme has to identify the deviations introduced to

the recommendations issued by the Design Approval Holder, the airworthiness
reviews and ACAM inspections should place emphasis on the inspection of those
areas affected by those deviations in order to make sure that the maintenance
programme is effective.
— Since the DGCA is not responsible for the content of a declared maintenance
programme, the DGCA cannot authorise deviations from its content. In such case,
the owner can always declare an amended maintenance programme

CAR M Issue 2
AMC M.A.302(i) Aircraft maintenance programme
This AMC contains an acceptable ‘Minimum Inspection Programme’ for the

following categories of Category 1 aircraft not involved in commercial operations:
— Category 1 aeroplanes;
— Category 1 sailplanes and Category 1 powered sailplanes; and
— Category 1 hot-air balloons.
Although this AMC does not contain an acceptable ‘Minimum Inspection

Programme’ for gas balloons, the use of a ‘Minimum Inspection Programme’ is
still possible as long as it complies with the requirements established in
M.A.302 (i).
The ‘Minimum Inspection Programmes’ defined in this AMC already comply with
the requirements established in M.A.302(i) and may be used in order to define
the basic information for the maintenance programme as required by
M.A.302(h)2. However, the maintenance programme must be customised as
required by M.A.302 (h)3, which may be done by using the standard template
contained in AMC M.A.302(e).
It must be noted that using the ‘1-month’ tolerance permitted by M.A.302(i)1 for
the annual inspection may result in an expired ARC.
Minimum Inspection Programme for Category 1 aeroplanes not involved in

commercial operations
To be performed every annual/100 h interval, whichever comes first.
A tolerance of one month or 10 h may be applied. However, the next interval shall
be calculated from the date/hours originally scheduled (without the tolerance).
Note 1: Use the manufacturer’s maintenance manual to accomplish each
task/inspection.
Note 2: Proper operation of backup or secondary systems and components
should be included for every instance where a check is performed for
improper installation/operation.

CAR M Issue 2
Category 1 light aeroplanes not involved in commercial operations
System/component/area Task & Inspection detail
GENERAL
General Remove or open all necessary inspection plates, access doors, fairings, and cowlings.
Clean the aircraft and aircraft engine as required.
Lubrication/servicing Lubricate and replenish fluids in accordance with the manufacturer’s requirements.
Markings Check that side and under-wing registration markings are correct. If applicable, check that
an exemption for alternate display is approved. Identification plate for National Aviation
Authority registered aircraft is present. Other identification markings on fuselage are in
accordance with CAR Section-2 Series F part-I.
Review weighing record to establish accuracy against installed equipment.

Weighing
Weigh the aircraft as required by the CAR Section-2 Series X part-II.
AIRFRAME
Fabric and skin Inspect for deterioration, distortion, other evidence of failure, and defective or insecure
attachment of fittings.
NOTE: When checking composite structures, check for signs of impact or pressure
damage that may indicate underlying damage.
Fuselage structure Check frames, formers, tubular structure, braces, and attachments. Inspect for signs of
corrosion.
Systems and components Inspect for improper installation, apparent defects, and unsatisfactory operation.
Pitot/static system Inspect for security, damage, cleanliness, and condition. Drain any water from
condensation drains.
General Inspect for lack of cleanliness and loose equipment that might foul the controls.
Inspect for condition of moving parts and wear.
Tow hooks
Check service life.
Carry out operational test.

CAR M Issue 2
CABIN AND COCKPIT
Seats, safety belts and Inspect for poor condition and apparent defects.
harnesses
Check for service life.
Windows, canopies and Inspect for deterioration and damage, and for function of emergency jettison.
windshields
Instrument panel Inspect for poor condition, mounting, marking, and (where practicable) improper
assemblies operation.
Check markings of instruments in accordance with the Flight Manual.
Flight and engine controls Inspect for improper installation and improper operation.
Speed/weight/manoeuvre Check that the placard is correct and legible and accurately reflects the status of the
placard aircraft.
All systems Inspect for improper installation, poor general condition, apparent and obvious defects,
and insecurity of attachment.
LANDING GEAR
Shock-absorbing devices Inspect for improper fluid level.
Inspect for wear and deformation of rubber pads, bungees, and springs.
All units Inspect for poor condition and insecurity of attachment.
Retracting and locking Inspect for improper operation.

mechanism
Linkages, trusses and Inspect for undue or excessive wear fatigue and distortion.
members
Hydraulic lines Inspect for leakage.
Check service life.
Electrical system Inspect for chafing and improper operation of switches.

CAR M Issue 2
Wheels Inspect for cracks, defects, and condition of bearings.
Tyres Inspect for wear and cuts.
Brakes Inspect for improper adjustment and wear.
Floats and skis Inspect for insecure attachment and apparent defects.
WING AND CENTRE SECTION
All components Inspect all components of the wing and centre section assembly for poor general
condition, fabric or skin deterioration, distortion, evidence of failure, insecurity of
attachment.
Connections Inspect main connections (e.g. between wings, fuselage, wing tips) for proper fit, play
within tolerances, wear or corrosion on bolts and bushings.
FLIGHT CONTROLS
Control circuit/stops Inspect control rods and cables. Check that the control stops are secure and make
contact.
Control surfaces Inspect aileron, flap, elevator, air brake and rudder assemblies, hinges, control
connections, springs/bungees, tapes and seals.
Check and record range of movement and cable tensions, if specified, and check free
play.
Trim systems Inspect trim surfaces, controls, and connections.
Check full range of motion.
EMPENNAGE
All components and Inspect all components and systems that make up the complete empennage assembly
systems for poor general condition, fabric or skin deterioration, distortion, evidence of failure,
insecure attachment, improper component installation, and improper component
operation.

CAR M Issue 2
AVIONICS AND ELECTRICS
Batteries Inspect for improper installation, improper charge and spillage and corrosion.
Radio and electronic Inspect for improper installation and insecure mounting.
equipment
Carry out ground function test.
Wiring and conduits Inspect for improper routing, insecure mounting, and obvious defects.
Bonding and Inspect for improper installation, poor condition, and chafing and wear of insulation.
shielding
Antennas Inspect for poor condition, insecure mounting, and improper operation.
POWERPLANT
Engine section Inspect for visual evidence of excessive oil, fuel or hydraulic leaks and sources of such
leaks.
Studs and nuts Inspect for looseness, signs of rotation and obvious defects.
Internal engine Inspect for cylinder compression (record measures for each cylinder) and for metal
particles or foreign matter in oil filter, screens and sump drain plugs. If there is weak
cylinder compression, inspect for improper internal condition and improper internal
tolerances.
Engine mounts Inspect for cracks, looseness of mounting, and looseness of the engine to mount
attachment.
Flexible vibration Inspect for poor condition and deterioration.

dampeners
Engine controls Inspect for defects, improper travel, and improper safe tying.
Lines, hoses and clamps Inspect for leaks, improper condition, and looseness.
Exhaust stacks Inspect for cracks, defects, and improper attachment.

CAR M Issue 2
Turbocharger and Inspect for leaks, improper condition, and looseness of connections and fittings.
intercooler
Liquid cooling systems Inspect for leaks and proper fluid level.
Electronic engine control Inspect for signs of chafing and proper electronics and sensor installation.
Accessories Inspect for apparent defects in security of mounting.
All systems Inspect for improper installation, poor general condition, defects and insecure
attachment.
Cowling Inspect for cracks and defects.
Cooling baffles and seals Inspect for defects, improper attachment, and wear.
Fuel tanks Inspect for improper installation and connection.
CLUTCHES AND GEARBOXES
Filters, screens, and chip Inspect for metal particles and foreign matter.
detectors
Exterior Inspect for oil leaks.
Output shaft Inspect for excessive bearing play and condition.
PROPELLER
Propeller assembly Inspect for cracks, nicks, binds, and oil leakage.
Propeller bolts Inspect for proper installation, looseness, signs of rotation, and lack of safe tying.
Propeller control Inspect for improper operation, insecure mounting, and restricted travel.
mechanism
Anti-icing devices Inspect for improper operation and obvious defects.

CAR M Issue 2
MISCELLANEOUS
Ballistic rescue system Inspect for proper installation, unbroken activation mechanism, proper securing while on
ground, validity of inspection periods of pyrotechnic devices, and parachute packing
intervals.
Other miscellaneous items Inspect installed miscellaneous items that are not otherwise covered by this listing for
improper installation and improper operation.
OPERATIONAL CHECKS
Power and revolutions per Check that power output, static and idle rpm are within published limits.
minute (rpm)
Magnetos Check for normal function.
Fuel and oil pressure Check they are within normal values.
Engine temperatures Check they are within normal values.
Engine For engines equipped with automated engine control (e.g. FADEC), perform the
published run-up procedure and check for discrepancies.
Engine For dry-sump engines and engines with turbochargers and for liquid cooled engines,
check for signs of disturbed fluid circulation.
Pitot-static system Perform operational check.
Transponder Perform operational check.
Minimum Inspection Programme for Category 1 light aircraft (sailplanes) and Category 1
light aircraft (powered sailplanes) not involved in commercial operations
To be performed:
— every annual/100 h interval (for Touring Motor Gliders (TMG)), whichever
comes first; or
— every annual interval (for other than TMGs).
A tolerance of one month or 10 h, as applicable, may be applied. However, the

next interval shall be calculated from the date/hours originally scheduled (without
the tolerance).

task/inspection.
Note 2: In the case of TMGs, it is acceptable to control the hours of use of the
aircraft, engine and propeller as separate entities. Any maintenance check to be
done between two consecutive annual/100 h inspections may be performed
separately on the aircraft, engine and propeller depending on when each
CAR M Issue 2
element reaches the corresponding hours. However, at the time of the annual/100
h inspection, all the elements must be covered.

should be included for every instance where a check is performed for improper
installation/operation
Category 1 sailplanes and Category 1 powered sailplanes not involved in commercial

operations
GENERAL
General — all tasks The aircraft must be clean prior to inspection. Inspect for security, damage, wear,
integrity, drain/vent holes clear, signs of overheating, leaks, chafing, cleanliness and
condition as appropriate to the particular task. Whilst checking composite structures,
check for signs of impact or pressure damage that may indicate underlying damage.
Lubrication/servicing Lubricate and replenish fluids in accordance with the manufacturer’s requirements.
Markings Check that side and under-wing registration markings are correct. If applicable, check
that an exemption for alternate display is approved. Identification plate for National
Aviation Authority registered aircraft is present. Other identification markings on
fuselage in accordance with local (national) rules.
Weighing: Review weighing record to establish accuracy against installed equipment.

Weigh the aircraft as required by the CAR Section-2 Series X part-II .
AIRFRAME
Fuselage paint/gel coat, Inspect external surface and fairings, gel coat, fabric covering or metal skin, and
including registration paintwork. Check that registration marks are correctly applied.
markings
Fuselage structure Check frames, formers, tubular structure, skin, and attachments. Inspect for signs of
corrosion on tubular framework.
Nose fairing Inspect for evidence of impact with ground or objects.
Release hook(s) Inspect nose and Centre of Gravity (C of G) release hooks and controls. Check
operational life. Carry out operational test. If more than one release hook or control is
fitted, check operation of all release hooks from all positions.
Pot pitot/ventilator Check alignment of probe, check operation of ventilator.
Pitot/static system Inspect pitot probes, static ports and all accessible tubing for security, damage,
cleanliness, and condition. Drain any water from condensation drains.

CAR M Issue 2
Bonding/vents drains Check all bonding leads and straps. Check that all vents and drains are clear from
debris.
CABIN AND COCKPIT
Cleanliness/loose articles Check under cockpit floor/seat pan and in rear fuselage for debris and foreign items.
Canopy, locks and Inspect canopy, canopy frame and transparencies for cracks, unacceptable distortion,
jettison and discolouration. Check operation of all locks and catches. Carry out an operational
test of the canopy jettison system from all positions.
Seat/cockpit floor Inspect seat(s). Check that all loose cushions are correctly installed and, as appropriate,
energy absorbing foam cushions are fitted correctly. Ensure that all seat adjusters fit
and lock correctly.
Harness(es) Inspect all harnesses for condition and wear of all fastenings, webbing, and fittings.
Check operation of release and adjustments.
Rudder pedal assemblies Inspect rudder pedal assemblies and adjusters.
Flight control Inspect flight controls rods/cables. Check that control stops are secure and make
circuits/stops contact. Pay particular attention to wear and security of liners and cables in ‘S’ tubes.
Inspect self-connecting control devices.
Instrument panel Inspect instrument panel and all instruments/equipment. Check instrument readings
assemblies are consistent with ambient conditions. Check marking of all switches, circuit breakers,
and fuses. Check operation of all installed equipment, as possible, in accordance with
the manufacturer’s instructions.
Check markings of instruments in accordance with the Flight Manual.
Oxygen system Inspect oxygen system. Check bottle hydrostatic test date expiry in accordance with the
manufacturer’s recommendations. Ensure that the bottle is not completely empty (13,8
bars/200 psi minimum) and refill with aviator’s oxygen only. Clean masks and regulators
with suitable cleaning wipes.
Ensure that the oxygen installation is recorded on weight and C of G schedule. CAUTION:
OBSERVE ALL SAFETY PRECAUTIONS.
Colour-coding of controls Ensure that controls are colour-coded and in good condition, as follows:
Tow release: yellow
Air Brakes: blue
Trimmer: green
Canopy normal operation: white
Canopy jettison: red
Other controls: clearly marked but not using any of the above colours.
Equipment stowed in Check for security and condition. Check validity of any safety equipment. Check the
centre section manufacturer’s and the CARs (if required) data plates.
Speed/weight/ Check that the placard is correct and legible and accurately reflects the status of the
manoeuvre placard aircraft.

CAR M Issue 2
LANDING GEAR
Front skid/nose wheel Inspect for evidence of hard/heavy landings. Check skid wear. Inspect wheel, tyre, and
and mounts wheel box. Check tyre pressure.
Main wheel and brake Check for integrity of hydraulic seals and leaks in pipe work. Check life of hydraulic hoses
assembly and components if specified by the manufacturer. Remove brake drums, check brake
lining wear. Check disk/drum wear. Refit drum. Check brake adjustment. CAUTION:
BRAKE DUST MAY CONTAIN ASBESTOS.
Check operation of brake. Check level of brake fluid and replenish if necessary. Check
tyre pressure. CAUTION: CHECK TYPE OF BRAKE FLUID USED AND OBSERVE SAFETY
PRECAUTIONS.
Check springs, bungees, shock absorbers, and attachments. Check for signs of damage.
Undercarriage
Service strut if applicable.
suspension
Undercarriage retract Check retraction mechanism and controls, warning system if fitted, gas struts, doors
system and doors and linkages/springs, over-centre/locking device. Perform retraction test.
Tail skid/wheel Inspect for evidence of hard/heavy landings. Check skid wear. Inspect wheel, tyre, and
wheel box. Check bond of bonded skids. Check tyre pressure.
Wheel brake control Inspect wheel brake control rods/cables. If combined with air brake, ensure correct
circuit rigging relationship. Check parking brake operation if fitted.
WING AND CENTRE SECTION
Centre section fairing Inspect for security, damage, and condition.
Wing attachments Inspect the wing structural attachments. Check for damage, wear, and security. Check
for rigging damage. Check condition of wing attachment pins.
Aileron control Inspect aileron control rods/cables. Check that control stops are secure and make
circuit/stops contact.
Air brake control circuit Inspect air brake control rods/cables. Check friction/locking device (if fitted). Inspect
self-connecting control devices.
Wing struts/wires Inspect wing struts for damage and internal corrosion. Re-inhibit wing struts internally
every three years or in accordance with the manufacturer’s instructions.
Wings including Check mainplane structure externally and internally as far as possible. Check gel coat,
underside registration fabric covering, or metal skin. Check that registration marks are correctly applied.
markings
Ailerons and controls Inspect aileron and flaperon assemblies, hinges, control connections, springs/bungees,
tapes, and seals. Ensure that seals do not impair full range of movement.

CAR M Issue 2
Air brakes/spoilers Inspect air brake/spoiler panel(s) operating rods, closure springs, and friction devices
as fitted.
Flaps Check flap system and control. Inspect self-connecting control devices.
Control deflections and Check and record range of movements and cable tensions, if specified, and check free
free play, and record on play.
worksheets
EMPENNAGE
Tailplane and elevator With tailplane de-rigged, check tailplane and attachments, self-connecting and manual
control connections. Check gel coat, fabric covering, or metal skin.
Rudder Check rudder assembly, hinges, attachments, balance weights.
Rudder control circuit/ Inspect rudder control rods/cables. Check that control stops are secure and make
stops contact. Pay particular attention to wear and security of liners and cables in ‘S’ tubes.
Elevator control Inspect elevator control rods/cables. Check that control stops are secure and make
circuit/stops contact.
Trimmer control circuit Inspect trimmer control rods/cables. Check friction/locking device.
Control deflections and Check and record range of movements and cable tensions, if specified, and check free
free play, and record play.
on worksheets
AVIONICS AND ELECTRICS
Electrical Check all electrical wiring for condition. Check for signs of overheating and poor
installation/fuses connections. Check fuses/trips for condition and correct rating.
Battery security and Check battery mounting for security and operation of clamp. Check for evidence of
corrosion electrolyte spillage and corrosion. Check that the battery has the main fuse fitted
correctly.
It is recommended to carry out battery capacity test on gliders equipped with radio,
used for cross-country, controlled airspace, or competition flying.
Radio installations and Check radio installation, microphones, speakers and intercom, if fitted. Check that the
placards call sign placard is installed. Carry out ground function test. Record radio type fitted.
Altimeter datum Check barometric sub-scale. Maximum error 2 Mb.
Pitot-static system Perform operational check.

MISCELLANEOUS
Removable ballast Check removable ballast mountings and securing devices (including fin ballast if
applicable) for condition. Check that ballast weights are painted with conspicuous
colour. Check that provision is made for the ballast on the loading placard.

CAR M Issue 2
Drag chute and controls Inspect chute, packing and release mechanism. Check packing intervals.
Water ballast system Check water ballast system, wing and tail tanks as fitted. Check filling points, level
indicators, vents, dump and frost drains for operation and leakage. If loose bladders are
used, check for leakage and expiry date as applicable.
POWERPLANT (when applicable)
Engine pylons and Inspect engine and pylon installation. Check engine compartment and fire sealing.
mountings
Gas strut Check gas strut.
Pylon/engine stops Check limit stops on retractable pylons. Check restraint cables.
Electric actuator Inspect electric actuator, motor, spindle drive, and mountings.
Electrical wiring Inspect all electrical wiring. Pay special attention to wiring that is subject to bending
during extension and retraction of engine/pylon.
Limit switches Check operation of all limit switches and strike plates. Make sure that they are not
damaged by impact.
Fuel tank(s) Check fuel tank mountings and tank integrity. Check fuel quantity indication system if
fitted.
Fuel pipes and vents Check all fuel pipes especially those subject to bending during extension and retraction
of engine/pylon. Check that vents are clear. Make sure that overboard drains do not
drain into engine compartment. Check self-sealing.
Fuel cock or shut off Check operation of fuel cock or shut-off valve and indications.
valve
Fuel pumps and filters Clean or replace filters as recommended by the manufacturer. Check operation of fuel
pumps for engine supply or tank replenishment. Check fuel pump controls and
indications.
Decompression valve Inspect decompression valve and operating control.
Spark plugs Carry out spark plug service. It is recommended to replace spark plugs at annual
intervals.
Harnesses and Magneto Inspect low-tension and high-tension wiring, connectors, spark plug caps. Check
magneto to engine timing. Check impulse coupling operation.

CAR M Issue 2
Propeller bolts, assembly, Inspect propeller, hub, folding mechanism, brake, pitch change mechanism, stow
mounting, torquing & sensors.
Doors Check engine compartment doors, operating cables, rods, and cams.
Safety springs Check all safety and counterbalance springs.
Extension and retraction Check that extension and retraction operation times are within limits specified by
manufacturer. Check light indications and interlocks for correct operation.
Exhaust Inspect exhaust system, silencer, shock mounts, and links.
Engine installation Inspect engine and all accessories. Carry out compression test and record results.
Compression test results:
Lubrication Change engine oil and filter. Replenish oil and additive tanks.
Engine instruments Inspect all engine instruments and controls. Check control unit, mounts, bonding and
connections. Carry out internal self-test if fitted.
Flexible vibration dampers Check for poor condition and deterioration.
Engine battery If separate from airframe battery, inspect battery and mountings. If the main fuse is
fitted, check rating and condition.
Placards Check that all placards are in accordance with flight manual and legible.
Oil and fuel leaks With the engine fully serviced, check the fuel and oil system for leaks.
Minimum Inspection Programme for Category 1 hot-air balloons not involved in

commercial operations
To be performed every annual interval.
A tolerance of one month may be applied. However, the next interval shall be
calculated from the date originally scheduled (without the tolerance).

task/inspection.

should be included for every instance where a check is performed for improper
installation/operation
1. ENVELOPE
Identification Check for presence and verify type/serial number installed.

(type/serial
number/registration
plate)

CAR M Issue 2
Crown ring and line In place; not corroded; crown line undamaged and has appropriate length.
Vertical/horizontal load Check joints with the crown ring, top of the envelope and wires. All load tapes
tapes undamaged along their entire length. Inspect base horizontal tape and edge of the
envelope top. Inspect joint between base horizontal load tape and vertical load tapes.
Envelope fabric Inspect the envelope fabric panels (including parachute and rotation vents if fitted) for
damage, porosity overheating or weakness. Unrepaired damage is within tolerance
given by the manufacturer.
If substantial fabric porosity is suspected, then a flight test should be performed, but
only after a grab test has demonstrated that the balloon is safe to fly.
Perform grab test in accordance with the manufacturer’s instructions.
Flying cables Inspect for damage (particularly heat damage).
Kevlar cable — yellow core is not visible
Karabiners Inspect for damage. Karabiner lock is working properly.
Melting link and Check maximum temperature indication (flag/‘tell-tale’).

Tempilabel
Control system lines Inspect for damage wear, security of knots.
Check proper length. Check lines attachments for damage, wear, security.
Control lines and their Inspect for damage, wear, security of knots. Check proper length of the lines.
attachments
Envelope pulleys Inspect for damage, wear, free running, contamination, security of attachment.
2. BURNER

(type/serial number)
Inspect welds for cracking.
Inspect tubes for distortion/deformation/cuts/gouges.
Inspect frame for security of fasteners (heat shields, flexi-corners).
Burner frame Inspect frame lugs for wear, cracking.
Inspect general condition (corrosion, heat shields).
Gimballing Check stiffness, security of fitting manifolds.
Leak check Perform leak check of the burner.

CAR M Issue 2
Inspect all hoses for wear, damage, leak, and lifetime limitation.
Hoses
Inspect condition and correct function of the fuel.
Pressure gauges Check Pressure gauge reads zero when no pressure applied, lens present.
Pilot valves/flame Check Shut off, free movement, correct function, lubricate if necessary.
Whisper valves/flame Check Shut off, free movement, correct function, lubricate if necessary.
Main valves/flame Check Shut off, free movement, correct function, lubricate if necessary.
Check for damage, distortion, security of fasteners. Inspect welds for cracking.
Coils
Check security of jets, tighten or replace as necessary.
Fuel Check correct type, check dates (if applicable).
3. BASKET

Basket body Check the general condition of the basket body. Inspect weave for damage,
cracks/holes. No sharp objects inside the basket.
Basket wires Inspect for damage, check eye rings.

Karabiners Inspect for damage. Karabiner lock is working properly.
Basket floor Inspect for damage and cracks.
Runners Inspect for damage.
Rawhide Inspect for damage, wear and attachments to the floor.
Rope handles Inspect for damage, security of attachment.
Cylinder straps Inspect for damage, deterioration.

Padded basket edge Inspect for damage and wear.
trim
Burner rods Inspect for damage, wear and cracking.
Padded burner rod Inspect for damage and wear.

covers
Basket equipment Check presence and functionality.
Pilot restraint Inspect for security and condition.
Fire extinguisher Check expiration date and protection cover.

CAR M Issue 2
First-aid kit Check for completeness and expiration date.
4. FUEL TANKS
Identification Check for presence.

Cylinder Check periodic inspections for each cylinder is valid (date) (e.g. 10 years’ inspection).
Cylinder body Inspect for damage, corrosion.
Inspect for damage, corrosion, correct operation.
Liquid valve Inspect O-ring seals, lubricate/replace as required.
Fixed liquid
Inspect for damage, corrosion, correct operation.

Level gauge
Contents Gauge Inspect for damage, corrosion, freedom of movement.
Inspect for damage, corrosion, correct operation (including regulator).
Vapour valve Inspect Quick Release Coupling for correct operation, sealing.
Padded cover Inspect for damage.
Pressure relief valve Does not indicate over pressuring
Inspect leak-test all pressure holding joints using leak detector.
Assembly Functional test
5. ADDITIONAL EQUIPMENT
Instruments Functional check
Quick release Functional check and inspect the condition of the latch, bridle and ropes for wear and
deterioration. Check that the karabiners are undamaged and operate correctly.

CAR M Issue 2
Communication/navigation Perform operational check.

equipment (radio)
M.A.303 Airworthiness Directives

1. Any applicable airworthiness directive must be carried out within the
requirements of that airworthiness directive, unless otherwise specified by
DGCA.
2. Airworthiness Directives issued by the state of design of an aircraft, engine,
propeller and appliance or a supplementary type certification state are
deemed to have been adopted and mandated by DGCA unless notified
otherwise. Notwithstanding to the above, the owners/operators may comply
with the modifications / inspections intimated through Cablegram / Alert
Service Bulletin / email by the type certificate holder
3. . DGCA may also issue Airworthiness Directive in respect of any Indian civil
registered aircraft, engine, propeller and appliance fitted to such aircraft to
make good of any feature or condition affecting safety of the aircraft.
AMC M.A.303 (2) Airworthiness Directives

Where DGCA had reissued the ‘Airworthiness Directive’ mandated by a state of
design as ‘Mandatory Modification’ a compliance matrix may be provided in place
of duplicating the detailed compliance record separately for Airworthiness
Directives and DGCA Mandatory modifications
M.A.304 Data for Modifications and Repairs

Damage shall be assessed and modifications and repairs carried out using
(a) data approved by DGCA; or
(b) data by an approved by CAR 21/ EASA Part 21/ FAA Part 21 design
organization, as appropriate;
AMC M.A.304 Data for Modifications and Repairs

A person or organisation repairing an aircraft or component should assess the
damage against published approved repair data and the action to be taken if the
damage is beyond the limits or outside the scope of such data. This could involve
any one or more of the following options; repair by replacement of damaged
parts, requesting technical support from the type certificate holder or from an
organisation approved in accordance with CAR 21/ EASA Part 21/FAA Part 21
and finally DGCA approval of the particular repair data. Procedure for
modification and repairs has been described in Airworthiness Advisory Circular
(AAC) No. 1 of 2017

CAR M Issue 2
M.A.305 Aircraft Continuing Airworthiness Record System

(a) At the completion of any maintenance, the certificate of release to service
required by point M.A.801 or point 145.A.50 shall be entered in the aircraft
continuing airworthiness records. Each entry shall be made as soon as
practicable but in no case more than 30 days after the day of maintenance
action.
(b) The aircraft continuing airworthiness records shall consist of:

(i) an aircraft logbook, engine logbook(s) or engine module log cards,
propeller logbook(s) and log cards for any service life limited component as
appropriate, and,
(ii) when required in point M.A.306, operator’s technical log.
(c) The aircraft type and registration mark, the date, together with total flight
time and/or flight cycles and/or landings, as appropriate, shall be entered in
the aircraft logbooks.
(d) The aircraft continuing airworthiness records shall contain the current:
1. status of airworthiness directives and measures mandated by DGCA in
immediate reaction to a safety problem;
2. status of modifications and repairs;
3. status of compliance with maintenance programme;
4. status of service life limited components;
5. mass and balance report;
6. list of deferred maintenance.
(e) In addition to the authorised release document, CA Form 1/ EASA Form1/

FAA 8130, the following information relevant to any component installed
(engine , propeller , engine module or service life limited component) shall
be entered in the appropriate engine or propeller logbook, engine module
or service life limited component log card:
1. identification of the component; and
2. the type, serial number and registration ,as appropriate, of the aircraft,
engine , propeller , engine module or service life limited component to
which the particular component has been fitted, along with the reference
to the installation and removal of the component; and
3. the date together with the component’s accumulated total flight time
and/or flight cycles and/or landings and/or calendar time, as appropriate;
and
4. the current paragraph (d) information applicable to the component.
(f) The person responsible for the management of continuing airworthiness

CAR M Issue 2
tasks pursuant to M.A. Subpart B, shall control the records as detailed in
this paragraph and present the records to DGCA upon request.
(g) All entries made in the aircraft continuing airworthiness records shall be clear
and accurate. When it is necessary to correct an entry, the correction shall be made
in a manner that clearly shows the original entry.
(h) An owner or operator shall ensure that a system has been established to
keep the following records for the periods specified:
1. all detailed maintenance records in respect of the aircraft and any
service life-limited component fitted thereto, until such time as the
information contained therein is superseded by the new information
equivalent in scope and detail but not less than 36 months after the
aircraft or component has been released to service; and
2. the total time in service (hours,calander time,cycles and landings) of the
aircraft and all life-limited components, at least 12 months after the
aircraft or component has been permanently withdrawn from service;
and
3. the time in service (hours,calander time, cycles and landings) as
appropriate, since last scheduled maintenance of the component
subjected to a service life limit, at least until the component scheduled
maintenance has been superseded by another scheduled maintenance
of equivalent work scope and detail; and
4. the current status of compliance with maintenance programme such that
compliance with the approved aircraft maintenance programme can be
established, at least until the aircraft or component scheduled
maintenance has been superseded by other scheduled maintenance of
equivalent work scope and detail, and;
5. the current status of airworthiness directives applicable to the aircraft
and components, at least 12 months after the aircraft or component has
been permanently withdrawn from service, and;
6. details of current modifications and repairs to the aircraft, engine(s),
propeller(s) and any other component vital to flight safety, at least 12
months after they have been permanently withdrawn from service.
AMC M.A.305 (d) Aircraft Continuing Airworthiness Record System
The current status of AD should identify the applicable AD including revision or
amendment numbers. Where an AD is generally applicable to the aircraft or
component type but is not applicable to the particular aircraft or component, then
this should be identified. The AD status includes the date when the AD was
accomplished, and where the AD is controlled by flight hours or flight cycles it
should include the aircraft or engine or component total flight hours or cycles, as
appropriate. For repetitive ADs, only the last application should be recorded in
the AD status. The status should also specify which part of a multi- part directive
has been accomplished and the method, where a choice is available in the AD.
The status of current modification and repairs means a list of embodied
modification and repairs together with the substantiating data supporting
compliance with the airworthiness requirements. This can be in the form of a
Supplemental Type Certificate (STC), SB, Structural Repair Manual (SRM) or
CAR M Issue 2
similar approved document. The substantiating data may include:
(a) compliance programme; and,
(b) master drawing or drawing list, production drawings, and installation
instructions; and,
(c) engineering reports (static strength, fatigue, damage tolerance, fault
analysis, etc.); and,
(d) ground and flight test programme and results; and,
(e) mass and balance change data; and,
(f) maintenance and repair manual supplements; and,
(g) maintenance programme changes and instructions for continuing
airworthiness; and,
(h) aircraft flight manual supplement.
Some gas turbine engines are assembled from modules and a true total time in
service for a total engine is not kept. When owners and operators wish to take
advantage of the modular design, then total time in service and maintenance
records for each module is to be maintained. The continuing airworthiness
records as specified are to be kept with the module and should show compliance
with any mandatory requirements pertaining to that module.
AMC M.A.305 (d) (4) and AMC M.A.305 (h) aircraft continuing airworthiness
record system
The term ‘service life-limited components’ embraces: (i) components subject to

a certified life limit after which the components should be retired, and (ii)
components subject to a service life limit after which the components should
undergo maintenance to restore their serviceability.
The current status of service life-limited aircraft components should indicate:
i. for components subject to a certified life limit: the component life limitation, total
number of hours, accumulated cycles or calendar time and the number of
hours/cycles/time remaining before the required retirement time of the
component is reached;
i. for components subject to a service life limit: the component service life limit,
the hours, cycles or calendar time since the component has been restored
back to their service life and the remaining service (hours, cycles, calendar
time) life before the components need to undergo maintenance.
Any action that alters the components’ life limit (certified or service) or changes
the parameter of the life limit (certified or service) should be recorded.
When the determination of the remaining life requires knowledge of the different
types of aircraft/engine on which the component has previously been installed,
the status of all service-life limited aircraft components should additionally include
a full installation history indicating the number of hours, cycles or calendar time
relevant to each installation on these different types of aircraft/engine. The
indication of the type of aircraft/engine should be sufficiently detailed with regard
to the required determination of remaining life.
Recommendations from the type certificate holder on the procedures to
record the remaining life may be considered.
CAR M Issue 2
AMC M.A.305 (h) Aircraft Continuing Airworthiness Record System
When an owner/operator arranges for the relevant maintenance organisation to

retain copies of the continuing airworthiness records on their behalf, the
owner/operator will continue to be responsible for the retention of records. If they
cease to be the owner/operator of the aircraft, they also remain responsible for
the transferring the records to any other person who becomes the owner/operator
of the aircraft.
Keeping continuing airworthiness records in a form acceptable to DGCA normally

means in paper form or on a computer database or a combination of both
methods. Records stored in microfilm or optical disc form are also acceptable. All
records should remain legible throughout the required retention period.
Paper systems should use robust material, which can withstand normal handling
and filing.
Computer systems should have at least one backup system, which should be
updated at least within 24 hours of any maintenance. Each terminal is required to
contain programme safeguards against the ability of unauthorised personnel to
alter the database.
Continuing airworthiness records should be stored in a safe way with regard to
damage, alteration and theft. Computer backup discs, tapes etc., should be
stored in a different location from that containing the current working discs, tapes,
etc. and in a safe environment. Reconstruction of lost or destroyed records can
be done by reference to other records which reflect the time in service, research
of records maintained by repair facilities and reference to records maintained by
individual mechanics etc. When these things have been done and the record is
still incomplete, the owner/operator may make a statement in the new record
describing the loss and establishing the time in service based on the research
and the best estimate of time in service. The reconstructed records should be
submitted to DGCA for acceptance. The DGCA may require the performance of
additional maintenance if not satisfied with the reconstructed records.
AMC M.A.305 (h) (6) Aircraft Continuing Airworthiness Record System
For the purpose of this paragraph, a “component vital to flight safety” means a
component that includes certified life limited parts or is subject to airworthiness
limitations or a major component such as, undercarriage or flight controls.
M.A.306 Aircraft Technical Log System

(a) For commercial air transport, commercial specialised operations and
commercial ATO operations, in addition to the requirements of M.A.305, an
operator shall use an aircraft technical log system (in paper or electronic form
as approved by DGCA) containing the following information for each aircraft:
1. information about each flight, necessary to ensure continued flight safety,
and;

CAR M Issue 2
2. the current aircraft certificate of release to service, and;
3. the current maintenance statement giving the aircraft maintenance status
of what scheduled and out of phase maintenance is next due. The
maintenance statement may be kept at the operators engineering office:
and;
4. all outstanding deferred defects rectifications that affect the operation of
the aircraft, and;
5. any necessary guidance instructions on maintenance support

arrangements.
(b) The aircraft technical log system shall be approved by DGCA including any
amendment thereto.
Note 1: An operator intending to implement electronic journey log book,

technical log/ flight log or Flight Report Book’ shall obtain approval of DGCA
under CAR Section 8 Series S Part VIII – Specific Approval for Operational
Use of Electronic Flight Bag (EFB).
Note 2: Guidance on electronic logbook, electronic signature, records and

documents is given in AAC 4 of 2023.
(c) An operator shall ensure that the aircraft technical log is retained for 36
months after the date of the last entry.
AMC M.A.306 (a) Aircraft Technical Log System
For commercial air transpoprt operations, commercial specialised operations and

commercial approved training organisation operations, the aircraft technical log
is a system for recording defects and malfunctions during the aircraft operation
and for recording details of all maintenance carried out on an aircraft between
scheduled base maintenance visits. In addition, it is used for recording flight
safety and maintenance information the operating crews need to know. A sample
format of technical log system is described in CAR Section-2 Series X Part-VI.
Cabin or galley defects and malfunctions that affect the safe operation of the
aircraft or the safety of its occupants are regarded as forming part of the aircraft
log book where recorded by another means.
The aircraft technical log system may range from a simple single section
document to a complex system containing many sections but in all cases it should
include the information specified for the example used here which happens to
use a 5 section document / computer system:
Section 1
should contain details of the registered name and address of the operator the
aircraft type and the complete international registration marks of the aircraft.
Section 2

CAR M Issue 2
should contain details of when the next scheduled maintenance is due, including,
if relevant any out of phase component changes due before the next
maintenance check. In addition this section should contain the current certificate
of release to service (CRS), for the complete aircraft, issued normally at the end
of the last maintenance check.
Note: The flight crews do not need to receive such details if the next scheduled
maintenance is controlled by other means acceptable to DGCA.
Section 3
should contain details of all information considered necessary to ensure

continued flight safety. Such information includes:
i the aircraft type and registration mark.
ii the date and place of take-off and landing.
iii the times at which the aircraft took off and landed.
iv the running total of flying hours, such that the hours to the next schedule
maintenance can be determined. The flight crew does not need to receive such
details if the next scheduled maintenance is controlled by other means
acceptable to DGCA.
v details of any failure, defect or malfunction to the aircraft affecting
airworthiness or safe operation of the aircraft including emergency systems,
and any failure, defect or malfunctions in the cabin or galleys that affect the
safe operation of the aircraft or the safety of its occupants that are known to
the commander. Provision should be made for the commander to date and
sign such entries, including, where appropriate, the nil defect state for
continuity of the record. Provision should be made for a CRS following
rectification of a defect or any deferred defect or maintenance check carried
out. Such a certificate appearing on each page of this section should readily
identify the defect(s) to which it relates or the particular maintenance checks
as appropriate. Provision should be made to record aircraft performance
parameters during stabilized cruise condition where applicable.
In the case of maintenance performed by a CAR-145 maintenance
organisation, it is acceptable to use an alternate abbreviated certificate of
release to service consisting of the statement ‘CAR-145 release to service’
instead of the full certification statement specified in AMC 145.A.50 (b)
paragraph 1. When the alternate abbreviated certificate of release to service
is used, the introductory section of the technical log/ELBshould include an
example of the full certification statement from AMC 145.A.50 (b) paragraph
1.
vi the quantity of fuel and oil uplifted and the quantity of fuel available in each
tank, or combination of tanks, at the beginning and end of each flight; provision
to show, in the same units of quantity, both the amount of fuel planned to be
uplifted and the amount of fuel actually uplifted; provision for the time when
ground de-icing and/or anti-icing was started and the type of fluid applied,
including mixture ratio fluid/water and any other information required by the
operator procedures in order to allow the assessment on whether inspection
for and/or eliminations of de-icing/anti-icing fluid residues that could endanger

CAR M Issue 2
flight safety are required.
vii the pre-flight inspection signature.
In addition to the above it may be necessary to record the following

supplementary information:
- the time spent in particular engine power ranges where use of such engine
power affects the life of the engine or engine module;
- the number of landings where landings affect the life of an aircraft or aircraft
component.
- flight cycles or flight pressure cycles where such cycles affect the life of an
aircraft or aircraft component.
Note 1: Where Section 3 is of the multi-sector ‘part removable’ type then such
‘part removable’ sections should contain all of the foregoing information where
appropriate.
Note 2: Section 3 should be designed so that one copy of each page may remain
on the aircraft and one other copy may be retained on the ground until completion
of the flight to which it relates.
Note 3: Section 3 lay-out should be divided to show clearly what is required to
be completed after flight and what is required to be completed in preparation for
the next flight.
Section 4
should contain details of all deferred defects that affect or may affect the safe
operation of the aircraft and should therefore be known to the aircraft
commander. Each page of this section should be pre-printed with the operator’s
name and page serial number and make provision for recording the following:
i A cross reference for each deferred defect such that the original defect can
be identified in the particular section 3 sector record page.
ii The original date of occurrence of the defect deferred.
iii Brief details of the defect.
iv Details of the eventual rectification carried out and its CRS or a clear cross-
reference back to the document that contains details of the eventual
rectification.
Section 5
should contain any necessary maintenance support information that the aircraft
commander needs to know. Such information would include data on how to
contact maintenance engineering if problems arise whilst operating the routes
etc.
AMC M.A.306 (b) Aircraft Technical Log System
The aircraft technical log system can be either a paper or computer system or
any combination of both methods acceptable to DGCA. In case of a computer
system, it should contain programme safeguards against the ability of
unauthorised personnel to alter the database.
CAR M Issue 2
Note 1: An operator intending to implement electronic journey log book,

technical log/ flight log or Flight Report Book’ shall obtain approval of DGCA
under CAR Section 8 Series S Part VIII – Specific Approval for Operational
Use of Electronic Flight Bag (EFB).
Note 2: Guidance on electronic logbook, electronic signature, records and

documents is given in AAC 4 of 2023.
M.A.307 Transfer of Aircraft Continuing Airworthiness Records

(a) The owner or operator shall ensure when an aircraft is permanently
transferred from one owner or operator to another that the M.A.305 continuing
airworthiness records and, if applicable, M.A.306 operator's technical log is
also transferred.
(b) The owner shall ensure, when he contracts the continuing airworthiness
management task to a continuing airworthiness management
organisation,that the M.A.305 continuing airworthiness records are
transferred to the organisation.
(c) The time periods prescribed for the retention of records shall continue to apply
to the new owner, operator or continuing airworthiness management
organisation.
AMC M.A.307 (a) Transfer of Aircraft Continuing Airworthiness Records

Where an owner/operator terminates his operation, all retained continuing
airworthiness records should be passed on to the new owner/operator or stored.
A “permanent transfer” does not generally include the dry lease-out of an aircraft
when the duration of the lease agreement is less than 6 months. However DGCA
should be satisfied that all continuing airworthiness records necessary for the
duration of the lease agreement are transferred to the lessee or made accessible
to them.

CAR M Issue 2
SUBPART D
MAINTENANCE STANDARDS
(a) The person or organisation maintaining an aircraft shall have access to and
use only applicable current maintenance data in the performance of
maintenance including modifications and repairs.
(b) For the purposes of this CAR, applicable maintenance data is:
1. any applicable requirement, procedure, standard or information issued
by DGCA,
2. any applicable airworthiness directive,
3. applicable instructions for continuing airworthiness, issued by type
certificate holders, supplementary type certificate holders and any other
organisation that publishes such data in accordance with CAR 21.
4. any applicable data issued in accordance with 145.A.45(d).
(c) The person or organisation maintaining an aircraft shall ensure that all
applicable maintenance data is current and readily available for use when
required. The person or organisation shall establish a work card or
worksheet system to be used and shall either transcribe accurately the
maintenance data onto such work cards or worksheets or make precise
reference to the particular maintenance task or tasks contained in such
maintenance data.
AMC M.A.401 (b) Maintenance Data
1. Except as specified in sub-paragraph 2, each person or organisation
performing aircraft maintenance should have access to and use:
a) The regulations on continuing airworthiness of aircraft, associated
AMC’s and GM.
b) all applicable maintenance requirements and notices such as DGCA
standards and specifications that have not been superseded by a
requirement, procedure or directive,
c) all applicable airworthiness directives,
d) the appropriate sections of the aircraft maintenance programme, aircraft
maintenance manual, repair manual, supplementary structural
inspection document, corrosion control document, service bulletins,
service sheets modification leaflets, non destructive inspection manual,
parts catalogue, type certificate data sheets as required for the work
undertaken and any other specific document issued by the type
certificate or supplementary type certificate holder’s maintenance data,
except that in the case of operator or customer provided maintenance
data it is not necessary to hold such provided data when the work order
is completed.
2. In addition to sub-paragraph 1, for components each organisation

CAR M Issue 2
performing aircraft maintenance should hold and use the appropriate
sections of the vendor maintenance and repair manual, service bulletins and
service letters plus any document issued by the type certificate holder as
maintenance data on whose product the component may be fitted when
applicable, except that in the case of operator or customer provided
maintenance data it is not necessary to hold such provided data when the
work order is completed.
AMC M.A.401(c) Maintenance Data

1. Data being made available to personnel maintaining aircraft means that the
data should be available in close proximity to the aircraft or component being
maintained, for mechanics and certifying staff to perform maintenance.
2. Where computer systems are used, the number of computer terminals
should be sufficient in relation to the size of the work programme to enable
easy access, unless the computer system can produce paper copies. Where
microfilm or microfiche readers/printers are used, a similar requirement is
applicable.
3. Maintenance tasks should be transcribed onto the work cards or worksheets
and subdivided into clear stages to ensure a record of the accomplishment
of the maintenance task. Of particular importance is the need to differentiate
and specify, when relevant, disassembly, accomplishment of task,
reassembly and testing. In the case of a lengthy maintenance task involving
a succession of personnel to complete such task, it may be necessary to use
supplementary work cards or worksheets to indicate what was actually
accomplished by each individual person. A worksheet or work card system
should refer to particular maintenance tasks.
4. The workcard/worksheet system may take the form of, but is not limited to,
the following:
 a format where the AME writes the defect and the maintenance action
taken together with information of the maintenance data used, including
its revision status,
 an aircraft log book that contains the reports of defects and the actions
taken by authorised personnel together with information of the
maintenance data used, including its revision status,
 for maintenance checks, the checklist issued by the manufacturer.
5. Maintenance data should be kept up to date by:
-subscribing to the applicable amendment scheme,

-checking that all amendments are being received,
-monitoring the amendment status of all data.

CAR M Issue 2
M.A.402 Performance of Maintenance

Except for maintenance performed by a maintenance organisation approved in
accordance with CAR -145, any person or organisation performing maintenance
shall:
(a) be qualified for the tasks performed, as required by this CAR
(b) ensure that the area in which maintenance is carried out is well organised and
clean in respect of dirt and contamination;
(c) use the methods, techniques, standards and instructions specified in the
M.A.401 maintenance data;
(d) use the tools, equipment and material specified in the M.A.401 maintenance
data. If necessary, tools and equipment shall be controlled and calibrated to
an officially recognised standard;
(e) ensure that maintenance is performed within any environmental limitations

specified in the M.A.401 maintenance data;
(f) ensure that proper facilities are used in case of inclement weather or lengthy
maintenance;
(g) ensure that the risk of multiple errors during maintenance and the risk of
errors being repeated in identical maintenance tasks are minimised;
(h) ensure that an error capturing method is implemented after the performance
of any critical maintenance task; and
(i) carry out a general verification after completion of maintenance to ensure the
aircraft or component is clear of all tools, equipment and any extraneous
parts or material, and that all access panels removed have been refitted.
AMC M.A.402 (a) Performance of Maintenance.

1. Maintenance should be performed by persons authorised to issue a certificate
of release to service or under the supervision of persons authorised to issue a
certificate of release to service. Supervision should be to the extent necessary
to ensure that the work is performed properly and the supervisor should be
readily available for consultation.
2. The person authorised to issue a certificate of release to service should ensure
that:
(a) each person working under his/her supervision has received appropriate
training or has relevant previous experience and is capable of performing the
required task; and
(b) each person who performs specialised tasks, such as welding, is qualified in
accordance to an officially recognised standard.
CAR M Issue 2
GM M.A.402 (a) Performance of maintenance
In the case of limited Pilot-owner maintenance, as specified in M.A.803, any

person maintaining an aircraft which they own individually or jointly, provided they
hold a valid pilot licence with the appropriate type or class rating, may perform
the limited Pilot-owner maintenance tasks in accordance with Appendix VIII to
this CAR.
AMC M.A.402(c) Performance of maintenance
The general maintenance and inspection standards applied to individual

maintenance tasks should meet the recommended standards and practices of the
organisation responsible for the type design, which are normally published in
maintenance manuals. In the absence of maintenance and inspection standards
published by the organisation responsible for the type design, maintenance
personnel should refer to the relevant aircraft airworthiness standards and
procedures published or used as guidance by the DGCA. The maintenance
standards used should contain methods, techniques and practices acceptable to
the DGCA for the maintenance of aircraft and its components.’
AMC M.A.402(d) Performance of maintenance
When performing maintenance, personnel are required to use the tools,

equipment and test apparatuses necessary to ensure completion of work in
accordance with accepted maintenance and inspection standards. Inspection,
service or calibration that is performed on a regular basis should be performed in
accordance with the equipment manufacturers’ instructions. All tools requiring
calibration should be traceable to an acceptable standard.
In this context, ‘officially recognised standards’ means those standards

established or published by an official body, being either a natural or legal person,
and which are widely recognised by the air transport sector as constituting good
practice.
If the organisation responsible for the type design involved recommends special
equipment or test apparatuses, personnel should use the recommended
equipment or apparatuses or equivalent equipment accepted by the DGCA.
All work should be performed using materials of such quality and in such a
manner that the condition of the aircraft or its components after maintenance is
at least equal to its or their original or modified condition (with regard to
aerodynamic function, structural strength, resistance to vibration, deterioration
and any other qualities affecting airworthiness).

CAR M Issue 2
AMC M.A.402 (e) Performance of Maintenance

The working environment should be appropriate for the maintenance task being
performed such that the effectiveness of personnel is not impaired.
a) Temperature should be maintained such that personnel can perform the
required tasks without undue discomfort.
b) Airborne contamination (e.g. dust, precipitation, paint particles, filings)

should be kept to a minimum to ensure aircraft/components surfaces are
not contaminated, if this is not possible all susceptible systems should be
sealed until acceptable conditions are re-established.
c) Lighting should be adequate to ensure each inspection and maintenance
task can be performed effectively.
d) Noise levels should not be allowed to rise to the level of distraction for
inspection staff or if this is not possible inspection staff should be provided
with personnel equipment to reduce excessive noise.
AMC M.A.402 (f) Performance of Maintenance
Facilities should be provided appropriate for all planned maintenance. This may
require aircraft hangars that are both available and large enough for the planned
maintenance.
Aircraft component workshops should be large enough to accommodate the

components that are planned to be maintained.
Protection from inclement weather means the hangar or component workshop

structures should be to a standard that prevents the ingress of rain, hail, ice,
snow, wind and dust etc.
AMC M.A.402 (g) Performance of maintenance
(a) To minimise the risk of multiple errors and to prevent omissions, the person
or organisation performing maintenance should ensure that:
(1) every maintenance task is signed off only after completion;
(2) the grouping of tasks for the purpose of sign-off allows critical steps to be
clearly identified; and
(3) any work performed by personnel under supervision (i.e. temporary staff,
trainees) is checked and signed off by an authorised person.
(b) To minimise the possibility of an error being repeated in identical tasks that
involve removal/installation or assembly/disassembly of several
components of the same type fitted to more than one system, whose

CAR M Issue 2
failure could have an impact on safety, the person or organisation
performing maintenance should plan different persons to perform identical
tasks in different systems. However, when only one person is available, then
this person should perform reinspection of the tasks as described in AMC2
M.A.402 (h).’
AMC1 M.A.402 (h) Performance of maintenance

CRITICAL MAINTENANCE TASKS
The following maintenance tasks should primarily be reviewed to assess their

impact on safety:
(a) Tasks that may affect the control of the aircraft, flight path and attitude, such
as installation, rigging and adjustments of flight controls;
(b) Aircraft stability control systems (autopilot, fuel transfer);
(c) Tasks that may affect the propulsive force of the aircraft, including installation
of aircraft engines, propellers and rotors; and
(d) Overhaul, calibration or rigging of engines, propellers, transmissions and

gearboxes.’
AMC2 M.A.402 (h) Performance of maintenance

INDEPENDENT INSPECTION
(a) What is an independent inspection?
Independent inspection is one possible error-capturing method. It consists of an

inspection performed by an ‘independent qualified person’ of a task carried out
by an ‘authorised person’, taking into account that:
(1) the ‘authorised person’ is the person who performs the task or supervises the
task and assumes the full responsibility for the completion of the task in
accordance with the applicable maintenance data;
(2) the ‘independent qualified person’ is the person who performs the
independent inspection and attests the satisfactory completion of the task and
that no deficiencies have been found. The ‘independent qualified person’ does
not issue a certificate of release to service, therefore he/she is not required
to hold certification privileges;
(3) the certificate of release to service is issued by the ‘authorised person’ after
the independent inspection has been carried out satisfactorily;
(4) the work card system should record the identification of each person, the date
and the details of the independent inspection, as necessary, before the
certificate of release to service is issued.
(b) Qualifications of personnel performing independent inspections

CAR M Issue 2
(1) When the work is performed by a CAR-M Subpart F organisation, then the
organisation should have procedures to demonstrate that the ‘independent
qualified person’ has been trained and has gained experience in the specific
control systems to be inspected. This training and experience could be
demonstrated, for example, by:
(i) holding a CAR-66 licence in the same subcategory as the licence
subcategory or equivalent necessary to release or sign off the critical
maintenance task;
(ii) holding a CAR-66 licence in the same category and specific training in the
task to be inspected; or
(iii) having received appropriate training and having gained relevant
experience in the specific task to be inspected.
(2) When the work is performed outside a CAR-M Subpart F organisation:
(i) the ‘independent qualified person’ should hold:
(A) a CAR-66 licence in any category or an equivalent national

qualification when national regulations apply; or
(B) a valid pilot licence for the aircraft type issued in accordance with
DGCA regulations or an equivalent national qualification when
national regulations apply;
(ii) additionally, the ‘authorised person’ should assess the qualifications and
experience of the ‘independent qualified person’ taking into account that the
‘independent qualified person’ should have received training and have
experience in the particular task. It should not be acceptable that the
‘authorised person’ shows to the ‘independent qualified person’ how to
perform the inspection once work has been already finalised.
(c) How should independent inspection be performed
Independent inspection should ensure for example correct assembly, locking and
sense of operation. When inspecting control systems that have undergone
maintenance, the ‘independent qualified person’ should consider the following
points independently:
(1) all those parts of the system that have actually been disconnected or
disturbed should be inspected for correct assembly and locking;
(2) the system as a whole should be inspected for full and free movement over
the complete range;
(3) cables should be tensioned correctly with adequate clearance at secondary
stops;
(4) the operation of the control system as a whole should be observed to ensure
CAR M Issue 2
that the controls are operating in the correct sense;
(5) if different control systems are interconnected so that they affect each other,
all the interactions should be checked through the full range of the applicable
controls; and
(6) software that is part of the critical maintenance task should be checked, for
example version and compatibility with the aircraft configuration.
(d) What to do in unforeseen cases when only one person is available
REINSPECTION:
(1) Reinspection is subject to the same conditions as the independent inspection

is, except that the ‘authorised person’ performing the maintenance task is
also acting as ‘independent qualified person’ and performs the inspection.
(2) For critical maintenance tasks, reinspection should only be used in

unforeseen circumstances when only one person is available to carry out the
task and perform the independent inspection. The circumstances cannot be
considered unforeseen if the person or organisation has not assigned a
suitable ‘independent qualified person’ to that particular task.
(3) The certificate of release to service is issued by the ‘authorised person’ after
the reinspection has been performed satisfactorily.
(4) The work card system should record the identification of the ‘authorised
person’ and the date and the details of the reinspection, as necessary, before
the certificate of release to service is issued.’
GM M.A.402(h) Performance of maintenance
Several data sources may be used for the identification of critical maintenance
tasks, such as:
— information from the design approval holder;
— accident reports;
— investigation and follow-up of incidents;
— occurrence reporting;
— flight data analysis;
— results of audits;
— normal operations monitoring schemes;
— feedback from training; and
— information exchange systems.’
M.A.403 Aircraft Defects

(a) Any aircraft defect that hazards seriously the flight safety shall be rectified
before further flight.
CAR M Issue 2
(b) Only the authorised certifying staff, according to points M.A.801(b)1,
M.A.801(b)2, M.A.801(c), M.A.801(d) or CAR 145 can decide, using
M.A.401 maintenance data, whether an aircraft defect hazards seriously the
flight safety and therefore decide when and which rectification action shall be
taken before further flight and which defect rectification can be deferred.
However, this does not apply when the MEL is used by the pilot or by the
authorised certifying staff.
(c) Any aircraft defect that would not hazard seriously the flight safety shall be
rectified as soon as practicable, after the date the aircraft defect was first
identified and within any limits specified in the maintenance data or the MEL.
(d) Any defect not rectified before flight shall be recorded in the M.A.305 aircraft
maintenance record system or M.A.306 operator's technical log system as
applicable.
AMC M.A.403 (b) Aircraft Defects
An assessment of both the cause and any potentially hazardous effect of any
defect or combination of defects that could affect flight safety should be made in
order to initiate any necessary further investigation and analysis necessary to
identify the root cause of the defect.
AMC M.A.403 (d) Aircraft Defects
All deferred defects should be made known to the pilot/flight crew, whenever
possible, prior to their arrival at the aircraft.
Deferred defects should be transferred on to worksheets at the next appropriate

maintenance check, and any deferred defect which is not rectified during the
maintenance check, should be re-entered on to a new deferred defect record
sheet. The original date of the defect should be retained.
The necessary components or parts needed for the rectification of defects should
be made available or ordered on a priority basis, and fitted at the earliest
opportunity

CAR M Issue 2
SUBPART E
COMPONENTS
M.A.501 Classification and installation

(a) All components shall be classified into the following categories:
(1) Components which are in a satisfactory condition, released on CA Form 1
or equivalent and marked in accordance with Subpart Q of CAR 21, unless
otherwise specified in CAR 21 or CAR M.
(2) Unserviceable components which shall be maintained in accordance with
this Regulation.
(3) Components categorized as unsalvageable because they have reached
their certified life limit or contain a non-repairable defect.
(4) Standard parts used on an aircraft, engine, propeller or other aircraft
component when specified in the maintenance data and accompanied by
evidence of conformity traceable to the applicable standard.
(5) Material both raw and consumable used in the course of maintenance when
the organisation is satisfied that the material meets the required
specification and has appropriate traceability. All materials must be
accompanied by documentation clearly relating to the particular material
and containing a conformity to specification statement plus both the
manufacturing and supplier source.
(b) Components, standard parts and material shall only be installed on an aircraft
or a component when they are in a satisfactory condition, belong to one of
the categories listed in point (a) and the applicable maintenance data
specifies the particular component, standard part or material.’;
AMC1 M.A.501(a)(1) Classification and installation
CA FORM 1 OR EQUIVALENT
(a) A document equivalent to an CA Form 1 may be:

(1) a release document issued by an organisation under the terms of a
bilateral agreement signed by DGCA;
(2) EASA Form 1
(3) FAA Form 8130-3
(4) Airworthiness release documents issued by the manufacturer of aircraft
for new components shall be acceptable for the installation on type of aircraft
for which Type Certificate is accepted by DGCA.
CAR M Issue 2
(5) A release document issued by an organisation approved under CAR 145
(6) UK CAA Form 1
(7) Any other form acceptable to DGCA.
(b) Any item in storage without an CA Form 1 or equivalent cannot be installed

on aircraft registered in India unless CA Form 1 is issued for such item by an
appropriately approved maintenance organisation in accordance with AMC
M.A.613(a).
GM1 M.A.501(a)(2) Classification and installation
UNSERVICEABLE COMPONENTS
(a) The person or organisation that performs maintenance should ensure the
proper identification of any unserviceable components. The unserviceable
status of the component should be clearly declared on a tag together with
the component identification data and any information that is useful to define
actions that are necessary to be taken. Such information should state, as
applicable, in-service times, maintenance status, preservation status,
failures, defects or malfunctions reported or detected, exposure to adverse
environmental conditions, and whether the component is installed on an
aircraft that was involved in an accident or incident. Means should be
provided to prevent unintentional separation of this tag from the component.
(b) Unserviceable components should typically undergo maintenance due to:
(1) expiry of the service life limit as defined in the aircraft maintenance
programme;
(2) non-compliance with the applicable airworthiness directives and other
continuing airworthiness requirements mandated by the DGCA;
(3) absence of the necessary information to determine the airworthiness
status or eligibility for installation;
(4) evidence of defects or malfunctions;
(5) being installed on an aircraft that was involved in an incident or accident
likely to affect the component’s serviceability.
UNSALVAGEABLE COMPONENTS
The following types of components should typically be classified as
unsalvageable:
(a) components with non-repairable defects, whether visible or not to the naked
eye;
CAR M Issue 2
(b) components that do not meet design specifications, and cannot be brought
into conformity with such specifications;
(c) components subjected to unacceptable modification or rework that is
irreversible;
(d) certified life-limited parts that have reached or exceeded their certified life
limits, or have missing or incomplete records;
(e) components whose airworthy condition cannot be restored due to exposure
to extreme forces, heat or adverse environmental conditions;
(f) components for which conformity with an applicable airworthiness directive
cannot be accomplished;
(g) components for which maintenance records and/or traceability to the
manufacturer cannot be retrieved.
STANDARD PARTS
(a) Standard parts are parts that are manufactured in complete compliance with
an established industry, DGCA or other government specification which
include design, manufacturing, test and acceptance criteria, and uniform
identification requirements. The specification should include all the
information that is necessary to produce and verify conformity of the part. It
should be published so that any party may manufacture the part. Examples
of such specifications are National Aerospace Standards (NAS), Army-Navy
Aeronautical Standard (AN), Society of Automotive Engineers (SAE), SAE
Sematec, Joint Electron Device Engineering Council, Joint Electron Tube
Engineering Council, and American National Standards Institute (ANSI), EN
Specifications, etc.
(b) To designate a part as a standard part, the TC holder may issue a standard
parts manual accepted by the competent authority of the original TC holder
or may make reference in the parts catalogue to the specification to be met
by the standard part. Documentation that accompanies standard parts
should clearly relate to the particular parts and contain a conformity
statement plus both the manufacturing and supplier source. Some materials
are subject to special conditions, such as storage conditions or life limitation,
etc., and this should be included in the documentation and/or the material’s
packaging.
(c) An CA Form 1 or equivalent is not normally issued and, therefore, none

should be expected.
STANDARD PARTS
For sailplanes and powered sailplanes, non-required instruments and/or
equipment that are certified under the provision of EASA CS 22.1301(b), if
CAR M Issue 2
those instruments or equipment, when installed, functioning, functioning
improperly or not functioning at all, do not in themselves, or by their effect
upon the sailplane and its operation, constitute a safety hazard.
‘Required’ in the term ‘non-required’, as used above, means required by the
applicable airworthiness code EASA (CS 22.1303, 22.1305 and 22.1307) or
required by the relevant regulations for air operations and the applicable
Rules of the Air or as required by air traffic management (e.g. a transponder
in certain controlled airspace). Examples of non-required equipment which
can be considered to be standard parts may be electrical variometers,
bank/slip indicators ball-type, total energy probes, capacity bottles (for
variometers), final glide calculators, navigation computers, data
logger/barograph/turnpoint camera, bugwipers and anti-collision systems.
Equipment which must be approved in accordance with the airworthiness
code shall comply with the applicable ITSO or equivalent and it is not
considered to be a standard part (e.g. oxygen equipment).
AMC M.A.501(a)(5) Classification and installation
MATERIAL
(a) Consumable material is any material which is only used once, such as
lubricants, cements, compounds, paints, chemical dyes and sealants, etc.
(b) Raw material is any material that requires further work to make it into a
component part of the aircraft, such as metals, plastics, wood, fabric, etc.
(c) Material both raw and consumable should only be accepted when
satisfied that it is to the required specification. To be satisfied, the material
and/or its packaging should be marked with the applicable specification and,
where appropriate, the batch number.
(d) Documentation that accompanies all materials should clearly relate to the
particular material and contain a conformity statement plus both the
manufacturing and supplier source. Some materials are subject to special
conditions, such as storage conditions or life limitation, etc., and this should
be included in the documentation and/or the material’s packaging.
(e) An CA Form 1 or equivalent should not be issued for such materials and,
therefore, none should be expected. The material specification is normally
identified in the (S)TC holder’s data except in the case where the DGCA has
agreed otherwise.
GM1 M.A.501(b) Classification and installation
(a) To ensure that components, standard parts and materials are in

satisfactory condition, the persons referred to under M.A.801(b)(2),
M.A.801(b)(3), M.A.801(c) or M.A.801(d), or the approved maintenance
organisation should perform an incoming physical inspection.
CAR M Issue 2
(b) The incoming physical inspection should be performed before the
component is installed on the aircraft.
(c) The following list, although not exhaustive, contains typical checks to be
performed:
(1) verify the general condition of the components and their packaging in
relation to damages that could affect their integrity;
(2) verify that the shelf life of the component has not expired;
(3) verify that items are received in the appropriate package in respect of
the type of the component: e.g. correct ATA 300 or electrostatic sensitive
devices packaging, when necessary;
(4) verify that the component has all plugs and caps appropriately installed
to prevent damage or internal contamination. Care should be taken when
tape is used to cover electrical connections or fluid fittings/openings because
adhesive residues can insulate electrical connections and contaminate
hydraulic or fuel units.
(d) Items (e.g. fasteners) purchased in batches should be supplied in a
package. The packaging should state the applicable specification/standard,
P/N, batch number, and the quantity of the items. The documentation that
accompanies the material should contain the applicable
specification/standard, P/N, batch number, supplied quantity, and the
manufacturing sources. If the material is acquired from different batches,
acceptance documentation for each batch should be provided.
GM2 M.A.501(b) Classification and installation
INSTALLATION OF COMPONENTS
Components, standard parts and materials should only be installed when
they are specified in the applicable maintenance data. This could include
parts catalogue (IPC), service bulletins (SBs), aircraft maintenance manual
(AMM), component maintenance manual (CMM), etc. So, a component,
standard part and material can only be installed after having checked the
applicable maintenance data. This check should ensure that the part
number, modification status, limitations, etc., of the component, standard
part or material are the ones specified in the applicable maintenance data of
the particular aircraft or component (i.e. IPC, SB, AMM, CMM, etc.) where
the component, standard part or material is going to be installed. When the
installation is performed outside a maintenance organization, that is by the
persons referred to in M.A.801(b)(2), M.A.801(b)(3), M.A.801(c) or
M.A.801(d), then these persons are responsible to perform this check before
installation. When the installation is performed by a CAR-M Subpart F
organisation, then the organisation has to establish procedures to ensure
that this check is performed before installation.
M.A.502 Component Maintenance
(a) The maintenance of components shall be performed by maintenance

CAR M Issue 2
organisations appropriately approved in accordance with Section A, Subpart
F of CAR M or with CAR145.
(b) By derogation from paragraph (a), maintenance of a component in

accordance with aircraft maintenance data or, if agreed by DGCA, in
accordance with component maintenance data, may be performed by an A
rated organisation approved in accordance with Section A, Subpart F of
CAR-M or CAR 145 as well as by certifying staff referred to in point
M.A.801(b)2 only whilst such components are fitted to the aircraft.
Nevertheless, such organisation or certifying staff may temporarily remove
this component for maintenance, in order to improve access to the
maintenance not eligible for the provisions of this paragraph. Component
maintenance performed in accordance with this paragraph is not eligible for
the issuance of a CA Form 1 and shall be subject to the aircraft release
requirements provided for in point M.A.801.
(c) By derogation from paragraph (a), maintenance of an engine / Auxiliary
Power Unit (APU) component in accordance with engine/APU maintenance
data or, if agreed by DGCA, in accordance with component maintenance
data, may be performed by a B rated organisation approved in accordance with
Section A, Subpart F of CAR-M or CAR 145 only whilst such components are fitted
to the engine/APU. Nevertheless, such B rated organisation may temporarily
remove this component for maintenance, in order to improve access to the
maintenance not eligible for the provisions of this paragraph.
(d) By derogation from point (a) and point M.A.801(b)2, certifying staff referred to
in point M.A.801(b)2 may perform, in accordance with component
maintenance data, the following:
(1).Maintenance other than overhaul of components, while the component is

installed or temporarily removed from Category 1 Light aircraft not used in
commercial air transport;
(2) Overhaul of engines and propellers while installed or temporarily removed

from CS-VLA, CS-22 and LSA aircraft not used in commercial air transport.
Component maintenance performed in accordance with point (d) is not eligible

for the issuance of an CA Form 1 and shall be subject to the aircraft release
requirements provided for in point M.A.801.
AMC M.A.502 Component maintenance
Component removal from and installation on an aircraft is considered to be

aircraft maintenance and not component maintenance. As a consequence,
M.A.502 requirements do not apply to this case.
AMC M.A.502(b) and (c) Component maintenance
M.A.502(b) and (c) allow the performance of certain component maintenance, in

accordance with component maintenance data, to maintenance organisations not
CAR M Issue 2
holding the corresponding B/C rating and to independent certifying staff, subject
to the agreement of: DGCA
This should only be permitted by the DGCA in the case of simple component
maintenance, where the DGCA is satisfied that the certifying staff are
appropriately qualified and the proper tooling and facilities are available. It is
important to note that for more complex component maintenance, special
qualifications may be required and it is not enough with holding a CAR-66 aircraft
maintenance licence.
AMC M.A.502 (d) Component maintenance
Independent certifying staff may issue (as established in M.A.801(b)(2)) a release

to service for maintenance that is performed outside an approved maintenance
organisation. This is limited to the maintenance of aircraft that are not required by
regulation to be maintained by a CAR-145 or Part-M Subpart-F organisation. For
category 1 light aircraft maintenance, this may include complex tasks.
M.A.503 Service Life Limited Components

(a) Installed service life limited components shall not exceed the approved
service life limit as specified in the approved maintenance programme and
airworthiness directives, except as provided for in point M.A.504(c).
(b) The approved service life is expressed in calendar time, flight hours,
landings or cycles, as appropriate.
(c) At the end the approved service life, the component must be removed from
the aircraft for maintenance, or for disposal in the case of components with
a certified life limit.
‘M.A.504 Segregation of components
(a) Unserviceable and unsalvageable components shall be segregated from

serviceable components, standards parts and materials.
(b) Unsalvageable components shall not be permitted to re-enter the
component supply system unless certified life limits have been extended or
a repair solution has been approved in accordance with CAR 21.’;
AMC1 M.A.504 Segregation of components
(a) Unserviceable components should be identified and stored in a separate secure

location that is managed by the maintenance organisation until a decision is made
on the future status of such components. Certifying staff outside maintenance
organisations (M.A.801(b)(2), M.A.801(c) or M.A.801(d)) that release aircraft
maintenance should send, with the agreement of the aircraft owner/lessee, any
unserviceable component to a maintenance organisation for controlled storage.
Nevertheless, the person or organisation that declared the component
unserviceable may transfer its custody, after identifying it as unserviceable, to the
aircraft owner/lessee provided that such transfer is reflected in the aircraft
logbook/ELB, or engine logbook, or component logbook.
(b) ‘Secure location under the control of an approved maintenance organisation’ refers
CAR M Issue 2
to a location that is managed by the approved maintenance organisation that
prevents the component from being reused or tampered with. This may include
facilities that are established by the organisation at locations different from the
main maintenance facilities. These locations should be identified in the relevant
procedures of the organisation.
(c) In the case of unsalvageable components, the person or organisation should:
(1) retain such components in the secure location referred to in paragraph (b);
(2) arrange for the component to be mutilated in a manner that ensures that it is
cannot be restored for use, before disposing it; or
(3) mark the component indicating that it is unsalvageable, when, in agreement

with the component owner, the component is disposed of for legitimate non-flight
uses (such as training and education aids, research and development), or for non-
aviation applications, mutilation is often not appropriate. Alternatively to marking,
the original part number or data plate information can be removed, or a record
kept of the disposal of the component for legitimate non-flight uses.
GM1 M.A.504 Segregation of components
MUTILATION OF COMPONENTS
(a) Mutilation should be accomplished in such a manner that the components become
permanently unusable for their originally intended use. Mutilated components
should not be able to be reworked or camouflaged to provide the appearance of
being serviceable, such as by replating, shortening and rethreading long bolts,
welding, straightening, machining, cleaning, polishing, or repainting.
(b) Mutilation may be accomplished by one or a combination of the following

procedures:
(1) grinding;
(2) burning;
(3) removal of a major lug or other integral feature;
(4) permanent distortion of parts;
(5) cutting a hole with cutting torch or saw;
(6) melting;
(7) sawing into many small pieces; and
(8) any other method accepted by the competent authority.
(c) The following procedures are examples of mutilation that are often less successful
because they may not be consistently effective:

CAR M Issue 2
(1) stamping or vibro-etching;
(2) spraying with paint;
(3) small distortions, incisions, or hammer marks;
(4) identification by tags or markings;
(5) drilling small holes; and
(6) sawing in two pieces only.

CAR M Issue 2
SUBPART F
MAINTENANCE ORGANISATION
M.A. 601 Scope
This Subpart establishes the requirements to be met by an organisation to

qualify for the issue or continuation of an approval for the maintenance of
aircraft other than complex motor powered aircraft and components to be
installed therein not used by air operator certified in accordance with Schedule
XI of Aircraft rule 1937.
AMC M.A.601 Scope
An approved maintenance organisation may be approved to maintain

aircraft/aircraft components.
M.A. 602 Application
An application for issue or variation of a maintenance organisation approval

shall be made on a CA form 2 (Appendix IX)
AMC M.A.602 Application
An application for issue or variation of a maintenance organisation approval

should be made on CA Form 2 (Appendix IX).
M.A. 603 Extent of Approval
(a) An organisation involved in activities subject to this Subpart shall not

exercise its activities unless approved by the DGCA.
(b) The maintenance organisation's manual referred to in point M.A.604 shall

specify the scope of work deemed to constitute approval. Appendix IV to
this CAR defines all classes and ratings possible under this Subpart F.
(c) An approved maintenance organisation may fabricate, in conformity with

maintenance data, a restricted range of parts for the use in the course of
undergoing work within its own facilities, as identified in the maintenance
organisation manual.
AMC M.A.603 (a) Extent of Approval
The following table identifies the ATA specification 2200 chapter for the
category C component rating. If the maintenance manual (or equivalent
document) does not follow the ATA Chapters, the corresponding subjects still
apply to the applicable C rating.

CAR M Issue 2
CLASS RATING ATA CHAPTERS

COMPONENTS C1 Air Cond & Press 21
OTHER THAN
COMPLETE C2 Auto Flight 22
ENGINES OR
C3 Comms and Nav 23 – 34
APUs
C4 Doors - Hatches 52
C5 Electrical Power & Lights 24 – 33 -85
C6 Equipment 25 - 38 – 44 – 45 – 50
49 - 71 - 72 - 73 - 74 - 75
C7 Engine – APU – 76 - 77 - 78 - 79 - 80 -
81 - 82 -83
27 - 55 - 57.40 - 57.50-
C8 Flight Controls
57.60- 57.70
C9 Fuel 28- 47
C10 Helicopters Rotors 62 - 64 - 66 – 67
C11 Helicopter -Trans 63 – 65
C12 Hydraulic Power 29

C13 Indicating/Recording
31-42-46
System
C14 Landing Gear 32
C15 Oxygen 35
C16 Propellers 61
C17 Pneumatic & Vacuum 36 – 37
C18 Protection ice/rain/fire 26 – 30
C19 Windows 56
53 - 54 - 57.10 - 57.20 -
C20 Structural
57.30
C21 Water Ballast 41
C22 Propulsion
84
Augmentation

CAR M Issue 2
AMC M.A.603 (c) Extent of Approval
1. The agreement by DGCA for the fabrication of parts by the approved

maintenance organisation should be formalised through the approval of a
detailed procedure in the maintenance organisation manual. This AMC
contains principles and conditions to be taken into account for the
preparation of an acceptable procedure.
2. Fabrication, inspection, assembly and test should be clearly within the
technical and procedural capability of the approved maintenance
organisation.
3. The approved data necessary to fabricate the part are those approved
either by DGCA, the TC holder, CAR -21 design organisation approval
holder, or STC holder
4. Items fabricated by an approved maintenance organisation may only be

used by that organisation in the course of overhaul, maintenance,
modifications, or repair of aircraft or components undergoing work within
its own facility. The permission to fabricate does not constitute approval
for manufacture, or to supply externally and the parts do not qualify for
certification on CA Form 1. This also applies to the bulk transfer or surplus
inventory, in that locally fabricated part are physically segregated and
excluded from any delivery certification.
5. Fabrication of parts, modification kits etc for onward supply and/or sale
may not be conducted under a M.A. Subpart F approval.
6. The data specified in paragraph 3 may include repair procedures involving

the fabrication of parts. Where the data on such parts is sufficient to
facilitate fabrication, the parts may be fabricated by an approved
maintenance organisation. Care should be taken to ensure that the data
include details of part numbering, dimensions, materials, processes, and
any special manufacturing techniques, special raw material specification
or/and incoming inspection requirement and that the approved
organisation has the necessary capability. That capability should be
defined by way of maintenance organisation manual content. Where
special processes or inspection procedures are defined in the approved
data which are not available at the approved maintenance organisation,
that organisation can not fabricate the part unless the TC/STC-holder
gives an approved alternative.

CAR M Issue 2
7. Examples of fabrication under the scope of an M.A. Subpart F approval
can include but are not limited to the following:
(a) fabrication of bushes, sleeves and shims,

(b) fabrication of secondary structural elements and skin panels,
(c) fabrication of control cables,
(d) fabrication of flexible and rigid pipes,
(e) fabrication of electrical cable looms and assemblies,
(f) formed or machined sheet metal panels for repairs.
Note: It is not acceptable to fabricate any item to pattern unless an

engineering drawing of the item is produced which includes any
necessary fabrication processes and which is accepted to DGCA.
8. Where a TC-holder or an approved production organisation is prepared

to make available complete data which is not referred to in aircraft
manuals or service bulletins but provides manufacturing drawings for
items specified in parts lists, the fabrication of these items is not
considered to be within the scope of an M.A. Subpart F approval unless
agreed otherwise by DGCA in accordance with a procedure specified in
the maintenance organisation manual.
9. Inspection and Identification.
Any locally fabricated part should be subject to an inspection stage before,

separately, and preferably independently from, any inspection of its
installation. The inspection should establish full compliance with the
relevant manufacturing data, and the part should be unambiguously
identified as fit for use by stating conformity to the approved data.
Adequate records should be maintained of all such fabrication processes
including heat treatment and the final inspection. All parts, excepting
those with inadequate space, should carry a part number which clearly
relates it to the manufacturing/inspection data. Additional to the part
number the approved maintenance organisation's identity should be
marked on the part for traceability purposes.
M.A. 604 Maintenance Organisation Manual
a) The maintenance organisation shall provide a manual containing at least

the following information:
1. a statement signed by the accountable manager to confirm that the
organisation will continuously work in accordance with CAR M and the
manual at all times, and;
2. the organisation's scope of work, and;
3. the title(s) and name(s) of person(s) referred to in M.A.606(b), and;
4. an organization chart showing associated chains of responsibility
between the person(s) referred to in M.A.606(b), and;
5. a list of certifying staff and ,if applicable, airworthiness review staff and

CAR M Issue 2
staff responsible for the development and processing of the maintenance
programme with their scope of approval, and;
6. a list of locations where maintenance is carried out, together with a
general descriptions of the facilities, and ;
7. procedures specifying how the maintenance organisation ensures
compliance with this CAR, and;
8. the maintenance organisation manual amendment procedure(s).
b) The maintenance organisation manual and its amendments shall be

approved by DGCA Regional Office.
c) Notwithstanding paragraph (b) minor amendments to the manual may be
approved through a procedure (hereinafter called indirect approval)
provided the amendments are submitted to DGCA local office at least 15
days before their effectivity and the procedure is documented.
AMC M.A.604 Maintenance Organisation Manual
1. Appendix IV to this AMC provides an outline of the format of an

acceptable maintenance organisation manual for a small organisation
with less than 10 maintenance staff.
2. The maintenance organisation exposition as specified in CAR -145

provides an outline of the format of an acceptable maintenance
organisation manual for larger organisations with more than 10
maintenance staff, dependent upon the complexity of the organisation.
M.A. 605 Facilities
The organisation shall ensure that:

a) Facilities are provided for all planned work, specialised workshops and
bays are segregated as appropriate, to ensure protection from
contamination and the environment.
b) Office accommodation is provided for the management of all planned
work including in particular, the completion of maintenance records.
Secure storage facilities are provided for components, equipment, tools
and material. Storage conditions shall ensure segregation of
unserviceable components and material from all other components,
material, equipment and tools. Storage conditions shall be in accordance
with the manufacturers' instructions and access shall be restricted to
authorised personnel.

CAR M Issue 2
AMC M.A.605 (a) Facilities

1. Where a hangar is not owned by the M.A. Subpart F organisation, it may
be necessary to establish proof of tenancy. In addition, sufficiency of
hangar space to carry out planned maintenance should be demonstrated
by the preparation of a projected aircraft hangar visit plan relative to the
aircraft maintenance programme. The aircraft hangar visit plan should be
updated on a regular basis
For balloons and airships a hangar may not be required where

maintenance of the envelope and bottom end equipment can more
appropriately be performed outside, providing all necessary maintenance
can be accomplished in accordance with M.A.402. For complex repairs or
component maintenance requiring an CA Form 1, suitable approved
workshops should be provided. The facilities and environmental
conditions required for inspection and maintenance should be defined in
the Maintenance Organisation Manual.
Depending on the scope of work of the maintenance organisation, it may
not be necessary to have a hangar available. For example, an
organisation maintaining Category 2 Light aircraft (when not performing
major repairs) may perform the work in alternative suitable facilities (and
possibly at remote locations) as agreed by the DGCA.
Protection from the weather elements relates to the normal prevailing
local weather elements that are expected throughout any twelve-month
period. Aircraft hangar and aircraft component workshop structures
should be to a standard that prevents the ingress of rain, hail, ice, snow,
wind and dust etc. Aircraft hangar and aircraft component workshop floors
should be sealed to minimise dust generation.
2. Aircraft maintenance staff should be provided with an area where they may
study maintenance instructions and complete continuing airworthiness
records in a proper manner.
3. Special case for Category 2 Light aircraft
For Category 2 Light aircraft, it is acceptable not to have access to a
hangar or dedicated workshops. Depending on the scope of work, other
facilities are acceptable as long as protection is ensured from inclement
weather and contamination. This may include, for example, working in the
field or in non-aviation premises (closed or not).
These facilities do not need to be individually approved by the DGCA as
long as the maintenance organisation manual describes for each type of
facility the scope of work, the tooling and equipment available, and the
permitted environmental conditions (weather, contamination).
The organisation should include, as part of the periodic internal
organisational review, a sampling of the compliance with these conditions
during certain maintenance events.

CAR M Issue 2
AMC M.A.605 (b) Facilities
It is acceptable to combine any or all of the office accommodation
requirements into one office subject to the staff having sufficient room to carry
out assigned tasks.
AMC M.A.605 (c) Facilities

1. Storage facilities for serviceable aircraft components should be clean, well-
ventilated and maintained at an even dry temperature to minimise the
effects of condensation. Manufacturer’s storage recommendations should
be followed for those aircraft components identified in such published
recommendations.
2. Adequate storage racks should be provided and strong enough to hold
aircraft components and provide sufficient support for large aircraft
components such that the component is not damaged during storage.
3. All aircraft components, wherever practicable, should remain packaged in
their protective material to minimise damage and corrosion during storage.
A shelf life control system should be utilised and identity tags used to
identify components.
4. Segregation means storing unserviceable components in a separate
secured location from serviceable components.
5. Segregation and management of any unserviceable component should be
ensured according to the pertinent procedure approved to that
organisation.
6. Procedures should be defined by the organisation describing the decision
process for the status of unserviceable components. This procedure should
identify at least the following:
- role and responsibilities of the persons managing the decision process;
- description of the decision process to chose between maintaining,
storing or mutilating a component;
- traceability of decision
7. Once unserviceable components or materials have been identified as
unsalvageable in accordance with M.A.504 (c), the organisation should
establish secure areas in which to segregate such items and to prevent
unauthorised access. Unsalvageable components should be managed
through a procedure to ensure that these components receive the
appropriate final disposal according to M.A.504 (d) or (e). The person
responsible for the implementation of this procedure should be identified.

CAR M Issue 2
M.A. 606 Personnel Requirements

a) The organisation shall appoint an accountable manager, who has
corporate authority for ensuring that all maintenance required by the
customer can be financed and carried out to the standard required by this
CAR.
b) A person or group of persons shall be nominated with the responsibility of
ensuring that the organisation is always in compliance with this Subpart.
Such person(s) shall be ultimately responsible to the accountable manager.
c) All paragraph (b) persons shall be able to show relevant knowledge,
background and appropriate experience related to aircraft and/or
component maintenance.
d) The organisation shall have appropriate staff for the normal expected
contracted work. The use of temporarily sub-contracted staff is permitted in
the case of higher than normally expected contracted work and only for
personnel not issuing a certificate of release to service.
e) The qualification of all personnel involved in maintenance,airworthiness
reviews and development of maintenance programmes shall be
demonstrated and recorded.
f) Personnel who carry out specialised tasks such as welding, non-
destructive testing/ inspection other than colour contrast shall hold be
qualified in accordance with officialy recognized standard.
g) The maintenance organisation shall have sufficient certifying staff to issue
certificates of release to service for aircraft and components provided for in
points M.A.612 and M.A.613. The certifying staff shall comply with the
requirements of CAR 66.
h) By derogation from paragraph (g), the organisation may use certifying staff
qualified in accordance with the following provisions when providing
maintenance support to operators involved in commercial operations,
subject to appropriate procedures to be approved as part of the
organisation’s manual:
1. For a repetitive pre-flight airworthiness directive which specifically states

that the flight crew may carry out such airworthiness directive, the
organisation may issue a limited certifying staff authorisation to the aircraft
commander on the basis of the flight crew licence held, provided that the
organisation ensures that sufficient practical training has been carried out
to ensure that such person can accomplish the airworthiness directive to
the required standard;

CAR M Issue 2
2. In the case of aircraft operating away from a supported location the

organisation may issue a limited certifying staff authorisation to the aircraft
commander on the basis of the flight crew licence, provided that the
organisation ensures that sufficient practical training has been carried out
to ensure that such person can accomplish the task to the required
standard.’
(i) If the organisation performs airworthiness reviews and issues the
corresponding airworthiness review certificate for Category 1 Light aircraft
not involved in commercial operations in accordance with M.A.901(l), it
shall have airworthiness review staff qualified and authorised in
accordance with M.A.901(l)1.
(j) If the organisation is involved in the development and processing of
approval of the maintenance programme for Category 2 Light aircraft not
involved in commercial operations in accordance with M.A.201(e)(ii), it
shall have qualified staff who shall be able to show relevant knowledge
and experience.’
AMC M.A.606 (a) Personnel Requirements

With regard to the accountable manager, it is normally intended to mean the
chief executive officer of the maintenance organisation approved under
M.A. Subpart F, who by virtue of position has overall (including in particular
financial) responsibility for running the organisation. The accountable
manager may be the accountable manager for more than one organisation
and is not required to be necessarily knowledgeable on technical matters.
When the accountable manager is not the chief executive officer, DGCA will
need to be assured that such an accountable manager has direct access to
chief executive officer and has a sufficiency of maintenance funding
allocation.
AMC M.A.606 (b) Personnel Requirements
1. Dependent upon the size of the organisation, the functions may be

subdivided under individual managers or combined in any number of
ways.
2. The maintenance organisation should have, dependent upon the extent
of approval, an aircraft maintenance manager, a workshop manager all of
whom should report to the accountable manager. In small maintenance
organisations any manager may also be the accountable manager, and
may also be the aircraft maintenance manager or the workshop manager.

CAR M Issue 2
3. The aircraft maintenance manager is responsible for ensuring that all
maintenance required to be carried out, plus any defect rectification
carried out during aircraft maintenance, is carried out to the design and
quality standards specified in this CAR.The aircraft maintenance manager
is also responsible for any corrective action resulting from the M.A.616
organisational review.
4. The workshop manager is responsible for ensuring that all work on aircraft
components is carried out to the standards specified in this CAR and also
responsible for any corrective action resulting from the M.A.616
organisational review.
5. Notwithstanding the example sub-paragraphs 2 - 4 titles, the organisation
may adopt any title for the foregoing managerial positions but should
identify to DGCA the titles and persons chosen to carry out these
functions.
AMC M.A.606 (c) Personnel Requirements
1. All nominated persons should, in the normal way, be expected to satisfy

DGCA that they possess the appropriate experience and qualifications
which are listed in paragraphs 2.1 to 2.5 below.
2. All nominated persons should have:
2.1. practical experience and expertise in the application of aviation safety

standards and safe maintenance practices;
2.2. comprehensive knowledge of:
(a) CAR M and any associated requirements and procedures;

(b) the maintenance organisation manual;
2.3. five years aviation experience of which at least three years should be
practical maintenance experience;
2.4. knowledge of the relevant type(s) of aircraft or components maintained

This knowledge may be demonstrated by documented evidence or by an
assessment performed by the DGCA. This assessment should be
recorded.
Training courses should be as a minimum at a level equivalent to CAR-

66 Appendix III Level 1 General Familiarisation, and could be imparted by
a CAR-147 organisation, by the manufacturer, or by any other
organisation accepted by the DGCA;
2.5. knowledge of maintenance standards.
AMC M.A.606 (d) Personnel Requirements

1. All staff are subjected to compliance with the organisation’s procedures
specified in the maintenance organisation manual relevant to their duties.

CAR M Issue 2
2. To have sufficient staff means that the approved maintenance
organisation employs or contracts staff directly, even on a volunteer basis,
for the anticipated maintenance workload.
3. Temporarily sub-contracted means the person is employed by another
organization and contracted by that organisation to the approved
maintenance organization.
AMC M.A.606 (e) Personnel Requirements
1. Personnel involved in maintenance should be assessed for competence
by 'on the job' evaluation and/or by examination relevant to their particular
job role within the organisation before unsupervised work is permitted.
2. Adequate initial and recurrent training should be provided and recorded
to ensure continued competence.
AMC M.A.606 (f) Personnel Requirements

1. Non-destructive testing means such testing specified by the type
certificate holder of the aircraft, engine or propeller in the M.A.304 (b)
maintenance data for in service aircraft/ aircraft components for the
purpose of determining the continued fitness of the product to operate
safely.
2. Appropriately qualified means to level 1, 2 or 3 as defined by DGCA
Standard dependant upon the non-destructive testing function to be
carried out.
3. Notwithstanding the fact that level 3 personnel may be qualified via DGCA
standard to establish and authorise methods, techniques, etc., this does
not permit such personnel to deviate from methods and techniques
published by the type certificate holder/manufacturer in the form of
continued airworthiness data, such as in non-destructive test manuals or
service bulletins, unless the manual or service bulletin expressly permits
such deviation.
4. Notwithstanding the general references as per DGCA Standard all
examinations should be conducted by personnel or organisations under
the general control of DGCA
5. Particular non-destructive test means any one or more of the following:
dye penetrant, magnetic particle, eddy current, ultrasonic and
radiographic methods including X ray and gamma ray.
6. In addition it should be noted that new methods are and will be developed,
such as, but not limited to thermography and shearography, which are not
specifically addressed by DGCA Standard. Until such time as an agreed
standard is established such methods should be carried out in accordance
with the particular equipment manufacturers’ recommendations including
any training and examination process to ensure competence of the
personnel with the process.

CAR M Issue 2
7. Any approved maintenance organisation that carries out continued

airworthiness non-destructive testing should establish qualification
procedures for non-destructive testing.
8. Boroscoping and other techniques such as delamination coin tapping are
non-destructive inspections rather than non-destructive testing.
Notwithstanding such differentiation, approved maintenance organisation
should establish a procedure to ensure that personnel who carry out and
interpret such inspections are properly trained and assessed for their
competence with the process. Non-destructive inspections, not being
considered as non-destructive testing by M.A. Subpart F are not listed in
Appendix IV to CAR M under class rating D1.
9. The referenced standards, methods, training and procedures should be
specified in the maintenance organisation manual.
10. Any such personnel who intend to carry out and/or control a non-
destructive test for which they were not qualified prior to the effective date
of CAR M should qualify for such non-destructive test in accordance with
DGCA Standard.
11. In this context officially recognised standard means those standards
established or published by an official body whether having legal
personality or not, which are widely recognised by the air transport sector
as constituting good practice.
AMC M.A.606(h)2 Personnel requirements
1. For the issue of a limited certification authorisation the commander should

hold either a valid air transport pilot license (ATPL), or commercial pilots
license (CPL), or a national equivalent acceptable to the competent
authority on the aircraft type. In addition, the limited certification
authorisation is subject to the maintenance organisation manual
containing procedures to address the following:
(a) Completion of adequate maintenance airworthiness regulation
training.
(b) Completion of adequate task training for the specific task on the
aircraft. The task training should be of sufficient duration to ensure
that the individual has a thorough understanding of the task to be
completed and should involve training in the use of associated
maintenance data.
(c) Completion of the procedural training.
The above procedures should be specified in the maintenance organisation
manual and be accepted by the DGCA.
2. Typical tasks that may be certified and/or carried out by the commander
holding an ATPL or CPL are minor maintenance or simple checks
included in the following list:
(a) Replacement of internal lights, filaments and flash tubes.
(b) Closing of cowlings and refitment of quick access inspection
CAR M Issue 2
panels.
(c) Role changes, e.g., stretcher fit, dual controls, FLIR, doors,
photographic equipment etc.
(d) Any check/replacement involving simple techniques consistent
with this AMC and as agreed by the DGCA
3. The authorisation should have a finite life of twelve months subject to
satisfactory recurrent training on the applicable aircraft type.
M.A 607 Certifying Staff and airworthiness review staff
(a) In addition to M.A.606(g), certifying staff can only exercise their privileges,
if the organisation has ensured:
1. that certifying staff can demonstrate that they meet the requirements for
issue of DGCA Aircraft maintenance Engineers license,
2. that certifying staff have an adequate understanding of the relevant
aircraft and/or aircraft component(s) to be maintained together with the
associated organisation procedures.
(b) In the following unforeseen cases, where an aircraft is grounded at a
location other than the main base where no appropriate certifying staff is
available, the maintenance organisation contracted to provide
maintenance support may issue an one-off certification authorization as
documented in their approved organisation exposition:
1. to one of its employees holding type qualifications on aircraft of similar
technology, construction and systems; or
2. to any person with not less than three years maintenance experience and
holding a valid ICAO aircraft maintenance licence rated for t2015/1536he
aircraft type requiring certification provided there is no organisation
appropriately approved under this CAR at that location and the contracted
organisation obtains and holds on file evidence of the experience and the
licence of that person.
All such cases must be reported to DGCA within seven days after issuing
such certification authorisation. The approved maintenance organisation
issuing the one-off certification authorisation shall ensure that any such
maintenance that could affect flight safety is re-checked.
(c) The approved maintenance organisation shall record all details
concerning certifying staff and airworthiness review staff and maintain a
current list of all certifying and airworthiness review staff together with
their scope of approval as part of the organisation’s manual pursuant to
point M.A.604 (a) 5.
AMC M.A.607 Certifying Staff and airworthiness review staff

1. Adequate understanding of the relevant aircraft and/or aircraft
component(s) to be maintained together with the associated organisation
procedures means that the person has received training and has relevant

CAR M Issue 2
maintenance experience on the product type and associated organisation
procedures such that the person understands how the product functions,
what are the more common defects with associated consequences.
2. All prospective certifying staffs are required to be assessed for

competence, qualification and capability related to intended certifying
duties. Competence and capability can be assessed by having the person
work under the supervision of another certifying person for sufficient time
to arrive at a conclusion. Sufficient time could be as little as a few weeks
if the person is fully exposed to relevant work. The person need not be
assessed against the complete spectrum of intended duties. When the
person has been recruited from another approved maintenance
organisation and was a certifying person in that organisation then it is
reasonable to accept a written confirmation from the previous
organisation.
3. The organisation should hold copies of all documents that attest to

qualification, and to recent experience.
AMC M.A.607 (c) Certifying staff

4. The following minimum information as applicable should be kept on
record in respect of each certifying person:
(a) name;
(b) date of birth;
(c) basic training;
(d) type training;
(e) recurrent training;
(f) specialised training;
(g) experience;
(h) qualifications relevant to the approval;
(i) scope of the authorization and personal authorization reference;
(j) date of first issue of the authorisation;
(k) if appropriate - expiry date of the authorisation.
2. The following minimum information, as applicable, should be kept on

record in respect of each airworthiness review person:
(a) name;
(b) date of birth;
(c) certifying staff authorisation;

CAR M Issue 2
(d) experience as certifying staff on category 1 light aircraft;
(e) qualifications relevant to the approval (knowledge of relevant parts of
CAR-M and knowledge of the relevant airworthiness review
procedures);
(f) scope of the airworthiness review authorisation and personal
authorisation reference;
(g) date of the first issue of the airworthiness review authorisation; and
(h) if appropriate, expiry date of the airworthiness review authorisation
3. Persons authorised to access the system should be maintained at a
minimum to ensure that records cannot be altered in an unauthorised
manner or that such confidential records become accessible to
unauthorised persons.
4. DGCA should be granted access to the records as and when required.
M.A. 608 Components, Equipment and Tools
(a) The organisation shall:

1. hold the equipment and tools specified in the maintenance data described
in point M.A.609 or verified equivalents as listed in the maintenance
organisation manual as necessary for day-to-day maintenance within the
scope of the approval; and,
2. demonstrate that it has access to all other equipment and tools used only
on an occasional basis.
(b) Tools and equipment shall be controlled and calibrated to an officially
recognized standard. Records of such calibrations and the standard used
shall be kept by the organisation.
(c) The organisation shall inspect, classify and appropriately segregate all
incoming components, standard parts and materials.
AMC M.A.608 (a) Components, Equipment and Tools
1. Once the applicant for M.A. Subpart F approval has determined the
intended scope of approval for consideration by DGCA, it will be
necessary to show that all tools and equipment as specified in the
maintenance data can be made available when needed.
2. All such tools should be clearly identified and listed in a control register
including any personal tools and equipment that the organisation agrees
can be used.
3. For tools required on an occasional basis, the organisation should ensure

that they are controlled in terms of servicing or calibration as required.

CAR M Issue 2
AMC M.A.608 (b) Components, Equipment and Tools
1. The control of these tools and equipment requires that the organisation
has a procedure to inspect/service and, where appropriate, calibrate such
items on a regular basis and indicate to users that the item is within any
inspection or service or calibration time-limit. A clear system of labeling
all tooling, equipment and test equipment is therefore necessary giving
information on when the next inspection or service or calibration is due
and if the item is unserviceable for any other reason where it may not be
obvious. A register should be maintained for all the organisation’s
precision tooling and equipment together with a record of calibrations and
standards used.
2. Inspection, service or calibration on a regular basis should be in

accordance with the equipment manufacturers' instructions except where
the M.A. Subpart F organization can show by results that a different time
period is appropriate in a particular case.
3. In this context officially recognised standard means those standards

established or published by an official body whether having legal
personality or not, which are widely recognised by the air transport sector
as constituting good practice.
M.A. 609 Maintenance Data

The approved maintenance organisation shall hold and use applicable current
maintenance data specified in M.A.401 in the performance of maintenance
including modifications and repairs. In the case of customer provided
maintenance data, it is only necessary to have such data when the work is in
progress.
AMC M.A.609 Maintenance Data
When an organisation uses customer provided maintenance data, the scope of

approval indicated in the maintenance organisation manual should be limited
to the individual aircraft covered by the contracts signed with those customers
unless the organisation also holds its own complete set of maintenance data
for that type of aircraft.
M.A. 610 Maintenance Work Orders
Before the commencement of maintenance a written work order shall be

agreed between the organisation and the organisation requesting maintenance
to clearly establish the maintenance to be carried out.
AMC M.A.610 Maintenance Work Orders
A written work order” may take the form of, but not limited to, the following:
- A formal document or form specifying the work to be carried out. This form
may be provided by the continuing airworthiness management
organization managing the aircraft, or by the maintenance organisation
undertaking the work, or by the owner/operator himself
CAR M Issue 2
- An entry in the aircraft log book/ELB specifying the defect that needs
to be corrected
M.A. 611 Maintenance Standards
All maintenance shall be carried out in accordance with the requirements of

Section A, Subpart D of this CAR.
M.A. 612 Aircraft Certificate of Release to Service

At the completion of all required aircraft maintenance in accordance with this
Subpart an aircraft certificate of release to service shall be issued according to
M.A.801.
M.A. 613 Component Certificate of Release to Service

(a) At the completion of all required component maintenance in accordance
with this Subpart a component certificate of release to service shall be
issued in accordance with point M.A.802. CA Form 1 shall be issued
except for those components maintained in accordance with points
M.A.502(b), M.A.502(d) and components fabricated in accordance with
point M.A.603 (b).
(b) The component certificate of release to service document, CA Form 1
may be generated from a computer database.
AMC M.A.613 (a) Component Certificate of Release to Service
1. An aircraft component which has been maintained off the aircraft requires
the issuance of a certificate of release to service for such maintenance
and another CRS in regard to being installed properly on the aircraft when
such action occurs. When an organisation maintains a component for use
by the same organisation, an Form CA 1 may not be necessary depending
upon the organisation’s internal release procedures defined in the
maintenance organisation exposition.
2 In the case of components in storage prior to CAR145, CAR M and CAR

21 and not released on a CA Form 1 or equivalent in accordance with
M.A.501(a) or removed serviceable from aircraft which have been
withdrawn from service, this paragraph provides additional guidance
regarding the conditions under which a CA Form 1 may be issued .
2.1 A CA Form 1 may be issued for an aircraft component which has been:
 Maintained before CAR -145, or CAR -M became effective or

manufactured before CAR-21 became effective
 Used on an aircraft and removed in a serviceable condition.
Examples include leased and loaned aircraft components.
 Removed from aircraft which have been withdrawn from service, or
from aircraft which have been involved in abnormal occurrences such
CAR M Issue 2
as accidents, incidents, heavy landings or lightning strikes.
 Components maintained by an unapproved organisation.
2.2. An appropriately rated M.A. Subpart F maintenance organisation may
issue a CA Form 1 as detailed in this AMC sub-paragraph 2.5 to 2.9, as
appropriate, in accordance with the procedures detailed in the manual as
approved by DGCA. The appropriately rated M.A. Subpart F maintenance
organisation is responsible for ensuring that all reasonable measures
have been taken to ensure that only approved and serviceable aircraft
components are issued a CA Form 1 under this paragraph.
2.3. For the purposes of this paragraph 2 only, appropriately rated means an
organization with an approval class rating for the type of component or for
the product in which it may be installed.
2.4. A CA Form 1 issued in accordance with this paragraph 2 should be issued

by signing in block 14 b and stating "Inspected" in block 11. In addition,
block 12 should specify:
2.4.1. when the last maintenance was carried out and by whom;
2.4.2. if the component is unused, when the component was manufactured
and by whom with a cross reference to any original documentation
which should be included with the Form;
2.4.3. a list of all airworthiness directives, repairs and modifications known to
have been incorporated. If no airworthiness directives or repairs or
modifications are known to be incorporated then this should be so
stated.
2.4.4. detail of life used for service life limited parts being any combination of
fatigue, overhaul or storage life;
2.4.5. for any aircraft component having its own maintenance history record,
reference to the particular maintenance history record as long as the
record contains the details that would otherwise be required in block
12. The maintenance history record and acceptance test report or
statement, if applicable, should be attached to the CA Form 1
2.5. New / unused aircraft components
2.5.1. Any unused aircraft component in storage without a CA Form 1 up to
the effective date(s) for CAR 21 that was manufactured by an
organisation acceptable to DGCA at the time may be issued a CA Form
1 by an appropriately rated maintenance organisation approved under
M.A. Subpart F. The CA Form1 should be issued in accordance with
the following subparagraphs which should be included in a procedure
within the maintenance organisation manual.
Note 1: It should be understood that the release of a stored but unused
aircraft component in accordance with this paragraph represents a
maintenance release under M.A. Subpart F and not a production
release under CAR 21. It is not intended to bypass the production
release procedure agreed by DGCA for parts and subassemblies
intended for fitment on the manufacturers own production line.
CAR M Issue 2
(a) An acceptance test report or statement should be available for all used
and unused aircraft components that are subject to acceptance testing
after manufacturing or maintenance as appropriate.
(b) The aircraft component should be inspected for compliance with the
manufacturer’s instructions and limitations for storage and condition
including any requirement for limited storage life, inhibitors, controlled
climate and special storage containers. In addition or in the absence of
specific storage instructions the aircraft component should be
inspected for damage, corrosion and leakage to ensure good condition.
(c) The storage life used of any storage life limited parts should be
established.
2.5.2. If it is not possible to establish satisfactory compliance with all
applicable conditions specified in subparagraph 2.5.1 (a) to (c)
inclusive the aircraft component should be disassembled by an
appropriately rated organisation and subjected to a check for
incorporated airworthiness directives, repairs and modifications and
inspected/tested in accordance with the maintenance data to establish
satisfactory condition and, if relevant, all seals, lubricants and life
limited parts replaced. Upon satisfactory completion after reassembly
a CA Form 1 may be issued stating what was carried out and the
reference to the maintenance data included.
2.6. Used aircraft components removed from a serviceable aircraft.
2.6.1. Serviceable aircraft components removed from a DGCA registered
aircraft may be issued a CA Form 1 by an appropriately rated
organisation subject to compliance with this subparagraph.
(a) The organisation should ensure that the component was removed
from the aircraft by an appropriately qualified person.
(b) The aircraft component may only be deemed serviceable if the last
flight operation with the component fitted revealed no faults on that
component/related system.
(c) The aircraft component should be inspected for satisfactory condition
including in particular damage, corrosion or leakage and compliance
with any additional maintenance data.
(d) The aircraft record should be researched for any unusual events that
could affect the serviceability of the aircraft component such as
involvement in accidents, incidents, heavy landings or lightning
strikes. Under no circumstances may a CA Form 1 be issued in
accordance with this paragraph 2.6 if it is suspected that the aircraft
component has been subjected to extremes of stress, temperatures
or immersion which could affect its operation.
(e) A maintenance history record should be available for all used
serialised aircraft components.
(f) Compliance with known modifications and repairs should be
established.

CAR M Issue 2
(g) The flight hours/cycles/landings as applicable of any service life
limited parts including time since overhaul should be established.
(h) Compliance with known applicable airworthiness directives should be
established.
(i) Subject to satisfactory compliance with this subparagraph 2.6.1 a CA
Form 1 may be issued and should contain the information as specified
in paragraph 2.4 including the aircraft from which the aircraft
component was removed.
2.6.2. Serviceable aircraft components removed from a non DGCA registered
aircraft may only be issued a CA Form 1 if the components are leased or
loaned from the maintenance organisation approved under M.A. Subpart
F who retains control of the airworthiness status of the components. A CA
Form 1 may be issued and should contain the information as specified in
paragraph 2.4 including the aircraft from which the aircraft component
was removed.
2.7 Used aircraft components removed from an aircraft withdrawn from

serviceable aircraft components removed from a DGCA registered aircraft
withdrawn from service may be issued a CA Form 1 by a maintenance
organization approved under M.A. Subpart F subject to compliance with
this sub paragraph.
(a) Aircraft withdrawn from service are sometimes dismantled for spares.
This is considered to be a maintenance activity and should be
accomplished under the control of an organisation approved under M.A.
Subpart F, employing procedures approved by DGCA.
(b) To be eligible for installation components removed from such aircraft may
be issued with a CA Form 1 by an appropriately rated organisation
following a satisfactory assessment.
(c) As a minimum the assessment will need to satisfy the standards set out
in paragraphs 2.5 and 2.6 as appropriate. This should where known,
include the possible need for the alignment of scheduled maintenance
that may be necessary to comply with the maintenance programme
applicable to the aircraft on which the component is to be installed.
(d) Irrespective of whether the aircraft holds a certificate of airworthiness or
not, the organisation responsible for certifying any removed component
should satisfy itself that the manner in which the components were
removed and stored are compatible with the standards required by M.A.
Subpart F.
(e) A structured plan should be formulated to control the aircraft disassembly
process. The disassembly is to be carried out by an appropriately rated
organisation under the supervision of certifying staff, who will ensure that
the aircraft components are removed and documented in a structured
manner in accordance with the appropriate maintenance data and
disassembly plan.
(f) All recorded aircraft defects should be reviewed and the possible effects
these may have on both normal and standby functions of removed

CAR M Issue 2
components are to be considered.
(g) Dedicated control documentation is to be used as detailed by the
disassembly plan, to facilitate the recording of all maintenance actions
and component removals performed during the disassembly process.
Components found to be unserviceable are to be identified as such and
quarantined pending a decision on the actions to be taken. Records of the
maintenance accomplished to establish serviceability are to form part of
the component maintenance history.
(h) Suitable M.A. Subpart F facilities for the removal and storage of removed
components are to be used which include suitable environmental
conditions, lighting, access equipment, aircraft tooling and storage
facilities for the work to be undertaken. While it may be acceptable for
components to be removed, given local environmental conditions, without
the benefit of an enclosed facility subsequent disassembly (if required)
and storage of the components should be in accordance with the
manufacturer’s recommendations.
2.8 Used aircraft components maintained by organizations not approved in
accordance with M.A.Subpart F or CAR 145
For used components maintained by a maintenance organisation not
approved under M.A. Subpart F or CAR 145, due care should be taken
before acceptance of such components. In such cases an appropriately
rated maintenance organisation approved under M A Subpart F should
established satisfactorily conditions by:
(a) Dismantaling the component for sufficient inspection in accordance with
the appropriate maintenance data;
(b) Replacing of all service life limit components when no satisfactory
evidence of life used is available and/or the components are in an
unsatisfactory condition;
(c) Reassembling and testing as necessary the component;
(d) Completing all certification requirements as specified in M.A.613.
In the case of used components maintained by an FAA Part-145 repair

station (USA) or by TCCA CAR 573 approved maintenance organisations
(Canada) that does not hold an CAR-145 or M.A. Subpart F approval, the
conditions (a) through (d) described above may be replaced by the
following conditions:
(a) availability of an 8130-3 (FAA) or TCCA 24-0078 (TCCA) or an

Authorized Release Certificate Form One (TCCA),
(b) verification of compliance with all applicable airworthiness directives,
(c) verification that the component does not contain repairs or
modifications that have not been approved in accordance with Part-21,
(d) inspection for satisfactory condition including in particular damage,
corrosion or leakage,
CAR M Issue 2
(e) issuance of an CA Form 1 in compliance with paragraphs 2.2, 2.3 and
2.4.
These alleviated requirements are based on the fact that credit can be
taken for their technical capabilities and DGCA oversight,
2.9. Used aircraft components removed from an aircraft involved in an accident

or incident. Such components should only be issued with a CA Form 1
when processed in accordance with paragraph 2.7 and a specific work
order including all additional necessary tests and inspections made
necessary by the accident or incident. Such a work order may require
input from the TC holder or original manufacturer as appropriate. This
work order should be referenced in block 12.
3. A certificate should not be issued for any component when it is known that
the component is unserviceable except in the case of a component
undergoing a series of maintenance processes at several approved
maintenance organisations and the component needs a certificate for the
previous maintenance process carried out for the next approved
maintenance organisation to accept the component for subsequent
maintenance processes. In such a case, a clear statement of limitation
should be endorsed in block 12.
4. The certificate is to be used for export/import purposes, as well as for

domestic purposes, and serves as an official certificate for components
from the manufacturer/maintenance organisation to users. It should only
be issued by organisations approved by DGCA as applicable within the
scope of the approval.
M.A. 614 Maintenance and airworthiness review records

(a) The approved maintenance organisation shall record all details of work
carried out. Records necessary to prove all requirements have been met
for issue of the certificate of release to service including the sub-
contractor's release documents and for the issue of any airworthiness
review certificate and recommendation shall be retained.
(b) The approved maintenance organisation shall provide a copy of each
certificate of release to service to the aircraft owner, together with a copy
of any specific approved repair/modification data used for
repairs/modifications carried out.
(c) The approved maintenance organisation shall retain a copy of all
maintenance records and any associated maintenance data for three
years from the date the aircraft or aircraft component to which the work
relates was released from the approved maintenance organisation. In
addition, it shall retain a copy of all the records related to the issue of
recommendations and airworthiness review certificates for three years
from the date of issue and shall provide a copy of them to the owner of
the aircraft.
1. The records under this paragraph shall be stored in a manner that

CAR M Issue 2
ensures protection from damage, alteration and theft.
2. All computer hardware used to ensure backup shall be stored in a
different location from that containing the working data in an environment
that ensures they remain in good condition.
3. Where an approved maintenance organisation terminates its operation,
all retained maintenance records covering the last three years shall be
distributed to the last owner or customer of the respective aircraft or
component or shall be stored as specified by the DGCA.
AMC M.A.614 (a) Maintenance Records
1. Properly executed and retained records provide owners, operators and
maintenance personnel with information essential in controlling
unscheduled and scheduled maintenance, and troubleshooting to
eliminate the need for re-inspection and rework to establish airworthiness.
2. The prime objective is to have secure and easily retrievable records with
comprehensive and legible contents. The aircraft record should contain
basic details of all serialized aircraft components and all other significant
aircraft components installed, to ensure traceability to such installed
aircraft component documentation and associated M.A.304 maintenance
data.
3. The maintenance record can be either a paper or computer system or any
combination of both. The records should remain legible throughout the
required retention period.
handling and filing.
5. Computer systems may be used to control maintenance and/or record
details of maintenance work carried out. Computer systems used for
maintenance should have at least one backup system which should be
updated at least within 24 hours of any maintenance. Each terminal is
required to contain programme safeguards against the ability of
unauthorised personnel to alter the database.
AMC M.A.614 (c) Maintenance Records

Associated maintenance data is specific information such as repair and
modification data. This does not necessarily require the retention of all aircraft
maintenance manual, component maintenance manual, parts catalogues etc
issued by the TC holder or STC holder. Maintenance records should refer to
the revision status of the data used.
M.A.615-Privileges of the Organisation

The maintenance organisation approved in accordance with Section A, Subpart
F of this CAR, may:
(a) maintain any aircraft and/or component for which it is approved at the
locations specified in the approval certificate and the maintenance
organisation manual;

CAR M Issue 2
(b) arrange for the performance of specialized services under the control of
the maintenance organisation at another organisation appropriately
qualified, subject to appropriate procedures being established as part of
the Maintenance Organisation Manual approved by DGCA directly;
(c) maintain any aircraft and/or component for which it is approved at any
location subject to the need of such maintenance arising either from the
un serviceability of the aircraft or from the necessity of supporting
occasional maintenance, subject to the conditions specified in the
Maintenance Organisation Manual;
(d) issue certificates of release to service on completion of maintenance, in
accordance with point M.A.612 or point M.A.613.
(e) if specifically approved to do so for Category 1 light aircraft not involved
in commercial operations,
1. perform airworthiness reviews and issue the corresponding
airworthiness review certificate, under the conditions specified in point
M.A.901(l), and
2. perform airworthiness reviews and issue the corresponding
recommendations, under the conditions specified in point M.A.901(l)
and M.A.904(a)2 and (b).
(f) develop the maintenance programme and process its approval in
accordance with point M.A.302 for Category 2 light aircraft not involved in
commercial operations, under the conditions specified in point
M.A.201(e)(ii), and limited to the aircraft ratings listed in the approval
certificate.
The organisation shall only maintain an aircraft or component for which it
is approved when all the necessary facilities, equipment, tooling, material,
maintenance data and certifying staff are available.’
GM M.A.615 Privileges of the organisation
states that the organisation shall only maintain an aircraft or

component for which it is approved when all the necessary facilities, equipment,
tooling, material, maintenance data, and certifying staff are available.
This provision is intended to cover the situation where the larger organisation
may temporarily not hold all the necessary tools, equipment, etc. for an aircraft
type or variant specified in the organisation’s approval. This paragraph means
that the DGCA need not amend the approval to delete the aircraft type or variants
on the basis that it is a temporary situation and there is a commitment from the
organisation to re-acquire tools, equipment, etc. before maintenance on the type may
recommence.
GM M.A.615 (a) Privileges of the organisation
M.A.615(a) applies also to facilities which may not be individually approved by

CAR M Issue 2
the DGCA, such as those described in AMC M.A.605(a) for Category 2 light
aircraft.
AMC M.A.615 (b) Privileges of the Organisation
M.A.615(b) refers to work carried out by another organisation which is not

appropriately approved under M.A. Subpart F or CAR-145 to carry out such
tasks.
The intent is to permit the acceptance of specialised maintenance services,

such as, but not limited to, non-destructive testing, surface treatment, heat-
treatment, welding, fabrication of specified parts for minor repairs and
modifications, etc., without the need of Subpart F approval for those tasks.
The requirement that the organisation performing the specialised services must
be “appropriately qualified” means that it should meet an officially recognised
standard or, otherwise, it should be acceptable to the DGCA (through the
approval of the Maintenance Organisation Manual).
“Under the control of the Subpart F organisation” means that the Subpart F
organisation should investigate the capability of the subcontracted organization
(including qualifications, facilities, equipment and materials) and ensure that
such organisation:
- Receives appropriate maintenance instructions and maintenance data for the

task to be performed.
- Properly records the maintenance performed in the Subpart F airworthiness

records.
- Notifies the Subpart F organisation for any deviation or non-conformity, which

has arisen during such maintenance.The certificate of release to service may
be issued either at the subcontractors or at the organisation facility by
authorised certifying staff, and always under the M.A. Subpart F organisation
reference. Such staff would normally come from the M.A. Subpart F
organisation but may otherwise be a person from the subcontractor who meets
the M.A. Subpart F organisation certifying staff standard which itself is
approved by the DGCA via the Maintenance Organisation Manual.
Subcontracted specialised services organisations should be listed in the

Maintenance Organisation Manual of the Subpart F organisation together with
their qualifications, and the associated control procedures.
M.A. 616 Organisational Review

To ensure that the approved maintenance organisation continues to meet the
requirements of this Subpart, it shall organise, on a regular basis,
organisational reviews.
CAR M Issue 2
AMC M.A.616 Organisational Review
1. The primary objectives of the organisational review are to enable the

approved maintenance organisation to ensure that it can deliver a safe
product and that approved maintenance organisation remains in
compliance with the requirements.
2. The approved maintenance organisation should identify:
2.1. The person responsible for the organisational review, and;

2.2. The frequency of the reviews, and;
2.3. The scope and content of the reviews, and;
2.4. The persons accomplishing the reviews, and;
2.5. The procedure for planning, performing and processing review
findings.
2.6 The procedure for ensuring corrective actions are carried out in the
appropriate time frame.
3. The organisation quality system as specified in CAR 145 provides an

acceptable basic structure for the organisational review system for
organisations with more than 10 maintenance staff, dependent upon the
complexity of the organisation.
4. Appendix VIII should be used to manage the organisational reviews.
M.A. 617 Changes to the Approved Maintenance Organisation

In order to enable DGCA to determine continued compliance with this part of
the CAR, the approved maintenance organisation shall notify any proposal to
carry out any of the following changes, before such changes take place:
1. the name of the organisation;
2. the location of the organisation;
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons specified in paragraph M.A.606(b);
6. the facilities, equipment, tools, material, procedures, work scope,
certifying staff and airworthiness review staff that could affect the
approval.
In the case of proposed changes in personnel not known to the management

beforehand, these changes shall be notified at the earliest opportunity.
AMC M.A.617 Changes to the Approved Maintenance Organization
DGCA should be given adequate notification of any proposed changes in order

to enable the maintenance organisation to remain approved if agreed by DGCA
during negotiations about any of the specified changes. Without this paragraph
the approval would automatically be suspended in all cases.
CAR M Issue 2
M.A. 618 Continued Validity of Approval
(a) An approval shall be issued for a maximum period of five years unless
otherwise specified.
It shall remain valid subject to:
1. the organisation remaining in compliance with this part of CAR, in
accordance with the provisions related to the handling of findings as
specified under M.A.619, and;
2. DGCA being granted access to the organization to determine continued
Compliance with this part CAR, and;
3. the approval not being surrendered or revoked;
(b) Upon surrender or revocation, the approval certificate shall be returned to
DGCA.
M.A. 619 Findings
(a) A level 1 finding is any significant non-compliancse with CAR-M

requirements which lowers the safety standard and hazards seriously the
flight safety.
(b) A level 2 finding is any non-compliance with the CAR-M requirements
which could lower the safety standard and possibly hazard the flight
safety.
(c) After receipt of notification of findings according to point M.B.605, the

holder of the maintenance organisation approval shall define a corrective
action plan and demonstrate corrective action to the satisfaction of DGCA
within a period of 7 days and 30 days for level 1 & level 2 findings
respectively including appropriate corrective action to prevent recurrence
of the finding and its root cause.

CAR M Issue 2
SUBPART G
CONTINUING AIRWORTHINESS MANAGEMENT
ORGANISATION
Scope
This Subpart establishes the requirements to be met by an organisation to
qualify for the issue or continuation of an approval for the management of
aircraft continuing airworthiness.
Application
An application for issue or variation of a continuing airworthiness management
organisation approval shall be made on a CA Form 2 (Appendix IX to this CAR).
AMC M.A.702 Application

An application for issue, variations and renewal of a continuing airworthiness
management organisation approval shall be made on a CA Form 2 (Appendix
IX).
The CA Form 2 is valid for the application for M.A. Subpart F, CAR-145 and
M.A. Subpart G organisations. Organisations applying for several approvals
may do so using a single CA Form 2
Extent of Approval
(a) The approval is indicated on a certificate included in Appendix VI issued
by DGCA.
(b) Notwithstanding paragraph (a), for air operator certified in accordance
with Schedule XI , the approval shall be part of the air operator
certificate/permit issued by DGCA, for the aircraft operated.
(c) The scope of work deemed to constitute the approval shall be specified
in the continuing airworthiness management exposition in accordance
with point M.A.704.
Continuing Airworthiness Management Exposition
(a) The continuing airworthiness management organisation shall provide a
continuing airworthiness management exposition containing the following
information:
1. a statement signed by the accountable manager to confirm that the
organisation will work in accordance with this CAR and the exposition at
all times, and;
2. the organisation’s scope of work, and;
3. the title(s) and name(s) of person(s) referred to in points M.A.706(a),
M.A.706(c), M.A.706(d) and M.A.706(i);

CAR M Issue 2
4. an organisation chart showing associated chains of responsibility
between all the person(s) referred to in points M.A.706(a), M.A.706(c),
M.A.706(d) and M.A.706(i);
5. a list of airworthiness review staff refered to in paragraph M.A.707, and
6. a general description and location of the facilities, and;
7. procedures specifying how the continuing airworthiness management
organisation ensures compliance with this CAR, and;
8. the continuing airworthiness management exposition amendment procedures.
9. the list of approved aircraft maintenance programmes, or, for aircraft not
used by licenced air operator certified in accordance with schedule XI, the
list of “generic” and “baseline” maintenance programmes.
(b) The continuing airworthiness management exposition and its
amendments shall be approved by DGCA.
(c) Notwithstanding paragraph (b), minor amendments to the exposition may
be approved indirectly through an indirect approval procedure. Provided
the amendments are submitted to DGCA local office atleast 15 days
before their affectivity and the procedure is documented. The indirect
approval procedure shall define the minor amendment eligible, be
established by the continuing airworthiness management organisation as
part of the exposition and be approved by the competent authority
responsible for that continuing airworthiness management organization
(d) Copies of all amendments to the exposition shall be furnished promptly to
all organizations or persons to whom the manual has been issued.
AMC1 M.A.704 Continuing Airworthiness Management Exposition

1. The purpose of the continuing airworthiness management exposition is to
set forth the procedures, means and methods of the continuing
airworthiness management organisation. Compliance with its contents will
assure compliance with CAR M requirements.
2. A continuing airworthiness management exposition should comprise:
Part 0 General organisation
Part 1 Continuing airworthiness procedures
Part 2 Quality system or organisational review (as applicable)
Part 3 Contracted maintenance (for operators) – management of
maintenance (liaison with maintenance organisations.
Part 4 Airworthiness review procedures (if applicable)
3. Personnel should be familiar with those parts of the continuing
airworthiness management exposition that are relevant to their tasks.
4. The continuing airworthiness management organization should specify in
the exposition who is responsible for the amendment of the document.
Unless otherwise agreed by the DGCA, the person responsible for the
management of the quality system or for the organisational review should
be responsible for monitoring and amending the continuing airworthiness
management exposition, including associated procedure’s manuals, and
the submission of proposed amendments to the DGCA. DGCA may agree

CAR M Issue 2
to a procedure, and its agreement will be stated in the amendment control
section of the continuing airworthiness management exposition defining the
class of amendments, which can be incorporated without the prior consent of the
DGCA (‘indirect approval procedure’).
5. The continuing airworthiness management organisation may use
electronic data processing (EDP) for the publication of the continuing
airworthiness management exposition. The continuing airworthiness
management exposition should be made available to the DGCA in a form
acceptable to the DGCA. Attention should be paid to the compatibility of
the EDP publication systems with the necessary dissemination, both
internally and externally, of the continuing airworthiness management
exposition.
6. The continuing airworthiness management exposition should contain
information, as applicable, on how the continuing airworthiness
management organisation complies with CDCCL instructions.
7. Appendix V to AMC M.A.704 contains an example of a continuing
airworthiness management exposition layout.’
AMC2 M.A.704 Continuing airworthiness management exposition
Exposition Layout for a CAMO holding a Maintenance Organisation

Approval
1. Where continuing airworthiness management organisation is also
approved to another CAR, the exposition or manual required by the other
CAR may form the basis of the continuing airworthiness management
exposition in a combined document.
2. Example for a combined continuing airworthiness management
organisation and CAR 145 organisation:
CAR -145 Exposition (See Equivalent paragraphs in AMC 145. A .70 (a)
Part 1 Management
Part 2 Maintenance procedures
Part L2 Additional line maintenance procedures
Part 3 Quality system and/or organisational review (as applicable). This
chapter should cover the functions specified in M.A.712 ‘Quality system’
and 145.A.65 ‘Safety and quality system
Part 4 Contracts.
This chapter should include:
— the contracts of the continuing airworthiness management
organisation. With the owners/operators as per Appendix I to Part-M;
— the continuing airworthiness management organisation procedures for
the management of maintenance and liaison with maintenance

CAR M Issue 2
organisations
Part 5 Appendices (sample of documents)
Part 6 Continuing airworthiness management procedures
Part 7 Other Regulatory supplement (if applicable)
Part 8 – Reserved
Part 9 Airworthiness review procedures (if applicable)
5. Example for a combined continuing airworthiness management
organisation and M.A. Subpart F organisation:
Part 1 General
Part 2 Description
Part 3 General procedures
Part 4 Working procedures
This part should contain, among other things, procedures for quality
system or organisation review, as applicable.
Part 5 Appendices
Part 6 Continuing airworthiness management procedures
Part 7 Airworthiness review procedures (if applicable.)
AMC M.A 704(a)(2) Continuing airworthiness management exposition
1. Part 0 ‘General organisation’ of the continuing airworthiness management

exposition should include a corporate commitment by the continuing
airworthiness management organisation, signed by the accountable
manager, confirming that the continuing airworthiness management
exposition and any associated manuals define the organisation’s
compliance with CAR-M and will be complied with at all times.
2. The accountable manager’s exposition statement should embrace the

intent of the following paragraph, and in fact this statement may be used
without amendment. Any amendment to the statement should not alter its
intent:
‘This exposition defines the organisation and procedures upon which the
DGCA, continuing airworthiness management organisation approval is based.
These procedures are approved by the undersigned and should be complied

with, as applicable, in order to ensure that all continuing airworthiness tasks
are carried out on time to an approved standard.

with any new or amended regulation published from time to time where these
new or amended regulations are in conflict with these procedures.

CAR M Issue 2
It is understood that the DGCA will approve this organisation whilst the DGCA
is satisfied that the procedures are followed and the work standard is
maintained. It is understood that the DGCA reserves the right to suspend, limit
or revoke the continuing airworthiness management organisation approval or
the air operator certificate, as applicable, if the DGCA has evidence that the
procedures are not followed and standards not upheld.
Signed .....................................
Dated ......................................
Accountable manager and (quote position)
For and on behalf of ... (quote organisation’s name) ’
3. Whenever the accountable manager is changed, it is important to ensure

that the new accountable manager signs the paragraph 2 statement at the
earliest opportunity as part of the acceptance by the DGCA. Failure to carry out
this action invalidates the continuing airworthiness management organisation
approval or the air operator certificate.
Facilities
The continuing airworthiness management organisation shall provide suitable
office accommodation at appropriate locations for the personnel specified in
M.A.706.
AMC M.A.705 Facilities
Office accommodation should be such that the incumbents, whether they be
continuing airworthiness management, planning, technical records or quality
staff, can carry out their designated tasks in a manner that contributes to good
standards. In the smaller M.A. Subpart G organisations, DGCA may agree to
these tasks being conducted from one office subject to being satisfied that there
is sufficient space and that each task can be carried out without undue
disturbance. Office accommodation should also include an adequate technical
library and room for document consultation.
Personnel Requirements
(a) The organisation shall appoint an accountable manager, who has
corporate authority for ensuring that all continuing airworthiness
management activities can be financed and carried out in accordance with
this CAR.
(b) For air operator certified in accordance with schedule XI accountable

manager referred to in point (a) shall be the person who also has
corporate authority for ensuring that all the operations of the operator can
be financed and carried out to the standard required for the issue of an air
operator's certificate.

CAR M Issue 2
(c) A person or group of persons shall be nominated with the responsibility of
ensuring that the organisation is always in compliance with this Subpart.
Such person(s) shall be ultimately responsible to the Accountable
Manager.
(d) For air operator certified in accordance with schedule XI of aircraft rule
1937, the Accountable Manager shall designate a nominated post holder.
This person shall be responsible for the management and supervision of
continuing airworthiness activities, pursuant to paragraph (c).
(e) The nominated post holder referred to in paragraph (d) shall not be
employed by a CAR -145 approved organisation under contract to the
operator, unless specifically agreed by DGCA.
(f) The organisation shall have sufficient appropriately qualified staff for the
expected work.
(g) All paragraph (c) and (d) persons shall be able to show relevant
knowledge, background and appropriate experience related to aircraft
continuing airworthiness.
(h) The qualification of all personnel involved in continuing airworthiness
management shall be recorded.
(i) For organisations extending airworthiness review certificates in
accordance with points M.A.711 (a) 4 and M.A.901(f), the organisation
shall nominate persons authorised to do so, subject to approval by DGCA.
(j) The organisation shall define and keep updated in the continuing
airworthiness management exposition the title(s) and name(s) of
person(s) referred to in points M.A.706 (a), M.A.706(c), M.A.706 (d) and
M.A.706 (i).
(k) For complex motor-powered aircraft and for aircraft used by air operator
certified in accordance with schedule XI of aircraft rule 1937 , the
organisation shall establish and control the competence of personnel
involved in the continuing airworthiness management, airworthiness
review and/or quality audits in accordance with a procedure and to a
standard agreed by DGCA.
AMC M.A.706 Personnel Requirements

1. The person or group of persons should represent the continuing
airworthiness management structure of the organisation and be
responsible for all continuing airworthiness functions. Dependent on the
size of the operation and the organisational set-up, the continuing
airworthiness functions may be divided under individual managers or
combined in nearly any number of ways. However, if a quality system is
in place it should be independent from the other functions.
2. The actual number of persons to be employed and their necessary
qualifications is dependent upon the tasks to be performed and thus
dependent on the size and complexity of the organisation (general aviation
aircraft, corporate aircraft, number of aircraft and the aircraft types, complexity
of the aircraft and their age and for commercial air transport, route network, line
CAR M Issue 2
or charter, EDTO) and the amount and complexity of maintenance contracting.

CAR M Issue 2
Consequently, the number of persons needed, and their qualifications may differ
greatly from one organisation to another and a simple formula covering the whole
range of possibilities is not feasible.
3. To enable DGCA to accept the number of persons and their qualifications,

an organisation should make an analysis of the tasks to be performed, the
way in which it intends to divide and/or combine these tasks, indicate how
it intends to assign responsibilities and establish the number of man/hours
and the qualifications needed to perform the tasks. With significant
changes in the aspects relevant to the number and qualifications of
persons needed, this analysis should be updated.
4. Nominated person or group of persons should have:
4.1 practical experience and expertise in the application of aviation safety

standards and safe operating practices;
4.2. a comprehensive knowledge of:
(a) relevant parts of operational requirements and procedures;
(b) the AOC holder's Operations Specifications when applicable;
(c) the need for, and content of, the relevant parts of the AOC holder's
Operations Manual when applicable;
4.3 knowledge of quality systems;
4.4. five years relevant work experience of which at least two years should
be from the aeronautical industry in an appropriate position;
4.5. a relevant engineering degree or an aircraft maintenance technician
qualification with additional education acceptable to DGCA. ‘relevant
engineering degree’ means an engineering degree from aeronautical,
mechanical, electrical, electronic, avionic or other studies relevant to the
maintenance and continuing airworthiness of aircraft/aircraft
components;
The above recommendation may be replaced by 5 years of experience
additional to those already recommended by paragraph 4.4 above. These
5 years should cover an appropriate combination of experience in tasks
related to aircraft maintenance and/or continuing airworthiness
management (engineering) and/or surveillance of such tasks.
4.6. thorough knowledge with the organisation's continuing airworthiness
management exposition;
4.7. knowledge of a relevant sample of the type(s) of aircraft gained through

a formalised training course; These courses should be at least at a level
equivalent to CAR-66 Appendix III Level 1 General Familiarisation and could
be imparted by CAR-147 organisation, by the manufacturer, or by any other
organisation accepted by the DGCA.
“Relevant sample” means that these courses should cover typical systems
embodied in those aircraft being within the scope of approval.
For all balloons and any other aircraft of 2730 Kg MTOM and below the
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formalised training courses may be replaced by demonstration of
knowledge. This knowledge may be demonstrated by documented
evidence or by an assessment performed by the competent authority.
This assessment should be recorded
4.8. knowledge of maintenance methods.
4.9. knowledge of applicable regulations
AMC M.A.706(a) Personnel Requirements
Accountable manager is normally intended to mean the chief executive officer

of the continuing airworthiness management organisation approved under
M.A. Subpart G, who by virtue of position has overall (including in particular
financial) responsibility for running the organisation. The accountable manager
may be the accountable manager for more than one organisation and is not
required to be knowledgeable on technical matters. When the accountable
manager is not the chief executive officer, DGCA will need to be assured that
such an accountable manager has direct access to the chief executive officer
and has a sufficiency of continuing airworthiness funding allocation.
AMC M.A.706 (e) Personnel Requirements
1. DGCA shall only accept that the nominated post holder be employed by
the organisation approved under CAR 145 when it is manifest that he/she
is the only available competent person in a position to exercise this
function, within a practical working distance from the operator’s offices.
2. This paragraph only applies to contracted maintenance and therefore

does not affect situations where the organisation approved under CAR
145 and the operators are the same organisation.
AMC M.A.706 (f) Personnel Requirements
Additional training in fuel tank safety as well as associated inspection standards

and maintenance procedures should be required of continuing airworthiness
management organizations’ technical personnel, especially the staff involved
with the management of CDCCL, Service Bulletin assessment, work planning
and maintenance programme management. DGCA guidance is provided for
training to Continuing Airworthiness Management Organizations’ continuing
airworthiness personnel in Appendix XII to AMC to M.A.706 (f) and M.B.102(c)

CAR M Issue 2
AMC M.A.706 (i) Personnel Requirements
The approval by the DGCA of the exposition, containing in M.A. 704(a)3 the list
of M.A.706(i) personnel, constitutes their formal acceptance by DGCA and also
their formal authorisation by the organisation.
Airworthiness review staff are automatically recognised as persons with

authority to extend an airworthiness review certificate in accordance with
M.A.711(a)4 and M.A.901(f).
AMC M.A.706 (k) Personnel Requirements
Adequate initial and recurrent training should be provided and recorded to

ensure continued competence
Airworthiness Review Staff
(a) To be approved to carry out airworthiness reviews, an approved
continuing airworthiness management organisation shall have
appropriate airworthiness review staff to issue airworthiness review
certificates or recommendations referred to in Subpart I, Section A of this
CAR.
1. For aircraft used by air operator certified in accordance with schedule XI

of aircraft rule 1937 , and aircraft above 2730 kg MTOM, except balloons,
these staff shall have acquired:
(a) at least five years experience in continuing airworthiness, and;

(b) an appropriate licence in compliance with CAR 66 or an aeronautical
degree or equivalent, and;
(c) formal aeronautical maintenance training, and;
(d) a position within the approved organisation with appropriate
responsibilities.
(e) Notwithstanding points “a” to “d”, the requirement laid down in point
M.A.707(a)1b may be replaced by five years of experience in
continuing airworthiness additional to those already required by point
M.A.707(a)1a.
2. For aircraft not used by air operator certified in accordance with schedule
XI of aircraft rule 1937 of 2730 kg MTOM and below, and balloons, these
staff shall have acquired:
(a) at least three years experience in continuing airworthiness, and;
(b) an appropriate licence in compliance with CAR 66 or an
aeronautical degree or equivalent, and;
(c) appropriate aeronautical maintenance training, and;
(d) a position within the approved organisation with
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appropriate responsibilities;
(e) Notwithstanding points “a” to “d”, the requirement laid down in point
M.A.707(a)2b may be replaced by four years of experience in
continuing airworthiness additional to those already required by point
M.A.707(a)2a.
(b) Airworthiness review staff nominated by the approved continuing
airworthiness management organisation can only be issued an
authorisation by the approved continuing airworthiness management
organisation when formally accepted by DGCA after satisfactory
completion of an airworthiness review under supervision of the DGCA or
under the supervision of the organisation's airworthiness review staff in
accordance with a procedure approved by the DGCA.
(c) The organisation shall ensure that aircraft airworthiness review staff can
demonstrate appropriate recent continuing airworthiness management
experience.
(d) Airworthiness review staff shall be identified by listing each person in the
continuing airworthiness management exposition together with their
airworthiness review authorisation reference.
(e) The organisation shall maintain a record of all airworthiness review staff,
which shall include details of any appropriate qualification held together
with a summary of relevant continuing airworthiness management
experience and training and a copy of the authorisation. This record shall
be retained until two years after the airworthiness review staff have left
the organisation.
AMC M.A.707 (a) Airworthiness Review Staff
1. Airworthiness review staff are only required if the M.A. Subpart G

organization wants to be granted M.A.711 (b) airworthiness review
2. “Experience in continuing airworthiness” means any appropriate

combination of experience in tasks related to aircraft maintenance and/or
continuing airworthiness management (engineering) and/or surveillance
of such tasks.
3. A person qualified to the AMC M.A.706 subparagraph 4.5 should be

considered as holding the equivalent to an aeronautical degree.
4. An appropriate licence in compliance with CAR-66 in any one of the

following:
- a category B1 licence in the subcategory of the aircraft reviewed, or
- a category B2 or C licence, or
- in the case of piston-engine non-pressurised aeroplanes of 2 000 kg
MTOM and below, a category B3 licence.
It is not necessary to satisfy the experience requirements of CAR-66 at the

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time of the review.
5. To hold a position with appropriate responsibilities means the

airworthiness review staff should have a position in the organisation
independent from the airworthiness management process or with overall
authority on the airworthiness management process of complete aircraft.
Independence from the airworthiness management process may be achieved,

among other ways, by:
 Being authorised to perform airworthiness reviews only on aircraft for which

the person has not participated in their management. For example,
performing airworthiness reviews on a specific model line, while being
involved in the airworthiness management of a different model line.
 M.A. Subpart G organisations with CAR-145/M.A.Subpart F approval, may

nominate maintenance personnel from their CAR-145/M.A. Subpart F
organisation as airworthiness review staff, as long as they are not involved
in the airworthiness management of the aircraft. These personnel should not
have been involved in the release to service of that particular aircraft (other
than maintenance tasks performed during the physical survey of the aircraft
or performed as a result of findings discovered during such physical survey)
to avoid possible conflict of interests.
 Nominating as airworthiness review staff personnel from the Quality

Department of the continuing airworthiness management organisation.
Overall authority on the airworthiness management process of complete

aircraft may be achieved, among other ways, by:
 Nominating as airworthiness review staff the Accountable Manager or the

Maintenance Postholder.
 Being authorised to perform airworthiness reviews only on those particular

aircraft for which the person is responsible for the complete continuing
airworthiness management process.
 In the case of one-man organisations, this person has always overall

authority. This means that this person can be nominated as airworthiness
review staff.
AMC M.A.707 (a) (1) AIRWORTHINESS REVIEW STAFF
For all aircraft used by air operator certified in accordance with schedule XI of
aircraft rule 1937 and for any other aircraft, other than balloons, above 2730 kg
MTOM, formal aeronautical maintenance training means training (internal or
external) supported by evidence on the following subjects:
 Relevant parts of initial and continuing airworthiness regulations.

CAR M Issue 2
 Relevant parts of operational requirements and procedures, if applicable.
 The organisation’s continuing airworthiness management exposition.
 Knowledge of a relevant sample of the type(s) of aircraft gained through a

formalised training course. These courses should be at least at a level
equivalent to CAR-66 Appendix III Level 1 General Familiarisation and
could be imparted by a CAR-147 organisation, by the manufacturer, or by
any other organization accepted by the DGCA.
embodied in those aircraft being within the scope of approval
 Maintenance methods.
AMC M.A.707 (a) (2) AIRWORTHINESS REVIEW STAFF
For all balloons and any other aircraft of 2730 Kg MTOM and below, not by air
operator certified in accordance with schedule XI of aircraft rule 1937,
1. “experience in continuing airworthiness” can be full-time or part-time,

either as professional or on a voluntary basis.
2. Appropriate aeronautical maintenance training means demonstrated

knowledge of the following subjects:
 Relevant parts of initial and continuing airworthiness regulations.
 Relevant parts of operational requirements and procedures, if applicable.
 The organisation’s continuing airworthiness management exposition.
 Knowledge of a relevant sample of the type(s) of aircraft gained through

training and/or work experience. Such knowledge should be at least at a
level equivalent to CAR-66 Appendix III Level 1 General Familiarisation
and could be imparted by a CAR-147 organisation, by the manufacturer,
or by any other organisation accepted by the DGCA.
embodied in those aircraft being within the scope of approval
 Maintenance methods.
This knowledge may be demonstrated by documented evidence or by an

assessment performed by the DGCA or by other airworthiness review staff
already authorised within the organisation in accordance with approved
procedures. This assessment should be recorded.

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AMC M.A.707 (b) AIRWORTHINESS REVIEW STAFF
The formal acceptance by the DGCA of the airworthiness review staff is granted
through the corresponding CA Form 4.
If the airworthiness review is performed under the supervision of existing

airworthiness review staff, evidence should be provided to the DGCA together
with CA Form 4. If satisfied, the DGCA will issue the formal acceptance through
CA Form 4.
Once the airworthiness review staff has been accepted by the DGCA, the
inclusion of their name in the exposition (refer to M.A.704(a)5) constitutes the
formal authorisation by the organisation.
AMC M.A.707 (c) AIRWORTHINESS REVIEW STAFF
In order to keep the validity of the airworthiness review staff authorisation, the
airworthiness review staff should have either:
 been involved in continuing airworthiness management activities for at

least sixmonths in every two year period, or
 conducted at least one airworthiness review in the last twelve month
period.
In order to restore the validity of the authorisation, the airworthiness review staff
should conduct at a satisfactory level an airworthiness review under the
supervision of the DGCA or, if accepted by the DGCA, under the supervision
of another currently valid authorised airworthiness review staff of the concerned
continuing airworthiness management organisation in accordance with an
approved procedure.
AMC M.A.707 (e) AIRWORTHINESS REVIEW STAFF
The minimum content of the airworthiness review staff record should be:
- Name,
- Date of Birth,
- Basic Education,
- Experience,
Aeronautical Degree and/or CAR-66 qualification and/or nationally-

recognised maintenance personnel qualification,
- Initial Training received,
- Type of Training received,
- Continuation Training received,
- Experience in continuing airworthiness and within the organisation,
- Responsibilities of current role in the organisation,
- Copy of the authorisation.

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Continuing Airworthiness Management
(a) All continuing airworthiness management shall be carried out according
to the prescriptions of M.A Subpart C.
(b) For every aircraft managed, the approved continuing airworthiness
management organisation shall:
1. develop and control a maintenance programme for the aircraft managed
including any applicable reliability programme,
2. Present the aircraft maintenance programme and its amendments to
DGCA for approval, unless covered by an indirect approval procedure in
accordance with point M.A.302(c), and for aircraft not used by air operator
certified in accordance with Schedule XI of aircraft rule 1937 provide a
copy of the programme to the owner /operator responsible in accordance
with M.A.201.
3. manage the approval of modification and repairs,
4. ensure that all maintenance is carried out in accordance with the
approved maintenance programme and released in accordance with
M.A. Subpart H, of this CAR.
5. ensure that all applicable airworthiness directives and operational
directives with a continuing airworthiness impact, are applied,
6. ensure that all defects discovered during scheduled maintenance or
reported are corrected by an appropriately approved maintenance
organisation,
7. ensure that the aircraft is taken to an appropriately approved maintenance
organisation whenever necessary,
8. coordinate scheduled maintenance, the application of airworthiness
directives, the replacement of service life limited parts, and component
inspection to ensure the work is carried out properly,
9. manage and archive all continuing airworthiness records and/or operator's
technical log.
10. ensure that the mass and balance statement reflects the current status of
the aircraft.
11. Ensure the compliance of all applicable Airworthiness requirements
covered in CAR Section -2 and other sections of CAR related to continuing
Airworthiness.
(c) In the case of, complex motor-powered aircraft or aircraft used for
commercial air transport, or aircraft used for commercial specialised
operations or commercial approved training organisation operations, when
the continuing airworthiness management organisation is not appropriately
approved to CAR -145, or M.A. Subpart-F, the organisation shall in
consultation with the operator, establish a written maintenance contract
with a CAR 145 or M.A. Subpart-F approved organisation or another
operator, detailing the functions specified under M.A.301-2, M.A.301-3,
M.A.301-5 and M.A.301-6, ensuring that all maintenance is ultimately
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carried out by a CAR 145 or M.A. Subpart-F approved maintenance
organisation and defining the support of the quality functions of
M.A.712(b).The aircraft base, scheduled line maintenance and engine
maintenance contracts, together with all amendments, shall be accepted
by DGCA.
(d) Notwithstanding point (c), the contract may be in the form of individual work
orders addressed to the CAR-145 or CAR M.A. Subpart-F maintenance
organisation in the case of:
1. an aircraft requiring unscheduled line maintenance,
2. component maintenance, including engine maintenance.
GM M.A.708 Continuing airworthiness management
The continuing airworthiness management organisation should have adequate

knowledge of the design status (type specification, customer options,
airworthiness directives (ADs), airworthiness limitations contained in the aircraft
instructions for continuing airworthiness, modifications, major repairs,
operational equipment) and of the required and performed maintenance. The
status of aircraft design and maintenance should be adequately documented to
support the performance of the quality system.
For CS-25 / FAR -25 aeroplanes, adequate knowledge of the airworthiness

limitations should cover those contained in CS-25 Book 1, Appendix H,
paragraph H25.4 and fuel tank system airworthiness limitations including critical
design configuration control limitations (CDCCL).
AMC M.A.708 (b) 3 CONTINUING AIRWORTHINESS MANAGEMENT
When managing the approval of modifications or repairs the organisation should

ensure that Critical Design Configuration Control Limitations are taken into
account.
GM M.A.708(b)(4) Continuing airworthiness management
This requirement means that the continuing airworthiness management

organisation is responsible for determining what maintenance is required, when
it has to be performed, by whom and to what standard in order to ensure the
continued airworthiness of the aircraft.
AMC1 M.A.708(c) Continuing airworthiness management
1. In case of complex motor-powered aircraft, aircraft used for commercial air

transport operations, aircraft used for commercial specialised operations
and aircraft used by commercial approved training organisation, the
provisions of M.A.201 establish that a continuing airworthiness
management organisation is required. This continuing airworthiness
management organisation is in charge of the continuing airworthiness
management and this includes the tasks specified in M.A.301 points (2),
(3), (5) and (6). If the continuing airworthiness management organization

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does not hold the appropriate maintenance organisation approval (Subpart
F organisation approval or a CAR-145 approval), then the continuing
airworthiness management organisation should conclude a contract with
the appropriate organisation(s).
2. The continuing airworthiness management organisation bears the

responsibility for the airworthy condition of the aircraft for which it performs
the continuing airworthiness management. Thus, it should be satisfied
before the intended flight that all required maintenance has been properly
carried out.
3. The continuing airworthiness management organisation should agree with

the operator on the process to select a maintenance organisation before
concluding any contract with a maintenance organisation.
4. The fact that the continuing airworthiness management organisation has
contracted a maintenance organisation approved under Subpart F or CAR-
145 should not prevent it from checking at the maintenance facilities on
any aspect of the contracted work to fulfil its responsibility for the
5. The contract between the continuing airworthiness management
organisation and the maintenance organisation(s) should specify in detail
the responsibilities and the work to be performed by each party.
6. Both the specification of work and the assignment of responsibilities should
be clear, unambiguous and sufficiently detailed to ensure that no
misunderstanding arises between the parties concerned that could result
in a situation where work that has an effect on the airworthiness or
serviceability of aircraft is not or will not be properly performed.
7. Special attention should be paid to procedures and responsibilities to
ensure that all maintenance work is performed, service bulletins are
analysed and decisions are taken on their accomplishment, airworthiness
directives are accomplished on time and that all work, including non-
mandatory modifications, is carried out to approved data and to the latest
standards.
8. Appendix XI to this AMC gives further details on the subject.
AMC2 M.A.708(c) Continuing airworthiness management
MAINTENANCE CONTRACT WITH ANOTHER CAMO/OPERATOR
1. The purpose of M.A.708(c) is to ensure that all maintenance is carried out

by an appropriately approved maintenance organisation. It is possible to
contract another operator/CAMO (secondary operator/CAMO) that does
not hold a maintenance organisation approval when it proves that such a
contract is in the interest of the continuing airworthiness management
organisation by simplifying the management of its maintenance, and the
continuing airworthiness management organisation keeps an appropriate
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control of it. In this case the continuing airworthiness management
exposition should include appropriate procedures to ensure that all
maintenance is ultimately carried out on time by approved maintenance
organisations in accordance with the continuing airworthiness
management organisation’s data. In particular, the quality system
procedures should place great emphasis on monitoring compliance with
the above. The list of approved maintenance organisations, or a reference
to this list, should be included in the CAMO’s continuing airworthiness
2. This contract should not preclude the continuing airworthiness
management organisation from ensuring that all maintenance is performed
by appropriately approved organisations which comply with the M.A.201
continuing airworthiness responsibility requirements. Typical examples of
such arrangements are the following:
— Component maintenance:
The continuing airworthiness management organisation may find it more
appropriate to have a primary contractor (the secondary operator/CAMO)
dispatching the components to appropriately approved organisations
rather than sending themselves different types of components to various
maintenance organisations approved under CAR-145. The benefit for the
continuing airworthiness management organisation is that the
management of maintenance is simplified by having a single point of
contact for component maintenance. The continuing airworthiness
management organisation emains responsible for ensuring that all
maintenance is performed by maintenance organisations approved under
CAR-145 and in accordance with the approved standards.
— Aircraft, engine and component maintenance:

The continuing airworthiness management organisation may wish to have
a maintenance contract with a secondary operator/CAMO not approved
under CAR-145 for the same type of aircraft. A typical case is that of a dry-
leased aeroplane between operators where the parties, for consistency or
continuity reasons (especially for short-term lease agreements), find it
appropriate to keep the aeroplane under the current maintenance
arrangement. Where this arrangement involves various CAR-145
approved contractors, it might be more manageable for the lessee
continuing airworthiness management organisation to have a single
maintenance contract with the lessor operator/CAMO. Whatever type of
acceptable maintenance contract is concluded, the continuing
airworthiness management organisation is required to exercise the same
level of control on contracted maintenance, particularly through the
M.A.706(c) continuing airworthiness management group of persons and
quality system continuing airworthiness management organisation as
referred to in M.A.712.
GM M.A.708(c) Continuing airworthiness management
For line maintenance, the actual layout of the IATA Standard Ground Handling
Agreement may be used as a basis, but this does not preclude the from
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ensuring that the content of the contract is acceptable and especially that the
contract allows the continuing airworthiness management organisation to
properly exercise its maintenance responsibility. Those parts of the contract that
have no effect on the technical or operational aspects of airworthiness are outside
the scope of this paragraph.
AMC M.A.708(d) Continuing Airworthiness Management
The intent of this paragraph is that maintenance contracts are not necessary
when the continuing airworthiness, management exposition specifies that the
relevant maintenance activity may be ordered through one-time work orders.
This includes unscheduled line maintenance and may also include component
maintenance up to engines, as long as the maintenance is manageable through
work orders, both in terms of volume and complexity. It should be noted that this
paragraph implies that even where base maintenance is ordered on a case-by-
case basis, there should be a written maintenance contract.
Documentation
(a) The approved continuing airworthiness management organisation shall
hold and use applicable current maintenance data in accordance with point
M.A.401 for the performance of continuing airworthiness tasks referred to
in point M.A.708. This data may be provided by the owner or the operator,
subject to an appropriate contract being established with such an owner or
operator. In such case, the continuing airworthiness management
organisation only needs to keep such data for the duration of the contract,
except when required by point M.A.714.
(b) For aircraft not involved in commercial air transport, the approved
continuing airworthiness management organisation may develop
“baseline” and/or “generic” maintenance programmes in order to allow for
the initial approval and/or the extension of the scope of an approval without
having the contracts referred to in Appendix I to CAR-M. These “baseline”
and/or “generic” maintenance programmes however do not preclude the
need to establish an adequate Aircraft Maintenance Programme in
compliance with point M.A.302 in due time before exercising the privileges
referred to in point M.A.711.’
AMC M.A.709 DOCUMENTATION
When using maintenance data provided by the customer, the continuing

airworthiness management organisation is responsible for ensuring that this
data is current. As a consequence, it should establish appropriate procedures
or provisions in the contract with the customer.
The sentence “…, except when required by point M.A.714”, means, in particular,
the need to keep a copy of the customer data which was used to perform
continuing airworthiness activities during the contract period.

CAR M Issue 2
“Base line” maintenance programme: it is a maintenance programme developed

CAR M Issue 2
for a particular aircraft type following, where applicable, the maintenance review
board (MRB) report, the type certificate holder’s maintenance planning
document (MPD), the relevant chapters of the maintenance manual or any other
maintenance data containing information on scheduling.
“Generic” maintenance programme: it is a maintenance programme developed

to cover a group of similar types of aircraft. These programmes should be based
on the same type of instructions as the baseline maintenance programme.
Examples of “generic” maintenance programmes could be Cessna 100 Series
(covering Cessna 150, 172, 177, etc.).
“Base line” and “generic” maintenance programmes are not applicable to a

particular aircraft registration mark, but to an aircraft type or group of types, and
should be available to the DGCA prior to the initial approval and prior to the
extension of the scope of an existing organisation approval. The intent is that
the DGCA is aware of the scope and complexity of tasks that will be managed
before granting an organisation approval or change of approval.
After this initial approval, when an owner/operator is contracted, the baseline or

generic maintenance programme, as applicable, may be used to establish the
M.A.302 aircraft maintenance programme, incorporating the additional
maintenance tasks and indicating those which are not applicable to a particular
aircraft registration mark. This may be achieved by adding an Annex to the
baseline/generic maintenance programme for each aircraft registration,
specifying which tasks are added and which are not applicable. This will result
in an aircraft maintenance programme specific for each customer.
However, this does not mean that this adaptation must be performed for each
contracted aircraft registration. The reason is that the customer may already
have an approved aircraft maintenance programme, which in that case should
be used by the continuing airworthiness management organisation to manage
the continuing airworthiness of such aircraft.
Continuing airworthiness management organisations may seek authorisation for

indirect approval in order to amend the aircraft maintenance programme
mentioned above in accordance with M.A.302(c). The indirect approval
procedure should include provisions to notify to the DGCA that an aircraft
maintenance programme specific for a customer has been created. The reason
is that, according to M.A.704 (a) 9, for aircraft not used by air operator certified
in accordance with schedule XI of aircraft rule 1937, the Continuing
Airworthiness Management Exposition (CAME) only needs to include the
reference to the baseline/generic maintenance programme.
GM M.A.709 Documentation
Paragraph M.A.709(a) refers to continuing airworthiness tasks referred to in

M.A.708. As a consequence, this covers continuing airworthiness management
tasks but not airworthiness reviews.

CAR M Issue 2
Airworthiness review requirements are established in M.A.710 and the
requirements for the corresponding record retention are contained in M.A.714.
Airworthiness Review
(a) To satisfy the requirement for the airworthiness review of an aircraft,
reffered to in point M.A. 901, a full documented review of the aircraft
records shall be carried out by the approved continuing airworthiness
management organisation in order to be satisfied that:
1. airframe, engine and propeller flying hours and associated flight cycles
have been properly recorded, and;
2. the flight manual is applicable to the aircraft configuration and reflects the
latest revision status, and;
3. all the maintenance due on the aircraft according to the approved
maintenance programme has been carried out, and;
4. all known defects have been corrected or, when applicable, carried
forward in a controlled manner, and;
5. all applicable airworthiness directives have been applied and properly
registered, and;
6. all modifications and repairs applied to the aircraft have been registered
and are approved according to AAC No- 2 of 2013 , and;
7. all service life limited components installed on the aircraft are properly
identified, registered and have not exceeded their approved service life
limit, and;
8. all maintenance has been released in accordance with this CAR , and;
9. the current mass and balance statement reflects the configuration of the
aircraft and is valid, and;
10. the aircraft complies with the latest revision of its type design approved/
accepted by DGCA, and .
11. if required, the aircraft holds a noise certificate corresponding to the current
configuration of the aircraft.
(b) The airworthiness review staff of the approved continuing airworthiness
management organisation's shall carry out a physical survey of the aircraft.
For this survey, airworthiness review staff not appropriately qualified to
CAR 66 shall be assisted by such qualified personnel.
(c) Through the physical inspection of the aircraft, the airworthiness review
staff shall ensure that:
1. all required markings and placards are properly installed, and;
2. the aircraft complies with its approved flight manual, and;
3. the aircraft configuration complies with the approved documentation, and;

4. no evident defect can be found that has not been addressed according to
M.A.403, and;
CAR M Issue 2
5. no inconsistencies can be found between the aircraft and the paragraph

(a) documented review of records.
(d) By derogation to M.A.901(a) the airworthiness review can be anticipated
by a maximum period of 90 days without loss of continuity of the
airworthiness review pattern, to allow the physical review to take place
during a maintenance check.
(e) The Airworthiness Review Certificate (CA Form 15b - Appendix-III) or a
recommendation for the issue of the airworthiness revie certificate ( CA
Form 15a) can only be issued.
1. by airworthiness review staff appropriately authorised in accordance with

point M.A.707 on behalf of the approved continuing airworthiness
management organisation or by certifying staff in cases provided for in
point M.A.901(g), and
2. when satisfied that the airworthiness review has been completely carried
out and that there is no non-compliance which is known to endanger flight
safety.
(f) A copy of any airworthiness review certificate issued or extended for an
aircraft shall be sent to DGCA within 10 days alongwith requisite fees.
(g) Airworthiness review tasks shall not be sub-contracted.
(ga) For Category 1 light aircraft not involved in commercial operations for which
the aircraft maintenance programme has been established in accordance
with M.A.302(h), the aircraft maintenance programme shall be reviewed in
conjunction with the airworthiness review. This review shall be
accomplished by the person who performed the airworthiness review.
(h) Should the outcome of the airworthiness review be inconclusive, or should
the review under point M.A .710(ga) show discrepancies on the aircraft
linked to deficiencies in the content of the maintenance programme, the
DGCA shall be informed by the organisation as soon as practicable but
in any case within 72 hours from the moment the organisation identifies
the condition to which the review relates. The airworthiness review
certificate shall not be issued until all findings have been closed.
GM M.A.710 Airworthiness review
Responsibilities of airworthiness review staff:
The following is a summary of the requirements contained in M.A.710 as well

as the associated AMCs and Appendices, in relation to the responsibilities of
the airworthiness review staff:
— Airworthiness review staff are responsible for performing both the

documental and the physical survey.
— Procedures must be established by the continuing airworthiness

CAR M Issue 2
management organisation in order to perform the airworthiness review,
including the depth of samplings (refer to Appendix V to AMC M.A.704,
paragraphs 4.2 and 4.3).
— Procedures must make very clear that the final word about the depth of the
inspections (both documental and physical) belongs to the airworthiness
review staff, who can go beyond the depth contained in the CAME if they
find it necessary. At the end, it is the responsibility of the airworthiness
review staff to be satisfied that the aircraft complies with CAR-M and is
airworthy, and the organisation must ensure that no pressure or restrictions
are imposed on the airworthiness review staff when performing their duty.
— A compliance report must be produced by the airworthiness review staff,

detailing all items checked and the outcome of the review.
— Airworthiness review staff are responsible for the items checked during the
airworthiness review. However, they do not take over the responsibilities
of the continuing airworthiness management organisation, CAR-145, DOA,
POA or any other organisations, not being responsible for problems not
detected during the airworthiness review or for the possibility that the
approved or declared maintenance programme may not include certain
recommendations from the Design Approval Holder. Obviously, if the
airworthiness review staff are not independent of the airworthiness
management process and were nominated on the basis of the option of
having overall authority on such a process, they will be responsible for the
full continuing airworthiness of such aircraft. Nevertheless, this
responsibility will be a consequence of their position related to M.A.706
and not of their position as airworthiness review staff (M.A.707).
— The issuance of the airworthiness review certificate (ARC) by the

airworthiness review staff only certifies that the aircraft is considered
airworthy in relation to the scope of the airworthiness review performed
and the fact that the airworthiness review staff are not aware of instances
of non-compliance which endanger flight safety. Furthermore, it only
certifies that the aircraft is considered airworthy at the time of the review.
It is the responsibility of the owner or contracted continuing airworthiness

management organisation to ensure that the aircraft is fully airworthy at any
time.
AMC M.A.710 (a) Airworthiness Review

1. A full documented review is a check of at least the following categories of
documents:
 registration papers
 M.A.305 aircraft continuing airworthiness record system
 M.A.306 aircraft technical log system

CAR M Issue 2
 list of deferred defects, minimum equipment list and
configuration deviation list if applicable
 aircraft flight manual including aircraft configuration
 aircraft Maintenance programme
 maintenance Data
 relevant work packages
 AD status
 modification and SB status
 modification and repair approval sheets
 list of service life limited component
 relevant DGCA Form 1 or equivalent
 mass and balance report and equipment list
 aircraft, engine and propeller TC Data Sheets
As a minimum, sample checks within each document category should be
carried out.
2. The continuing airworthiness management organisation should develop
procedures for the airworthiness review staff to produce a compliance
report that confirms the above have been reviewed and found in
compliance with CAR-M.
AMC M.A.710 (b) and (c) Airworthiness Review

1. The physical inspection could require actions categorized as maintenance
(e.g. operational tests, tests of emergency equipment, visual inspections
requiring panel opening etc.). In this case, after the airworthiness review a
release to service should be issued in accordance with CAR M.
2. When the airworthiness review staff are not appropriately qualified to CAR-
66 in order to release such maintenance, M.A.710(b) requires them to be
assisted by such qualified personnel. However, the function of such CAR-
66 personnel is limited to perform and release the maintenance actions
requested by the airworthiness review staff, it not being their function to
perform the physical inspection of the aircraft. As stated in M.A.710(b), the
airworthiness review staff shall carry out the physical survey of the aircraft,
and this survey includes the verification that no inconsistencies can be
found between the aircraft and the documented review of records.
3. This means that the airworthiness review staff who are going to sign the
airworthiness review certificate or the recommendation should be the one
performing both the documented review and the physical inspection of the
aircraft, it not being the intent of the rule to delegate the inspection to CAR-
66 personnel who are not airworthiness review staff. Furthermore, the provision of
M.A.710(d) allowing a 90 days anticipation for the physical inspection provides
enough flexibility to ensure that the airworthiness review staff are present.

CAR M Issue 2
4. The physical inspection may include verifications to be carried out during

CAR M Issue 2
flight.
5. The continuing airworthiness management organisation should develop
procedures for the airworthiness review staff to produce a compliance report
that confirms the physical inspection has been carried out and found
satisfactory.
6. To ensure compliance the physical inspection may include relevant sample
checks of items.
AMC M.A.710(d) Airworthiness review
Without loss of continuity of the airworthiness review pattern” means that the
new expiration date is set up one year after the previous expiration date. As a
consequence, when the airworthiness review is anticipated, the validity or the
airworthiness review certificate is longer than one year (up to 90 days longer).
This anticipation of up to 90 days also applies to the 12 month requirements

shown in M.A.901(b), which means that the aircraft is still considered as being
in a controlled environment if it has been continuously managed by a single
organisation and maintained by appropriately approved organisations, as stated
in M.A.901(b), from the date when the last airworthiness review certificate was
issued until the date when the new airworthiness review is performed (this can
be up to 90 days less than 12 months).
AMC M.A.710 (e) Airworthiness Review

A copy of both physical inspection and document review compliance reports
stated above should be sent to DGCA together with any recommendation
issued.
AMC M.A.710(ga) Airworthiness review
This review of the maintenance programme is performed by the person who
performed the airworthiness review, who could belong to the DGCA, a
continuing airworthiness management organisation or a maintenance
organisation or could also be independent certifying staff in accordance with
M.A.901(g).
During the annual review of the maintenance programme, the following should
be taken into consideration:
— The results of the maintenance performed during that year, which may
— The results of the airworthiness review performed on the aircraft, which may
— Revisions introduced in the documents affecting the programme basis, such
as the M.A.302(i) ‘Minimum Inspection Programme’ or the Design Approval
Holder data
— Applicable mandatory requirements for compliance with CAR-21 / Part-
21/FAR-21, such as Airworthiness Directives, Airworthiness Limitations,
Certification Maintenance Requirements and specific maintenance

CAR M Issue 2
requirements contained in the TCDS.
For the purpose of reviewing the results of the maintenance performed during
that year, the airworthiness review staff should request the owner/CAMO to
provide the records of all the maintenance performed during that year, including
unscheduled maintenance.
When reviewing the results of the maintenance performed during that year and
the results of the airworthiness review, attention should be paid as to whether
the defects found may have been prevented by introducing in the maintenance
programme certain recommendations from the Design Approval Holder which
were initially disregarded by the owner.
GM M.A.710(h) Airworthiness review
The objective of informing the DGCA, when the airworthiness review shows
discrepancies linked to deficiencies in the content of the maintenance
programme is to allow the DGCA to take it into account when planning the
ACAM inspections and to make sure that the DGCA agrees on the amendments
required in the maintenance programme as required by M.A.302(h)5.
Privileges of the Organization
(a) A continuing airworthiness management organisation approved in
accordance with Section A, Subpart G of CAR-M may:
1. manage the continuing airworthiness of aircraft, except those involved in
air operator certified in accordance with schedule XI of aircraft rule 1937,
as listed on the approval certificate;
2. manage the continuing airworthiness of aircraft used by air operator
certified in accordance with schedule XI of aircraft rule 1937 when listed
both on its approval certificate and on its Air Operator Certificate (AOC);
3. arrange to carry out limited continuing airworthiness tasks with any
contracted organisation, working under its quality system, as listed on the
approval certificate;
4. extend, under the conditions of point M.A.901(f), an airworthiness review
certificate that has been issued by DGCA or by another continuing
airworthiness management organisation approved in accordance with
Section A, Subpart G of CAR-M;
(b) An approved continuing airworthiness management organisation may,
additionally, be approved to carry out airworthiness reviews referred to in
point M.A.710 and:
1. issue the related airworthiness review certificate and extend it in due
time under the conditions of points M.A.901(c)2 or M.A.901(e)2; and,
2. issue a recommendation for the airworthiness review to the DGCA.

(c) Reserve
AMC M.A.711(a)(3) Privileges of the organisation
SUBCONTRACTING OF CONTINUING AIRWORTHINESS TASKS

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1. The CAMO may subcontract certain continuing airworthiness management
tasks to qualified persons or organisations. The subcontracted person or
organisation performs the continuing airworthiness management tasks as
an integral part of the CAMO’s continuing airworthiness management
system, irrespective of any other approval held by the subcontracted
person or organisation (including CAMO or CAR-145 approval).
2. The CAMO remains accountable for the satisfactory completion of the
continuing airworthiness management tasks irrespective of any contract
that may be established.
3. In order to fulfil this responsibility, the CAMO should be satisfied that the
actions taken by the subcontracted person or organisation meet the
standards required by Subpart G. Therefore, the CAMO management of such
activities should be accomplished:
(a) by active control through direct involvement, and/or
(b) by endorsing the recommendations made by the subcontracted person or
organisation.
4. In order to retain ultimate responsibility, the CAMO should limit
subcontracted tasks to the activities specified below:
(a) airworthiness directive analysis and planning;
(b) service bulletin analysis;
(c) planning of maintenance;
(d) reliability monitoring, engine health monitoring;
(e) maintenance programme development and amendments;
(f) any other activities, which do not limit the CAMO responsibilities, as
agreed by the DGCA.
5. The CAMO’s controls associated with subcontracted continuing
airworthiness management tasks should be reflected in the associated
contract and be in accordance with the CAMO policy and procedures
defined in the continuing airworthiness management exposition. When
such tasks are subcontracted, the continuing airworthiness management
system is considered to be extended to the subcontracted persons or
organisations.
6. With the exception of engines and auxiliary power units, contracts would
normally be limited to one organisation per aircraft type for any combination
of the activities described in Appendix II. Where contracts are made with
more than one organisation, the CAMO should demonstrate that adequate
coordination controls are in place and that the individuals’ responsibilities
are clearly defined in the related contracts.
7. Contracts should not authorise the subcontracted organisation to
subcontract to other organisations elements of the continuing
airworthiness management tasks.
8. The DGCA should exercise oversight of the subcontracted activities

CAR M Issue 2
through the CAMO approval. The contracts should be acceptable to the
DGCA. The CAMO should only subcontract to organisations which are
specified by the DGCA on CA Form 14.
9. The subcontracted organisation should agree to notify the CAMO of any
changes affecting the contract as soon as practical. The CAMO should
then inform its DGCA. Failure to do so may invalidate the
DGCA.acceptance of the contract.
10. Appendix II to AMC M.A.711(a)(3) provides information on the
subcontracting of continuing airworthiness management tasks.’
AMC M.A.711(b) Privileges of the organisation

An organisation may be approved for the privileges of M.A.711(a) only, without
the privilege to carry out airworthiness reviews. This can be contracted to
another appropriately approved organisation. In such a case, it is not mandatory
that the contracted organisation is linked to an AOC holder, being possible to
contract an appropriately approved independent continuing airworthiness
management organisation which is approved for the same aircraft type.
In order to be approved for the privileges of M.A.711(b) for a particular aircraft
type, it is necessary to be approved for the privileges of M.A.711(a) for that
aircraft type. As a consequence, the normal situation in this case is that the
organisation will be performing continuing airworthiness management tasks and
performing airworthiness reviews on every aircraft type contained in the
approval certificate.
Nevertheless, this does not necessarily mean that the organisation needs to be
currently managing an aircraft type in order to be able to perform airworthiness
reviews on that aircraft type. The organisation may be performing only
airworthiness reviews on an aircraft type without having any customer under
contract for that type.
Furthermore, this situation should not necessarily lead to the removal of the
aircraft type from the organisation approval. As a matter of fact, since in most
cases the airworthiness review staff are not involved in continuing airworthiness
management activities, it cannot be argued that these airworthiness review staff
are going to lose their skills just because the organisation is not managing a
particular aircraft type. The important issue in relation to maintaining a particular
aircraft type in the organisation approval is whether the organisation
continuously fulfils all the Subpart G requirements (facilities, documentation,
qualified personnel, quality system, etc.) required for initial approval.
Quality System
(a) To ensure that the approved continuing airworthiness management
organisation continues to meet the requirements of this Subpart, it shall
establish a quality system and designate a quality manager to monitor
compliance with, and the adequacy of, procedures required to ensure
airworthy aircraft. Compliance monitoring shall include a feedback system
to the accountable manager to ensure corrective action as necessary.
(b) The quality system shall monitor activities carried out under Section -A.
CAR M Issue 2
Subpart G of this CAR . It shall at least include the following functions:
1. monitoring that all activities carried out under Section A Subpart G of this
CAR are being performed in accordance with the approved procedures,
and;
2. monitoring that all contracted maintenance is carried out in accordance
with the contract, and;
3. monitoring the continued compliance with the requirements of this CAR
(c) The records of these activities shall be stored for at least two years.
(d) Where the approved continuing airworthiness management organisation is
approved in accordance with another CAR, the quality system may be
combined with that required by the other CAR.
(e) For air operator certified in accordance with Schedule XI of Aircraft Rules,
1937, M.A.Subpart G quality system, shall be an integrated part of the
operator's quality system.
(f) In the case of a small organisation not managing the continuing
airworthiness of aircraft used in air operator certified in accordance with
schedule XI of aircraft rule 1937, the quality system may be replaced by
regular organisational reviews subject to the approval of DGCA, except
when the organisation issues airworthiness review certificates for aircraft
above 2730 kg MTOM other than balloons. In the case where there
is no quality system, the organization shall not contract continuing
airworthiness management tasks to other parties.
AMC M.A.712 (a) Quality System
1. Procedures should be held current such that they reflect best practice
within the organisation. It is the responsibility of all employees to report any
difficulties with the procedures via their organisation’s internal occurrence
reporting mechanisms.
2. All procedures, and changes to the procedures, should be verified and
validated before use where practicable.
3. The feedback part of the system should address who is required to rectify
any non-compliance in each particular case and the procedure to be
followed if rectification is not completed within appropriate timescales. The
procedure should lead to the accountable manager specified in M.A.706.
4. The independent quality audit reports referenced in AMC M.A.712 (b)
should be sent to the relevant department for rectification action giving
target rectification dates. Rectification dates should be discussed with such
department before the quality department or nominated quality auditor
confirms such dates in the report. The relevant department is required to
rectify findings and inform the quality manager or the quality auditor of such
rectification.
5. The accountable manager should hold regular meetings with staff to check
progress on rectification except that in the large organisations such
meetings may be delegated on a day to day basis to the quality manager
subject to the accountable manager meeting at least twice per year with
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the senior staff involved to review the overall performance and receiving at
least a half yearly summary report on findings of non- compliance.
AMC M.A.712 (b) Quality System

1. The primary objectives of the quality system are to enable the M.A. Subpart
G organisation to ensure airworthy aircraft and to remain in compliance
with the CAR M requirements.
2. An essential element of the quality system is the independent audit.
3. The independent audit is an objective process of routine sample checks of
all aspects of the M.A. Subpart G organisation’s ability to carry out
continuing airworthiness management to the required standards. It
includes some product sampling as this is the end result of the process.
4. The independent audit represents an objective overview of the complete
continuing airworthiness management related activities. It is intended to
complement the M.A.902 requirement for an airworthiness review to be
satisfied that all aircraft managed by the organisation remain airworthy.
5. The independent audit should ensure that all aspects of M.A. Subpart G
compliance are checked, annually including all the sub-contracted
activities, and may be carried out as a complete single exercise or
subdivided over the annual period in accordance with a scheduled plan.
The independent audit does not require each procedure to be checked
against each product line when it can be shown that the particular
procedure is common to more than one product line and the procedure has
been checked every year without resultant findings. Where findings have
been identified, the particular procedure should be rechecked against other
product lines until the findings have been rectified after which the
independent audit procedure may revert back to annual interval for the
particular procedure. Provided that there are no safety related findings, the
audit time periods specified in this AMC may be increased by up to 100%
subject to agreement by DGCA.
6. Where the organisation has more than one location approved the quality
system should describe how these are integrated into the system and
include a plan to audit each location every year.
7. A report should be raised each time an audit is carried out describing what
was checked and the resulting findings against applicable requirements,
procedures and products.
8. The independence of the audit should be established by always ensuring
that audits are carried out by personnel not responsible for the function,
procedure or products being checked.
9. An organisation should establish a quality plan acceptable to DGCA to
show when and how often the activities as required by M.A. Subpart G will
be audited.
AMC M.A.712 (f) Quality System

A small organisation is considered to be an organisation with up to 5 full-time
staff (including all M.A.706 personnel) or equivalent proportional number when
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using part-time staff The complexity of the organisation , combination of aircraft
and aircraft types, the utilisation of the aircraft and the number of approved
locations of the organisations should also be considered before replacing the
quality system by an organisational review.
Appendix XIII to this AMC should be used to manage the organisational reviews.
The following activities should not be considered as subcontracting and, as a
consequence, they may be performed without a quality system, although they
need to be described in the continuing airworthiness management exposition
and be approved by the DGCA:
— Subscription to a technical publisher that provides maintenance data
(Aircraft Maintenance Manuals, Illustrated Parts Catalogues, Service
Bulletins, etc.), which may be applicable to a wide range of aircraft. These
data may include maintenance schedules recommended by different
manufacturers that can be afterwards used by the continuing airworthiness
management organisation in order to produce customised maintenance
programmes.
— Contracting the use of a software tool for the management of continuing
airworthiness data and records, under the following conditions (in addition
to M.A.714(d) and (e)):
 If the tool is used by several organisations, each organisation should have
access to its own data only.
 Introduction of data can only be performed by personnel of the continuing
airworthiness management organisation.
 The data can be retrieved at any time
Changes to the Approved Continuing Airworthiness Organisation

In order to enable DGCA to determine continued compliance with this CAR, the
approved continuing airworthiness management organisation shall notify it of
any proposal to carry out any of the following changes, before such changes
take place:
1. the name of the organisation.
2. the location of the organisation.
3. additional locations of the organisation.
4. the accountable manager.
5. any of the persons specified in M.A.706(c).

6. the facilities, procedures, work scope and staff that could affect the
approval.
In the case of proposed changes in personnel not known to the management
beforehand, these changes shall be notified at the earliest opportunity.

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AMC M.A.713 Changes to the Approved Continuing Airworthiness
Organization
This paragraph covers scheduled changes to the CAMO approval. The primary
purpose of this paragraph is to enable the CAMO to remain approved if agreed
by the DGCA during negotiations about any of the specified changes. Without
this paragraph the approval would automatically be suspended in all cases.
Record Keeping
a) The continuing airworthiness management organisation shall record all

details of work carried out. The records required by M.A.305 and if
applicable M.A.306 shall be retained.
b) If the Continuing Airworthiness Management organization has the privilege
referred to in point M.A.711(b), it shall retain copy of each airworthiness
review certificate and recommendation issued or, as applicable, extended,
together with all supporting documents. In addition, the organisation shall
retain a copy of any airworthiness review certificate that it has extended
under the privilege referred to in point M.A.711(a)4.
c) Reserve
d) The continuing airworthiness management organisation shall retain a copy
of all records listed in paragraph (b) until two years after the aircraft has
been permanently withdrawn from service.
e) The records shall be stored in a manner that ensures protection from
damage, alteration and theft.
f) All computer hardware used to ensure backup shall be stored in a different
location from that containing the working data in an environment that
ensures they remain in good condition.
g) Where continuing airworthiness management of an aircraft is transferred
to another organisation or person, all retained records shall be transferred to the
said organisation or person. The time periods prescribed for the retention of
records shall continue to apply to the said organisation or person.
h) Where a continuing airworthiness management organisation terminates its

operation, all retained records shall be transferred to the owner of the
aircraft.
AMC M.A.714 Record-Keeping
1. The M.A. Subpart G organisation should ensure that it always receives a

complete CRS from the approved maintenance organization, MA 801
(b))2) certifying staff and/or from the Pilot-owner such that the required
records can be retained. The system to keep the continuing airworthiness
records should be described in the organisation continuing airworthiness
2. When an organisation arranges for the relevant maintenance organisation

to retain copies of the continuing airworthiness records on its behalf, it will
nevertheless continue to be responsible for the records under M.A.714
CAR M Issue 2
relating to the preservation of records. If it ceases to be the organisation of
the aircraft, it also remains responsible for transferring the records to any
other person or organisation managing continuing airworthiness of the
aircraft.
3. Keeping continuing airworthiness records in a form acceptable to DGCA

means in paper form or on a computer database or a combination of both
methods. Records stored in microfilm or optical disc form are also
acceptable. The record should remain legible throughout the required
retention period.
handling and filing.
5. Computer systems should have at least one backup system which should
be updated within 24 hours of any new entry. Each terminal is required to
contain programme safeguards against the ability of unauthorised
personnel to alter the database.
6. Microfilming or optical storage of continuing airworthiness records may be

carried out at any time. The records should be as legible as the original
record and remain so for the required retention period.
Continued Validity of Approval

a) An approval shall be issued for a maximum period of five years unless
otherwise specified. It shall remain valid subject to:
1. the organisation remaining in compliance with this CAR , in accordance

with the provisions related to the handling of findings as specified under
M.B.705 ( Refer APM Chapter 3A ) and;
2. DGCA being granted access to the organisation to determine continued
compliance with this CAR, and;
3. the approval not being surrendered or revoked.

(b) Upon surrender or revocation, the approval certificate shall be returned to
DGCA.
Findings
(a) A level 1 finding is any significant non-compliance with CAR-M requirements

which lowers the safety standard and hazards seriously the flight safety.
(b) A level 2 finding is any non-compliance with the CAR-M requirements which
(c) After receipt of notification of findings according to M.B.705, the holder of

the continuing airworthiness management organisation approval shall

CAR M Issue 2
define a corrective action plan and demonstrate corrective action to the
satisfaction of DGCA within a period of 7 days and 30 days for level 1 &
level 2 findings respectively, including appropriate corrective action to
prevent recurrence of the finding and its root cause.

CAR M Issue 2
SUBPART H
CERTIFICATE OF RELEASE TO SERVICE-CRS
(a) Except for aircraft released to service by a maintenance organisation
approved in accordance with CAR 145, the certificate of release to service
shall be issued according to this Subpart;
(b) No aircraft can be released to service unless a certificate of release to service
is issued at the completion of any maintenance, when satisfied that all
maintenance required has been properly carried out, by:
1. appropriate certifying staff on behalf of the maintenance organisation
approved in accordance with Section A, Subpart F of CAR-M; or
2. certifying staff in compliance with requirements of. CAR 66, except for
complex maintenance tasks listed in Appendix VII to this CAR for which point
1 applies; or
3. by the Pilot-owner in compliance with point M.A.803;
(c) By derogation from point M.A.801(b)2 for Category 1 Light aircraft not used
in commercial specialised operations or not used in commercial approved
training organisation operations, aircraft complex maintenance tasks listed in
Appendix VII may be released by certifying staff referred to in point
M.A.801(b)2;
(d) By derogation from point M.A.801(b), in the case of unforeseen situations,
when an aircraft is grounded at a location where no approved maintenance
organisation appropriately approved under Subpart F, Section A of CAR-M
or CAR 145 and no appropriate certifying staff are available, the owner may
authorise any person, with not less than three years of appropriate
maintenance experience and holding the proper qualifications, to maintain
according to the standards set out in Subpart D, Section A of CAR -M and
release the aircraft. The owner shall in that case:
1. obtain and keep in the aircraft records details of all the work carried out and
of the qualifications held by that person issuing the certification; and
2. ensure that any such maintenance is rechecked and released by an
appropriately authorised person referred to in point M.A.801(b) or an
organisation approved in accordance with Section A, Subpart F of CAR-M,
or CAR 145 at the earliest opportunity but within a period not exceeding
seven days; and
3. notify the organisation responsible for the continuing airworthiness
management of the aircraft when contracted in accordance with point

CAR M Issue 2
M.A.201(e), or DGCA in the absence of such a contract, within seven days
of the issuance of such certification authorisation;
(e) In the case of a release to service in accordance with point M.A.801(b)2 or
point M.A.801(c), the certifying staff may be assisted in the execution of the
maintenance tasks by one or more persons subject to his/her direct and
continuous control;
(f) A certificate of release to service shall contain as a minimum:
1. basic details of the maintenance carried out; and

2. the date such maintenance was completed; and
3. the identity of the organisation and/or person issuing the release to service,
including:
(i) the approval reference of the maintenance organisation approved in
accordance with Section A, Subpart F of CAR-M and the certifying staff
issuing such a certificate; or
(i) in the case of point M.A.801(b) (2) or M.A.801(c) certificate of release to
service, the identity and if applicable licence number of the certifying staff
issuing such a certificate;
4. the limitations to airworthiness or operations, if any.
(g) By derogation from paragraph (b) and notwithstanding the provisions of
paragraph (h), when the maintenance prescribed cannot be completed, a
certificate of release to service may be issued within the approved aircraft
limitations. Such fact together with any applicable limitations of the
airworthiness or the operations shall be entered in the aircraft certificate of
release to service before its issue as part of the information required in
paragraph (f) (4);
(h) A certificate of release to service shall not be issued in the case of any known
non-compliance which endangers flight safety.’
AMC M.A. 801 (b) Aircraft Certificate of Release to Service
A certificate of release to service is necessary before flight, at the completion of

any defect rectification, whilst the aircraft operates a flight between scheduled
maintenance checks.
AMC M.A.801(d) Aircraft certificate of release to service
1. “3 years of appropriate maintenance experience” means 3 years working in an

aircraft maintenance environment on at least some of the aircraft type
systems corresponding to the aircraft endorsed on the aircraft maintenance
license or on the certifying staff authorisation that the person holds.
2. “Holding the proper qualifications” means holding either:
(a) a valid ICAO Annex 1 compliant maintenance license for the aircraft type
requiring certification, or;
(b) a certifying staff authorisation valid for the work requiring certification,
issued by an ICAO Annex 6 approved maintenance organisation.
CAR M Issue 2
3. A release in accordance with this paragraph does not affect the controlled
environment of the aircraft as long as the M.A.801(d)2 recheck and release
has been carried out by an approved maintenance organisation.
AMC M.A.801 (f) Aircraft Certificate of Release to Service

1. The aircraft certificate of release to service should contain the following
statement:
(a) 'Certifies that the work specified except as otherwise specified was carried
out in accordance with CAR M and in respect to that work the aircraft is
considered ready for release to service'.
(b) For a Pilot-owner a certificate of release to service should contain the
following statement:
‘Certifies that the limited pilot-owner maintenance specified except as
otherwise specified was carried out in accordance with CAR M and in
respect to that work the aircraft is considered ready for release to service.’
2. The certificate of release to service should relate to the task specified in the
manufacturer's or operator's instruction or the aircraft maintenance
programme which itself may cross-refer to a manufacturer's/ operator's
instruction in a maintenance manual, service bulletin etc.
3. The date such maintenance was carried out should include when the
maintenance took place relative to any life or overhaul limitation in terms of
date/flying hours/cycles/ landings etc., as appropriate.
4. When extensive maintenance has been carried out, it is acceptable for the
certificate of release to service to summarise the maintenance so long as
there is a unique cross-reference to the work-pack containing full details of
maintenance carried out. Dimensional information should be retained in the
work-pack record.
5. The person issuing the certificate of release to service should use his normal
signature except in the case where a computer release to service system is
used. In this latter case, DGCA will need to be satisfied that only the particular
person can electronically issue the release to service. One such method of
compliance is the use of a magnetic or optical personal card in conjunction
with a personal identity number (PIN) known only to the individual, which is
keyed into the computer. A certification stamp is optional.
6. At the completion of all maintenance, owners, certifying staff, operators and
maintenance organisations should ensure they have a clear, concise, legible
record of the work performed.
7. In the case of an M.A.801 (b) (2) release to service, certifying staff should
retain all records necessary to prove that all requirements have been met for
the issuance of a certificate of release to service.
AMC M.A.801(g) Aircraft Certificate of Release to Service

1. Being unable to establish full compliance with sub-paragraph M.A.801 (b)
means that the maintenance required by the aircraft owner or M.A. Subpart
G organisation could not be completed due either to running out of available
CAR M Issue 2
aircraft maintenance downtime for the scheduled check or by virtue of the
condition of the aircraft requiring additional maintenance downtime.
2. The aircraft owner or M.A. Subpart G organisation is responsible for ensuring
that all required maintenance has been carried out before flight. Therefore an
aircraft owner or M.A. Subpart G organisation should be informed and agree
to the deferment of full compliance with M.A. 801(b). The certificate of release
to service may then be issued subject to details of the deferment, including
the aircraft owner or M.A. Subpart G organisation authorisation, being
endorsed on the certificate.
3. If a certificate of release to service is issued with incomplete maintenance, a
record should be kept stating what action the mechanic, supervisor and
certifying staff should take to bring the matter to the attention of the relevant
aircraft owner or M.A. Subpart G organisation so that the issue may be
discussed and resolved with the aircraft owner or M.A. Subpart G
organisation.
AMC M.A.801(h) Aircraft Certificate of Release to Service
‘Endangers flight safety’ means any instance where safe operation could not be
assured or which could lead to an unsafe condition. It typically includes, but is not
limited to, significant cracking, deformation, corrosion or failure of primary
structure, any evidence of burning, electrical arcing, significant hydraulic fluid or
fuel leakage and any emergency system or total system failure. An airworthiness
directive overdue for compliance is also considered a hazard to flight safety.”
(a) A certificate of release to service shall be issued at the completion of any

maintenance carried out on an aircraft component in accordance with point
M.A.502.
(b) The authorised release certificate identified as CA Form 1 constitutes the

component certificate of release to service, except when such maintenance
on aircraft components has been performed in accordance with point
M.A.502(b), point M.A.502(d), in which case the maintenance is subject to
aircraft release procedures in accordance with point M.A.801.’
AMC M.A.802 Component Certificate of Release to Service

The purpose of the CA Form 1 (see also Appendix II to CAR-M) is to release
components after manufacture and to release maintenance work carried out on
such components under the approval of a DGCA, and to allow components that
are removed from one aircraft/component to be fitted to another
aircraft/component.
When an approved organisation maintains an aircraft component for use by the

organisation a CA Form 1 may not be necessary depending upon the
organisation’s internal release procedures, however all the information normally
required for the CA Form 1 should be adequately detailed in the certificate of
CAR M Issue 2
release to service.
M.A.803 Pilot Owner Authorization
(a) To qualify as a Pilot-owner, the person must:

1. hold a valid pilot licence (or equivalent) issued or validated by DGCA for the
aircraft type or class rating; and
2. own the aircraft, either as sole or joint owner; that owner must be:
(i) one of the natural persons on the registration form; or
(ii) a member of a non-profit recreational legal entity, where the legal entity is
specified on the registration document as owner or operator, and that
member is directly involved in the decision making process of the legal entity
and designated by that legal entity to carry out Pilot-owner maintenance.
(b) For any non-complex motor-powered aircraft of 2730 kg MTOM and below,
sailplane, powered sailplane or balloon, that are not used in commercial air
transport, or not used in commercial specialised operations or not used in
commercial approved training organisation operations, the Pilot-owner may
issue a certificate of release to service after limited Pilot-owner maintenance
as specified in Appendix VIII to this CAR.
(c) The scope of the limited Pilot-owner maintenance shall be specified in the
aircraft maintenance programme referred to in point M.A.302.
(d) The certificate of release to service shall be entered in the logbooks and
contain basic details of the maintenance carried out, the maintenance data
used, the date on which that maintenance was completed and the identity,
the signature and pilot licence number of the Pilot-owner issuing such a
certificate.
AMC M.A.803 Pilot-Owner Authorization
1. Privately operated means the aircraft is operated pursuant to M.A.201(i)

2. A Pilot-owner may only issue a CRS for maintenance, he/she has performed.
3. In the case of a jointly-owned aircraft, the maintenance programme should list:
— The names of all Pilot-owners competent and designated to perform Pilot-
owner maintenance in accordance with the basic principles described in
Appendix VIII of CAR-M. An alternative would be the maintenance programme
to contain a procedure to ensure how such a list of competent Pilot-owners
should be managed separately and kept current.
— The limited maintenance tasks they may perform.
4. An equivalent valid pilot license may be any document attesting a pilot
qualification recognised by the DGCA. In such a case, the equivalent
certificate or qualification number should be used instead of the pilot's licence
number for the purpose of the M.A.801(b)3 (certificate of release to service).
5. Not holding a valid medical examination does not invalidate the pilot licence
(or equivalent) required under M.A.803(a)1 for the purpose of the Pilot- owner

CAR M Issue 2
authorisation.
SUBPART I
M.A.901 Aircraft Airworthiness Review
To ensure the validity of the aircraft airworthiness certificate, an airworthiness

review of the aircraft and its continuing airworthiness records shall be carried out
periodically.
(a) An airworthiness review certificate is issued in accordance with Appendix III
(CA Form 15a, 15b or 15c) on completion of a satisfactory airworthiness
review. The airworthiness review certificate is valid for one year;
(b) An aircraft in a controlled environment is an aircraft (i) continuously managed
during the previous 12 months by a unique continuing airworthiness
management organisation approved in accordance with Section A, Subpart G,
of CAR-M, and (ii) which has been maintained for the previous 12 months
by maintenance organisations approved in accordance with Section A,
Subpart F of CAR - M, or with CAR 145. This includes maintenance tasks
referred to in point M.A.803(b) carried out and released to service in
accordance with point M.A.801(b)(2) or point M.A.801(b)(3);
(c) For all aircraft used air operator certified in accordance with Schedule XI of
aircraft rule 1937 in commercial air transport, and aircraft above 2 730 kg
MTOM, except balloons, that are in a controlled environment, the organisation
referred to in (b) managing the continuing airworthiness of the aircraft may, if
appropriately approved, and subject to compliance with paragraph (k):
1. issue an airworthiness review certificate in accordance with point M.A.710,
and;
2. for the airworthiness review certificates it has issued, when the aircraft
has remained within a controlled environment, extend twice the validity of the
airworthiness review certificate for a period of one year each time;
(d) For all aircraft used air operator certified in accordance with Schedule XI of
aircraft rule 1937 and aircraft above 2 730 kg MTOM, except balloons, that
(i) are not in a controlled environment, or
(ii) which continuing airworthiness is managed by a continuing airworthiness
management organisation that does not hold the privilege to carry out
airworthiness reviews, the airworthiness review certificate shall be issued by
DGCA upon satisfactory assessment based on a recommendation made by a
continuing airworthiness management organisation appropriately approved in
accordance with Section A, Subpart G of CAR-M sent together with the
application from the owner or operator. This recommendation shall be based
on an airworthiness review carried out in accordance with point M.A.710;
(e) For aircraft not used by air operator certified in accordance with Schedule XI

CAR M Issue 2
of Aircraft Rules, 1937 of 2 730 kg MTOM and below, and balloons, continuing
airworthiness management organisation approved in accordance with Section
A, Subpart G of CAR-M and appointed by the owner or operator may, if
appropriately approved and subject to paragraph (k):
3. issue the airworthiness review certificate in accordance with point M.A.710,
and;
4. for airworthiness review certificates it has issued, when the aircraft has
remained within a controlled environment under its management, extend
twice the validity of the airworthiness review certificate for a period of one
year each time;
(f) By derogation from points M.A.901(c)2 and M.A.901(e) 2, for aircraft that
are in a controlled environment, the organisation referred to in
(b) managing the continuing airworthiness of the aircraft, subject to compliance
with paragraph (k), may extend twice for a period of one year each time
the validity of an airworthiness review certificate that has been issued by
DGCA or by another continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of CAR- M.
(g) By derogation from points M.A.901(e) and M.A.901(i)2, for Category 1 light
aircraft not used in commercial air transport or not used in commercial
specialised operations or not used in commercial ATO operations, the
airworthiness review certificate may also be issued by DGCA upon
satisfactory assessment, based on a recommendation made by certifying staff
formally approved by DGCA and complying with CAR 66 as well as
requirements laid down in point M.A.707(a)2(a), sent together with the
application from the owner or operator. This recommendation shall be based
on an airworthiness review carried out in accordance with point M.A.710
and shall not be issued for more than two consecutive years
(h) Whenever circumstances reveal the existence of a potential safety threat
DGCA shall carry out the airworthiness review and issue the airworthiness
review certificate itself.
(i) In addition to paragraph (h), DGCA may also carry out the airworthiness review
and issue the airworthiness review certificate itself in the following cases:
1. when the aircraft is managed by a continuing airworthiness
management organisation approved in accordance with Section A,
Subpart G of this CAR-M located outside India;
2. for all balloons and any other aircraft of 2730 kg MTOM and below, if
it is requested by the owner;
(j) When DGCA carries out the airworthiness review and/or issues the
airworthiness review certificate itself, the owner or operator shall provide
DGCA with:
1. the documentation required by DGCA; and
2. suitable accommodation at the appropriate location for its personnel;
and

CAR M Issue 2
3. when necessary, the support of personnel appropriately qualified in
accordance with CAR 66 or equivalent personnel requirements laid
down in point 145.A.30(j)(1) and (2) of CAR 145;
(k) An airworthiness review certificate cannot be issued nor extended if there is
evidence or reason to believe that the aircraft is not airworthy.’
(l) For Category 1 light aircraft not involved in commercial operations, the CAR
145 or M.A. Subpart F maintenance organisation performing the annual
inspection contained in the maintenance programme may, if appropriately
approved, perform the airworthiness review and issue the recommendation for
issue airworthiness review certificate, subject to the following conditions:
1. The organisation nominates airworthiness review staff complying with all the
following requirements:
(a) The airworthiness review staff hold a certifying staff authorisation for the
corresponding aircraft.
(b) The airworthiness review staff have at least three years of experience as
certifying staff.
(c) The airworthiness review staff are independent from the continuing
airworthiness management process of the aircraft being reviewed or have
overall authority on the continuing airworthiness management process of
the complete aircraft being reviewed.
(d) The airworthiness review staff have acquired knowledge of this CAR
relevant to continuing airworthiness management.
(e) The airworthiness review staff have acquired proven knowledge of the
procedures of the maintenance organisation relevant to the airworthiness
review and issue of the airworthiness review certificate.
(f) The airworthiness review staff have been formally accepted by the DGCA
after having performed an airworthiness review under the supervision of
the DGCA or under the supervision of the organisation's airworthiness
review staff in accordance with a procedure approved by the DGCA.
(g) the airworthiness review staff have performed at least one airworthiness
review in the last twelve- month period.
2. The airworthiness review is performed at the same time as the annual
inspection contained in the maintenance programme and by the same
person who releases such annual inspection, being possible to use the 90
days anticipation provision contained in M.A.710(d).
3. The airworthiness review includes a full documented review in accordance
with point M.A.710(a).
4. The airworthiness review includes a physical survey of the aircraft in
accordance with points M.A.710(b) and (c).
5. An airworthiness review certificate CA Form 15c is issued, on behalf of the
maintenance organisation, by the person who performed the airworthiness
review when satisfied that:
(a) the airworthiness review has been completely and satisfactorily carried out;
and
CAR M Issue 2
(b) the maintenance programme has been reviewed in accordance with point
M.A.710(ga); and
(c) there is no non-compliance which is known to endanger flight safety.
6. A copy of the airworthiness review certificate issued is sent to the DGCA
within 10 days of the date of issue.
7. The DGCA is informed within 72 hours if the organisation has determined
that the airworthiness review is inconclusive or if the review under point
M.A.901(l)5(b) shows discrepancies on the aircraft linked to deficiencies in
the content of the maintenance programme.
8. The manual or exposition of the maintenance organisation describes all the
following:
(a) The procedures for the performance of airworthiness reviews and the issue
of the corresponding airworthiness review certificate.
(b) The names of the certifying staff authorised to perform airworthiness
reviews and issue the corresponding airworthiness review certificate.
(c) The procedures for the review of the maintenance programme.
AMC M.A.901 Aircraft airworthiness review

In order to ensure the validity of the aircraft airworthiness certificate, M.A.901
requires performing periodically an airworthiness review of the aircraft and its
continuing airworthiness records, which results in the issuance of an airworthiness
review certificate valid for one year.
AMC M.A.901 (a) Aircraft Airworthiness Review
CA Form 15a is issued by DGCA while CA Form 15b is issued by a M.A. Subpart
G organization.
AMC M.A.901 (b) Aircraft Airworthiness Review
1. If the continuing airworthiness of the aircraft is not managed according to an
appendix I continuing airworthiness contract, the aircraft should be considered
to be outside a controlled environment. Nevertheless, such contract is not
necessary when the operator and the CAMO are the same organisation
2. The fact that limited pilot-owner maintenance as defined in M.A.803 (b) is not
carried out and released by an approved maintenance organisation does not
change the status of an aircraft in a controlled environment providing the M.A.
Subpart G organisation under contract has been informed of any such
maintenance carried out.
AMC M.A.901(c) (2),(e) (2),and (f) Aircraft Airworthiness Review

When the aircraft has remained within a controlled environment, the extension of
the validity of the airworthiness review certificate does not require an airworthiness
review but only a verification of the continuous compliance with M.A.901 (b).
It is acceptable to anticipate the extension of the airworthiness review certificate
CAR M Issue 2
by a maximum of 30 days without a loss of continuity of the airworthiness review
pattern, which means that the new expiration date is set up one year after the
previous expiration date. This anticipation of up to 30 days also applies to the 12
month requirements shown in M.A.901(b), meaning that the aircraft is still
considered as being in a controlled environment if it has been continuously
managed by a single organisation and maintained by appropriately approved
organisations, as stated in M.A.901(b), from the date when the last airworthiness
review certificate was issued until the date when the extension is performed (this
can be up to 30 days less than 12 months).
It is also acceptable to perform the extension of an airworthiness review certificate
after its expiration date, as long as all the conditions for the extension are met.
However, this means the following:
• The aircraft could not fly since the airworthiness review certificate expired until
it is extended, and
• The new expiration date (after extension) is set one year after the previous
expiration date (not one year after the extension is performed ).
AMC M.A.901 (d) and (g) Aircraft Airworthiness Review
The recommendation sent to DGCA should contain at least the items described
below.
(a) General information
- M.A. Subpart G organisation information
- owner/lessee information
- date and place where the document review and the aircraft inspection were
carried out
- period and place the aircraft can be seen if required by DGCA
(b) Aircraft information
- registration
- type
- manufacturer
- serial number
- flight manual reference
- weight and centre of gravity data
- maintenance programme reference
(c) Documents accompanying the recommendation
- copy of registration papers
- copy of the owners request for a new airworthiness review certificate
(d) Aircraft status
- aircraft total time and cycles
- list of persons or organisations having carried out continuing
airworthiness activities including maintenance tasks on the aircraft and
CAR M Issue 2
its components since the last airworthiness review certificate
(e) Aircraft survey
- a precise list of the areas of the aircraft that were inspection and their
status
(f) Findings
- a list of all the findings made during the airworthiness review with the
corrective action carried out
(g) Statement
A statement signed by the airworthiness review staff recommending the issue
of an airworthiness review certificate.
The statement should confirm that the aircraft in its current configuration
complies with the following:
- airworthiness directives up to the latest published issue, and;
- type certificate datasheet,
- maintenance programme,
- component service life limitations,
- the valid weight and centre of gravity schedule reflecting the current
configuration of the aircraft,
- for all modifications and repairs,
- the current flight manual including supplements, and;
- operational requirements.
The above items should clearly state the exact reference of the data used in
establishing compliance; for instance the number and issue of the type certificate
data sheet used should be stated. The statement should also confirm that all of
the above is properly entered and certified in the aircraft continuing airworthiness
record system and/or in the operator’s technical log.
AMC M.A.901(g) Aircraft airworthiness review
The words “certifying staff” mean that the personnel meet at the time of the
airworthiness review all the CAR-66 requirements to be certifying staff for the
aircraft subject to review (including also continuing experience requirements)
The formal acceptance of the certifying staff by the DGCA should only be granted
after verification of the qualifications and after the satisfactory performance of an
airworthiness review under supervision of the DGCA.
The sentence “shall not be issued for more than two consecutive years” means
that every three years the airworthiness review has to be perforrmed by the DGCA.
AMC M.A.901(j) Aircraft Airworthiness Review

Suitable accommodation should include:
CAR M Issue 2
a) An office with normal office equipment such as desks, telephones,
photocopying machines etc. whereby the continuing airworthiness records
can be reviewed.
b) A hangar when needed for the physical survey.
The support of personnel appropriately qualified in accordance with CAR 66 is
necessary when DGCA’s airworthiness review staff is not appropriately qualified.
AMC M.A.901(l)1 Aircraft airworthiness review

Independence from the continuing airworthiness management process of the
aircraft means being authorised to perform airworthiness reviews only on aircraft
for which the person has not participated in their continuing airworthiness
management.
This may not be relevant for most maintenance organisations (CAR-145 or CAR-
M Subpart F). Since these organisations cannot perform the continuing
airworthiness management of aircraft (this is a privilege of CAMOs), it needs to be
considered by those maintenance organisations (CAR-145 or CAR-M Subpart
F) intending to nominate as airworthiness review staff certifying staff who are also
employed/contracted by a CAMO and who have been involved in the continuing
airworthiness management of the aircraft being reviewed.
Nevertheless, such independence is not necessary if these airworthiness review
staff (who are also employed/contracted by the CAMO) can show ‘overall authority
on the continuing airworthiness management process of the complete aircraft’.
This may be achieved, among other ways, if this person is:
— the accountable manager or the nominated postholder of the CAMO.
— responsible for the complete continuing airworthiness management
process of the aircraft being reviewed.
— the only person employed by an one-man CAMO.
GM M.A.901(l)5 Aircraft airworthiness review

The CA Form 15c is only applicable to Category I Light aircraft not involved in
commercial operations. As a consequence, a new EASA Form 15a or 15b has to
be issued if the operation of the aircraft changes to commercial. This includes the
corresponding approval of the maintenance programme and the performance of
an airworthiness review.
GM M.A.901(l)7 Aircraft airworthiness review
The objective of informing the DGCA when the airworthiness review shows
discrepancies linked to deficiencies in the content of the maintenance programme
is to allow the DGCA to take it into account when planning the ACAM inspections
and to make sure that the DGCA agrees on the amendments required in the
maintenance programme as required by M.A.302(h)5.
M.A.902 Validity of the Airworthiness Review Certificate
(a) An airworthiness review certificate becomes invalid if:

CAR M Issue 2
1. suspended or revoked; or
2. the airworthiness certificate is suspended or revoked; or
3. the aircraft is not on the aircraft register of DGCA; or certificate of registration
is not valid or
4. the type certificate under which the airworthiness certificate was issued is
suspended or revoked.
(b) An aircraft must not fly if the airworthiness certificate is invalid or if:
1. the continuing airworthiness of the aircraft or any component fitted to the
aircraft does not meet the requirements of this CAR, or;
2. the aircraft does not remain in conformity with the type design
approved/accepted by DGCA; or
3. the aircraft has been operated beyond the limitations of the approved flight
manual or the airworthiness certificate, without appropriate action being taken;
or
4. the aircraft has been involved in an accident or incident that affects the
airworthiness of the aircraft, without subsequent appropriate action to restore
airworthiness; or
5. a modification or repair has not been approved in accordance with M.A.304.
(c) Upon surrender or revocation, the airworthiness review certificate shall be

returned to DGCA.
(d) Restriction on ARC validity due to validity of C of R
(i) In case of leased aircraft, the period of validity of airworthiness review

certificate (ARC) shall be restricted to the date of validity of certificate of
registration.
(ii) Such an ARC may be further extended for the remaining period of 1 year
validity without payment of additional fee and physical inspection,
provided the maintenance due during the period has been satisfactorily
completed. In case the aircraft is undergoing maintenance, the ARC shall
be extended after completion of the maintenance by ARC staff/
concerned RAO/ SRAO on payment of requisite fee and physical
inspection of the aircraft.
M.A.903 Transfer of Aircraft Registration within India
When transferring an aircraft registration within India, the applicant shall:
1. inform DGCA;
2. apply to DGCA for the amendment of the Certificate of Registration in
accordance with CAR Section-2, Series “F”, Part I.
(b) Notwithstanding Transfer of aircraft registration within India, the former
airworthiness review certificate shall remain valid until its expiry date.

CAR M Issue 2
AMC M.A.903 (a) (1) Transfer of aircraft registration within India:

The applicant should notify to DGCA so as to allow the proper transfer of
information during the aircraft transfer process.
AMC M.A.903 (b) Transfer of Aircraft registration within India:

In case of transfer of aircraft registration within India, the aircraft owner/operator
should verify that DGCA has entered the new aircraft registration, if any, on the
existing airworthiness review certificate and validated the change.
M.A.904 Airworthiness Review of Aircraft Imported into India
(a) When importing an aircraft into India, the applicant shall:
1. apply to DGCA for the issuance of a new airworthiness certificate in
accordance with CAR Section-2, Series “F”, Part III and
2. for aircraft other than new, have an airworthiness review carried out
satisfactorily in accordance with point M.A.901; and
3. have all maintenance carried out to comply with the approved maintenance
programme in accordance with point M.A.302.
(b) When satisfied that the aircraft is in compliance with the relevant
requirements, the continuing airworthiness management organisation, or
maintenance organization if applicable, shall send a documented
recommendation for the issuance of an airworthiness review certificate to
DGCA.
(c) The owner shall allow access to the aircraft for inspection by DGCA.
(d) A new airworthiness certificate will be issued by DGCA when it is satisfied the
aircraft complies with the requirements of CAR Section-2 Series “F” Part- III.
(e) DGCA shall also issue the airworthiness review certificate valid normally for
one year unless DGCA has safety reason to limit the validity.
AMC M.A.904 (a) (1) Airworthiness Reviews of Aircraft Imported into India
In order to allow for possible participation, the applicant should inform DGCA at
least 10 working days in advance of the time and location of the airworthiness
review.
AMC M.A.904 (a) (2) Airworthiness Reviews of Aircraft Imported into India
1. When performing an airworthiness review of aircraft imported into the country
the aircraft and the relevant records should be reviewed to determine the work
to be undertaken to establish the airworthiness of the aircraft.
2. In determining the work to be undertaken during the airworthiness review on
the aircraft, the following should be taken into consideration:
a) the information from exporting country authorities such as export certificates,
primary authority information;
b) the information on aircraft maintenance history such as continuing
airworthiness records, aircraft, engine, propeller, rotor and life limited part log

CAR M Issue 2
books or cards as appropriate, tech log / flight log / cabin log/ELB, list of
deferred defects, total flight times and cycles, times and cycles since last
maintenance, accident history, former maintenance schedule, former AD
compliance status;
c) the information on aircraft such as aircraft, engine and propeller type certificate
datasheets, noise and emission certificate data sheets, flight manual and
supplements;
d) the aircraft continuing airworthiness status such as the aircraft and component
AD status, the SB status, the maintenance status, the status of all service life
limited components, weight and centre of gravity schedule including equipment
list;
e) the modification and repair status of the aircraft detailing elements such as
owner/operator designed modifications and repairs, STCs, and parts needing
approval;
f) the aircraft cabin configuration such as emergency equipment fitted, cockpit
configuration, placards, instrument limitations, cabin layout;
g) the maintenance needed for import, such as embodiment of modifications
needed to comply with the DGCA type certificate, bridging check to comply
with the new maintenance programme;
h) the avionics such as, but not limited to, radio and navigation equipment,
instrument flight rules (IFR) equipment, digital flight data recorder (DFDR)
/cockpit voice recorder (CVR) test, ELT 406 MHz code and identification;
i) the compass compensation;
j) special operating rules such as extended twin-engine operations
(EDTO/ETOPS)/ long range operations (LROPS), reduced vertical separation
minima (RVSM), MNPS, all weather operations (AWOPS), RNAV;
k) the aircraft inspection including verification of conformity with the flight manual
and the datasheet, presence of fire proof identification plates, conformity of
markings including registration, presence and serviceability of emergency
equipment, internal and external lighting systems, and,
l) check flight including check of control system / cockpit ground check / engine
run up.
3. If there is no M.A. Subpart G organisation approved for the airworthiness
review of the specific aircraft type available, DGCA may carry out the
airworthiness review in accordance with this paragraph and the provisions
M.A.901 (h) and M.B.902. In this case, the airworthiness review should be
requested to DGCA with a 30-day notice.
AMC M.A.904 (b) Airworthiness Review of Aircraft Imported into India
The recommendation sent to DGCA should contain at least the items described
below.
(a) All the information set forth by AMC M.A 901(d) and (g)
(b) Aircraft information

CAR M Issue 2
- aircraft assigned registration
- state of manufacturer
- previous registration
- export certificate number
- TC and TC data sheet numbers
- noise and emissions TC and TC data sheet numbers
- comparison of prior maintenance programme with the proposed new
(c) Documents accompanying the recommendation
- copy of the application,
- original export certificate,
- copy of the approvals of the flight manual and its supplements,
- list of ADs incorporated up to the latest published issue,
- proposed new maintenance programme,
- status of all service life limited components,
- the valid weight and centre of gravity schedule reflecting the
current configuration of the aircraft, and;
- approval reference for all modifications and repairs.
(d) Maintenance
- a copy of the work packages requested by the subpart G organisation
including details of any bridging check to ensure all
the necessary maintenance has been carried out.
(e) Aircraft check flight
- a copy of the check flight report
M.A.905 Findings
(a) A level 1 finding is any significant non-compliance with CAR -M requirements
which lower the safety standard and hazards seriously the flight safety.
(b) A level 2 finding is any non-compliance with the CAR -M requirements which
(c) After receipt of notification of findings according to point M.B.903, the person
or organisation accountable referred to in point M.A.201 shall define a
corrective action plan and demonstrate corrective action to the satisfaction of
DGCA within a period agreed as agreed upon including appropriate
corrective action to prevent reoccurrence of the finding and its root cause.
Sd/-
(Arun Kumar)

CAR M Issue 2
SECTION B
PROCEDURES FOR DGCA

Refer Airworthiness Procedures Manual Chapter 3 A

CAR M Issue 2
APPENDICES to CAR M

CAR M Issue 2
Appendix I
Continuing Airworthiness management contract

1. When an owner / operator contracts in accordance with M.A.201 a continuing
airworthiness organisation approved pursuant to CAR-M Subpart- G (CAMO)
to carry out continuing airworthiness management tasks, upon request by
DGCA a copy of the contract shall be sent by the owner/operator to DGCA
once it has been signed by both parties.
2. The contract shall be developed taking into account the requirements of CAR
- M and shall define the obligations of the signatories in relation to continuing
3. It shall contain as a minimum the:
— aircraft registration,
— aircraft type,
— aircraft serial number,
— aircraft owner or registered lessee's name or company details including the

address,
— M.A. Subpart G approved continuing airworthiness organisation details
including the address.
— type of operation
4. It shall state the following:
The owner/operator entrusts to the CAMO the management of the continuing
airworthiness of the aircraft, the development of a maintenance programme that
shall be approved by DGCA, as detailed in M.1 and the organisation of the
maintenance of the aircraft according to said maintenance programme.
According to the present contract, both signatories undertake to follow the
respective obligations of this contract.
The owner / operator declares, to the best of its belief that all the information given
to the CAMO concerning the continuing airworthiness of the aircraft is and will be
accurate and that the aircraft will not be altered without prior approval of the CAMO.
In case of any non-conformity with this contract by either of the signatories, it will
become null. In such a case, the owner / operator will retain full responsibility for
every task linked to the continuing airworthiness of the aircraft and the owner will
undertake to inform DGCA within two full weeks.’
5. When an owner /operator contracts a CAMO in accordance with M.A.201 the
obligations of each party shall be shared as follows:
5.1. Obligations of the CAMO:
1. have the aircraft type in the scope of its approval;
2. respect the conditions to maintain the continuing airworthiness of the aircraft

CAR M Issue 2
listed below:

CAR M Issue 2
(a) develop a maintenance programme for the aircraft, including any reliability
programme developed, if applicable;
(b) declare the maintenance tasks (in the maintenance programme) that may
be carried out by the pilot-owner in accordance with point M.A.803(c);
(c) organise the approval of the aircraft’s maintenance programme;
(d) once it has been approved, give a copy of the aircraft’s
maintenance programme to the owner / operator ;
(e) organise a bridging inspection with the aircraft’s prior maintenance
programme;
(f) organise for all maintenance to be carried out by an approved
maintenance organisation;
(g) organise for all applicable airworthiness directives to be applied;
(h) organise for all defects discovered during scheduled maintenance,
airworthiness reviews or reported by the owner to be corrected by an
approved maintenance organization;
(i) inform the owner each time the aircraft shall be brought to an approved
maintenance organisation;
(j) manage all technical records;
(k) archive all technical records;
3. organise the approval of any modification to the aircraft in accordance with
CAR21/EASA 21 / FAR 21 before it is embodied;
4. organise the approval of any repair to the aircraft in accordance with CAR
21/EASA 21 / FAR 21 before it is carried out;
5. inform DGCA whenever the aircraft is not presented to the approved
maintenance organisation by the owner as requested by the approved
organisation;
6. inform DGCA whenever the present contract has not been respected;
7. ensure that the airworthiness review of the aircraft is carried out when
necessary and ensure that the airworthiness review certificate is issued or a
recommendation is sent to DGCA;
8. send within 10 days a copy of any airworthiness review certificate issued or
extended to DGCA
9. carry out all occurrence reporting mandated by applicable regulations;
10. inform DGCA whenever the present contract is denounced by either party.

CAR M Issue 2
5.2 Obligations of the owner /operator.
1. have a general understanding of the approved maintenance programme;

2. have a general understanding of the CAR-M;
3. present the aircraft to the approved maintenance organisation agreed with the
CAMO at the due time designated by the CAMO request;
4. not modify the aircraft without first consulting the CAMO ;
5. inform the CAMO of all maintenance exceptionally carried out without the
knowledge and control of the CAMO ;
6. report to the CAMO through the logbook all defects found during
operations;
7. inform DGCA whenever the present contract is denounced by either party;
8. inform DGCA and the CAMO whenever the aircraft is sold;
9. carry out all occurrence reporting mandated by applicable regulations;
10. inform on a regular basis the CAMO about the aircraft flying hours and any
other utilisation data, as agreed with CAMO;
11. enter the certificate of release to service in the logbooks as mentioned in point
M.A.803(d) when performing pilot-owner maintenance without exceeding the
limits of the maintenance tasks list as declared in the approved maintenance
programme as laid down in point M.A.803(c);
12. inform the CAMO not later than 30 days after completion of any pilot-owner
maintenance task in accordance with point M.A.305(a).
GM to Appendix I ‘Continuing airworthiness management contract

An operator should establish adequate coordination between flight operations
and the CAMO to ensure that both will receive all the necessary information on
the condition of the aircraft to enable them perform their tasks.

CAR M Issue 2
Appendix II
Authorised Release Certificate (CA Form 1)
These instructions relate only to the use of the CA Form 1 for maintenance
purposes. Attention is drawn to Appendix I to CAR 21 which covers the use of the
CA Form 1 for production purposes.
1. Purpose and use

1.1 The primary purpose of the Certificate is to declare the airworthiness of
maintenance work undertaken on products, parts and appliances (hereafter
referred to as ‘item(s)’).
1.2 Correlation must be established between the Certificate and the item(s). The
originator must retain a Certificate in a form that allows verification of the
original data.
1.3 The Certificate is acceptable to many airworthiness authorities, but may be
dependent on the existence of bilateral agreements and/or the policy of the
airworthiness authority. The ‘approved design data’ mentioned in this
Certificate then means approved by the airworthiness authority of the
importing country.
1.4 The Certificate is not a delivery or shipping note.
1.5 Aircraft are not to be released using the Certificate.
1.6 The Certificate does not constitute approval to install the item on a particular
aircraft, engine, or propeller but helps the end user determine its
airworthiness approval status.
1.7 A mixture of production released and maintenance released items is not
permitted on the same Certificate.
2. General format
2.1 The Certificate must comply with the format attached including block numbers
and the location of each block. The size of each block may however be varied
to suit the individual application, but not to the extent that would make the
Certificate unrecognisable.
2.2 The Certificate must be in ‘landscape’ format but the overall size may be
significantly increased or decreased so long as the Certificate remains
recognisable and legible. If in doubt consult DGCA.
2.3 The User/Installer responsibility statement can be placed on either side of the
form.
2.4 All printing must be clear and legible to permit easy reading.
2.5 The Certificate may either be pre-printed or computer generated but in either
case the printing of lines and characters must be clear and legible and in
accordance with the defined format.
2.6 The Certificate should be in English, and if appropriate, in one or more other
languages.

CAR M Issue 2
2.7 The details to be entered on the Certificate may be either machine/computer

CAR M Issue 2
printed or hand-written using block letters and must permit easy reading.
2.8 Limit the use of abbreviations to a minimum, to aid clarity.
2.9 The space remaining on the reverse side of the Certificate may be used by
the originator for any additional information but must not include any
certification statement. Any use of the reverse side of the Certificate must be
referenced in the appropriate block on the front side of the Certificate.
3. Copies
3.1 There is no restriction in the number of copies of the Certificate sent to the
customer or retained by the originator.
4. Error(s) on a certificate
4.1 If an end-user finds an error(s) on a Certificate, he must identify it/them in
writing to the originator. The originator may issue a new Certificate only if the
error(s) can be verified and corrected.
4.2 The new Certificate must have a new tracking number, signature and date.
4.3 The request for a new Certificate may be honored without re-verification of
the item(s) condition. The new Certificate is not a statement of current
condition and should refer to the previous Certificate in block 12 by the
following statement; “This Certificate corrects the error(s) in block(s) [enter
block(s) corrected] of the Certificate [enter original tracking number] dated
[enter original issuance date] and does not cover conformity/condition/release
to service”. Both Certificates should be retained according to the retention
period associated with the first.
5. Completion of the certificate by the originator
Block 1 DGCA, India

Block 2 “AUTHORISED RELEASE CERTIFICATE CA FORM 1”

Enter the unique number established by the numbering system/procedure of the
organisation identified in block 4; this may include alpha/numeric characters.

Enter the full name and address of the approved organisation (refer to CA form 3)
releasing the work covered by this Certificate. Logos, etc., are permitted if the logo
can be contained within the block.
Block 5 Work Order/ Contract/ Invoice

To facilitate customer traceability of the item(s), enter the work order number,
contract number, invoice number, or similar reference number.

CAR M Issue 2
Block 6 Item
Enter line item numbers when there is more than one line item. This block permits
easy cross-referencing to the Remarks block 12.
Block 7 Description
Enter the name or description of the item. Preference should be given to the term
used in the instructions for continued airworthiness or maintenance data (e.g.
Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin,
Component Maintenance Manual).
Block 8 Part Number

Enter the part number as it appears on the item or tag/packaging. In case of an
engine or propeller the type designation may be used.
Block 9 Quantity
State the quantity of items.

If the item is required by regulations to be identified with a serial number, enter it
here. Additionally, any other serial number not required by regulation may also be
entered. If there is no serial number identified on the item, enter “N/A”.
The following describes the permissible entries for block 11. Enter only one of
these terms – where more than one may be applicable, use the one that most
accurately describes the majority of the work performed and/or the status of the
article.
(i) Overhauled. Means a process that ensures the item is in complete conformity
with all the applicable service tolerances specified in the type certificate
holder’s, or equipment manufacturer’s instructions for continued
airworthiness, or in the data which is approved or accepted by the Authority.
The item will be at least disassembled, cleaned, inspected, repaired as
necessary, reassembled and tested in accordance with the above specified
data.
(ii) Repaired. Rectification of defect(s) using an applicable standard (*).
(iii) Inspected/Tested. Examination, measurement, etc. in accordance with an
applicable standard (*) (e.g. visual inspection, functional testing, bench
testing etc.).
(iv) Modified. Alteration of an item to conform to an applicable standard (*).
*Applicable standard means a manufacturing/design/maintenance/quality
standard, method, technique or practice approved by or acceptable to DGCA.
The applicable standard shall be described in block 12.
CA Form 1 Block 12 ‘Remarks’
The CA Form 1 identifies the airworthiness status of an aircraft component in
relation to the work being certified. Block 12 ‘Remarks’ of the CA Form 1 in some
CAR M Issue 2
cases contains vital airworthiness-related information (see also Appendix II to
CAR-M) which may need appropriate and necessary actions.
Examples of information to be entered in block 12 are:
(i) Maintenance data used, including the revision status and reference.
(ii) Compliance with airworthiness directives or service bulletins.

(iii) Repairs carried out.
(iv) Modifications carried out.
(v) Replacement parts installed.
(vi) Life limited parts status.
(vii) Deviations from the customer work order.
(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
(ix) Information needed to support shipment with shortages or re-assembly after
delivery.
(x) For maintenance organisations approved in accordance with Subpart F of
CAR M, the component certificate of release to service statement referred to
in point M.A.613:
“Certifies that, unless otherwise specified in this block, the work identified in block
11 and described in this block was accomplished in accordance to the
requirements of Section A, Subpart F of CAR M and in respect of that work the
item is considered ready for release to service.”
If printing the data from an electronic CA Form 1, any appropriate data not fit for
other blocks should be entered in this block.
Block 13a-13e
General Requirements for blocks 13a-13e: Not used for maintenance release.
Shade, darken, or otherwise mark to preclude inadvertent or unauthorized use.
Block 14a
Mark the appropriate box(es) indicating which regulations apply to the completed
work. If the box “other regulations specified in block 12” is marked, then the
regulations of the other airworthiness authority(ies) must be identified in block 12.
At least one box must be marked, or both boxes may be marked, as appropriate.
accordance with Section A, Subpart F of CAR M, the box “other regulation specified
in block 12” shall be ticked and the certificate of release to service statement made
in block 12. In that case, the certification statement “unless otherwise specified in
this block” is intended to address the following cases;
(b) Where the maintenance deviated from the standard required by CAR M.
other than that specified in CAR M. In this case block 12 shall specify the
CAR M Issue 2
accordance with Section A of CAR145, the certification statement “unless
otherwise specified in block 12” is intended to address the following cases;
(b) Where the maintenance deviated from the standard required by CAR 145.
other than that specified in CAR 145. In this case block 12 shall specify the

This space shall be completed with the signature of the authorised person. Only
persons specifically authorised under the rules and policies of DGCA are permitted
to sign this block. To aid recognition, a unique number identifying the authorised
person may be added.
Block 14c Certificate/Approval Number

Enter the Certificate/Approval number/reference. This number or reference is
issued by DGCA.
Block 14d Name

Block 14e Date

Enter the date on which block 14b is signed, the date must be in the format dd =
2 digit day, mmm = first 3 letters of the month, yyyy = 4 digit year.
Place the following statement on the Certificate to notify end users that they are
not relieved of their responsibilities concerning installation and use of any item
accompanied by the form:
“THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY
TO INSTALL. WHERE THE USER/INSTALLER PERFORMS WORK IN
ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS AUTHORITY
DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK
1, IT IS ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER
AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE
AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE
INSTALLATION CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE
RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN
ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE
USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.”

CAR M Issue 2
2.
AUTHORISED RELEASE
3. FORM TRACKING
1. DGCA INDIA CERTIFICATE NUMBER
CA FORM- 1
5. Work
4. Approved Organisation Name and Address
Order/Contract/Invoice
8. Part 10. Serial/

6. Item 7. Description 9. Qty 11. Status/Work
No Batch No
12. Remarks
14 a. CAR 145.A.50 Other regulation

13 a. Certifies that the items identified above were Release to service specified in block 12
manufactured in conformity to:
 approved design data and are in condition for

safe operation Certifies that unless otherwise specified in block 12,
the work identified in block 11 and described in block
 non-approved design data specified in block 12, was accomplish in accordance with CAR-145 and
12 in respect to that work the items are considered ready
to release to service
13 c. 14 c.
13 b . Authorised
Approval/Authorisation 14 b. Authorised Signature Certificate/Approval Ref
Signature
Number No.
13 d.. Name 13 e. Date(dd/mm/yyyy) 14.d. Name 14 e. Date(dd/dm/yyyy)
THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL. WHERE THE
USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS
AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL
THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM
THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN ALL CASES
AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN
ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY BE
FLOWN
CA Form 1

CAR M Issue 2
AMC to Appendix II to CAR M Use of the CA Form 1 for maintenance
1. The following formats of an issued CA Form 1 or equivalent certificate

are acceptable:
 A paper certificate bearing a signature (both originals and copies are
accepted);
 A paper certificate generated from an electronic system (printed from
electronically stored data) when complying with the following subparagraph
2;
 An electronic CA Form 1 or equivalent when complying with the following
subparagraph 2.
2. Electronic signature and electronic exchange of the CA Form 1

a) Submission to DGCA
Any organisation intending to implement an electronic signature procedure to
issue CA Form 1 and/or to exchange electronically such data contained on
the CA Form 1, should document it and submit it to DGCA as part of the
documents attached to its exposition.
b) Characteristics of the electronic system generating the CA Form 1
The electronic system should:
 guarantee secure access for each certifying staff;
 ensure integrity and accuracy of the data certified by the signature on
the form and be able to show evidence of the authenticity of the CA
Form 1 (recording and record keeping) with suitable security,
safeguards and backups;
 be active only at the location where the part is being released with an
CA Form 1;
 not permit to sign a blank form;
 provide a high degree of assurance that the data has not been modified
after signature (if modification is necessary after issuance, i.e., re-
certification of a part, a new form with a new number and reference to the
initial issuance should be made).
 provide for a ‘personal’ electronic signature, identifying the signatory. The
signature should be generated only in presence of the signatory.
An electronic signature means data in electronic form which is attached to or
logically associated with other electronic data and which serves as a method of
authentication and should meet the following criteria:
 it is uniquely linked to the signatory;
 it is capable of identifying the signatory;
 it is created using means that the signatory can maintain under his sole
control.
CAR M Issue 2
This electronic signature should be an electronically generated value based on
cryptographic algorithm and appended to data in a way to enable the verification
of the data’s source and integrity.
Organisation(s) are reminded that additional national and/or European
requirements may need to be satisfied when operating electronic systems.
‘Directive1999/93/EC of the European Parliament and of the Council of 13
December 1999 on a Community framework for electronic signatures’, as last
amended, may constitute a reference.
The electronic system should be based on a policy and management structure
(Confidentiality, integrity and availability), such as:
 Administrators, signatories;
 Scope of authorisation, rights;
 Password and secure access, authentication, protections,
confidentiality;
 Track changes;
 Minimum blocks to be completed, completeness of information;
 Archives;
 etc.
The electronic system generating the CA Form 1 may contain additional data
such as;
 Manufacturer code;
 Customer identification code;
 Workshop report;
 Inspection results;
 etc.
c) Characteristics of the CA Form 1 generated from the electronic system to
facilitate understanding and acceptance of the CA Form 1 released with an
electronic signature, the following statement should be in Block 14b: ‘Electronic
Signature on File’.
In addition to this statement, it is accepted to print or display a signature in any
form, such as a representation of the hand-written signature of the person signing
(i.e. scanned signature) or a representation of their name.
When printing the electronic form, the CA Form 1 should meet the general format
as specified in Appendix II to CAR M. A watermark-type ‘PRINTED FROM
ELECTRONIC FILE’ should be printed on the document.
When the electronic file contains a hyperlink to data required to determine the
airworthiness of the item(s), the data associated to the hyperlink, when printed,
should be in a legible format and be identified as a reference from the CA Form 1
Additional information not required by the CA Form 1 completion instructions may
be added to the printed copies of CA Form 1, as long as the additional data do not
prevent a person from filling out, issuing, printing, or reading any portion of the

CAR M Issue 2
CA Form 1. This additional data should be provided only in block 12 unless it is
necessary to include it in another block to clarify the content of that block.
d) Electronic exchange of the electronic CA Form 1.
The electronic exchange of the electronic CA Form 1 should be accomplished on

a voluntary basis. Both parties (issuer and receiver) should agree on electronic
transfer of the CA Form 1.
For that purpose, the exchange needs to include:
 all data of the CA Form 1, including referenced data required by the CA Form
1 completion instructions;
 all data required for authentication of the CA Form 1.
In addition, the exchange may include:
 data necessary for the electronic format;
 additional data not required by the CA Form 1 completion instructions, such
as manufacturer code, customer identification code.
The system used for the exchange of the electronic CA Form 1 should
provide:
 A high level of digital security; the data should be protected, not altered or
not corrupted;
 Traceability of data back to its source.
Trading partners wishing to exchange CA Form 1 electronically should do so in
accordance with the means of compliance stated in this document. It is
recommended that they use an established, common, industry method such as Air
Transport Association (ATA) Spec 2000 Chapter 16.
The organisation(s) are reminded that additional national and/or European
requirements may need to be satisfied when operating the electronic exchange of
the electronic CA Form 1.
The receiver should be capable of regenerating the CA Form 1 from the received
data without alteration; if not, the system should revert back to the paper system.
When the receiver needs to print the electronic form, refer to subparagraph c) here
above.
GM to Appendix II to CAR-M Use of the CA Form 1 for maintenance
CA Form 1 Block 12 ‘Remarks’
Examples of data to be entered in this block as appropriate:-
 Maintenance documentation used, including the revision status, for all work
performed and not limited to the entry made in block 11. A statement such as
‘in accordance with the CMM’ is not acceptable.
 NDT methods with appropriate documentation used when relevant.
 Compliance with airworthiness directives or service bulletins.
CAR M Issue 2
 Repairs carried out.
 Modifications carried out.
 Replacement parts installed.
 Life-limited parts status.
 Shelf life limitations.
 Deviations from the customer work order.
 Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
 Information needed to support shipment with shortages or re-assembly after
delivery.
 References to aid traceability, such as batch numbers.”

CAR M Issue 2
Airworthiness Review Certificate-CA Form 15 a

DGCA INDIA
ARC reference: ……………………………………….
Pursuant to DGCA Regulations for the time being into force, DGCA hereby certifies that the following aircraft
Aircraft Manufacturer:………………………………………………..
Manufacturer’s designation: …………………………………………
Aircraft registration: ………………………………………………….
Aircraft Serial number : ……………………………………………….
is considered airworthy at the time of this review.
Date of issue: ……………………………………… Date of Expiry …………………………………..…….
Aircraft Flight Hours (FH ) at date of issue
Signed: …………………………………………… Authorisation No ………………………………………
1st Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
CAR-M for the last year. The aircraft is considered to be airworthy at the time of the issue.
Date of issue: ……………………………………… Date of Expiry ……………………………………….
Signed: …………………………………………… Authorisation No ………………………………………
Company Name ……………………………… … Approval Reference ……………………………………….
2nd Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
Date of issue: …………………………………….. Date of Expiry ……………………………………….
Signed: ……………………………………………. Authorisation No ………………………………………
Company Name …………………………………. Approval Reference ……………………………………….

CAR M Issue 2
Appendix III

CAR M Issue 2
Appendix III
Airworthiness Review Certificate -CA Form 15b
DGCA INDIA
ARC reference: ……………………………………….
Pursuant to DGCA Regulations for the time being into force, the following continuing airworthiness
management organization, approved in accordance with Section A, Subpart G of CAR M.
[NAME OF THE ORGANISATION APPROVED AND ADDRESS]
Approval Reference:
hereby certifies that it has performed an airworthiness review in accordance with point M.A 710 of CAR-M
on the following aircraft.
Aircraft Manufacturer:………………………………………………..
Manufacturer’s designation: …………………………………………
Aircraft registration: ………………………………………………….
Aircraft Serial number : ……………………………………………….
and this aircraft is considered airworthy at the time of this review.
Date of issue: ……………………………………… Date of Expiry ………………………………………….
Signed: ……………………………………………… Authorisation No ………………………………………
1st Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
CAR-M for the last year.The aircraft is considered to be airworthy at the time of the issue.
Date of issue: ……………………………………… Date of Expiry ………………………..……………….
Signed: …………………………………………..… Authorisation No ………………………………………
Company Name ………………………………….. Approval Reference ………………………………….
2nd Extension: The Aircraft has remained in a controlled environment in accordance with point M.A 901 of
Date of issue: ……………………………………… Date of Expiry …………………………………………
Signed: ……………………………………………… Authorisation No ………………………………………
Company Name …………………………………… Approval Reference ………………………………….

CA Form 15b

CAR M Issue 2
Appendix IV
Approval Ratings
ORGANISATION APPROVAL CLASS AND RATING SYSTEM
1. Except as stated otherwise for the smallest organisation in paragraph 11,
Table 1 outlines the full extent of approval possible under M.A. Subpart F in a
standardized form. An organisation must be granted an approval ranging from
a single class and rating with limitations to all classes and ratings with
limitations.
2. In addition to Table 1 the M.A. Subpart F approved maintenance organisation
is required by Subpart-F to indicate scope of work in the maintenance
organisation exposition. See also paragraph 10.
3. Within the approval class(es) and rating(s) granted by DGCA, the scope of
work specified in the maintenance organisation exposition defines the exact
limits of approval. It is therefore essential that the approval class(es) and
rating(s) and the organisation's scope of work are compatible.
4. A category A class rating means that the maintenance organisation approved

in accordance with Section A, Subpart F of CAR-M may carry out maintenance
on the aircraft and any component (including engines and/or Auxiliary Power
Units (APUs), in accordance with aircraft maintenance data or, if agreed by
DGCA, in accordance with component maintenance data, only whilst such
components are fitted to the aircraft. Nevertheless, such A- rated approved
maintenance organisation may temporarily remove a component for
maintenance, in order to improve access to that component, except when such
removal generates the need for additional maintenance not eligible for the
provisions of this paragraph. This will be subject to a control procedure in the
maintenance organisation exposition acceptable to DGCA. The limitation
section will specify the scope of such maintenance thereby indicating the
extent of approval.
5. A category B class rating means that the maintenance organisation approved

in accordance with Section A, Subpart F of CAR-M may carry out maintenance
on the uninstalled engine and/or APU and engine and/or APU components, in
accordance with engine and/or APU maintenance data or, if agreed by DGCA,
in accordance with component maintenance data, only whilst such
components are fitted to the engine and/or APU. Nevertheless, such B-rated
approved maintenance organisation may temporarily remove a component for
maintenance, in order to improve access to that component, except when such
removal generates the need for additional maintenance not eligible for the
provisions of this paragraph. The limitation section will specify the scope of
such maintenance thereby indicating the extent of approval. A maintenance
organisation approved in accordance with Section A, Subpart F of CAR M with
a category B class rating may also carry out maintenance on an installed
engine during “base” and “line” maintenance subject to a control procedure in
CAR M Issue 2
the maintenance organisation exposition. The maintenance organisation

CAR M Issue 2
exposition scope of work shall reflect such activity where permitted by DGCA.
6. A category C class rating means that the M.A. Subpart F approved

maintenance organisation may carry out maintenance on uninstalled
components (excluding engines and APUs) intended for fitment to the aircraft
or engine/APU. The limitation section will specify the scope of such
maintenance thereby indicating the extent of approval. A Subpart-F approved
maintenance organisation with a category C class rating may also carry out
maintenance on an installed component during base and line maintenance or
at an engine/APU maintenance facility subject to a control procedure in the
maintenance organisation exposition. The maintenance organisation
exposition scope of work shall reflect such activity where permitted by DGCA.
7. A category D class rating is a self contained class rating not necessarily related
to a specific aircraft, engine or other component. The D1 — Non- Destructive
Testing (NDT) rating is only necessary for a Subpart-F approved maintenance
organisation that carries out NDT as a particular task for another organisation.
A M.A. Subpart F approved maintenance organisation with a class rating in A
or B or C category may carry out NDT on products it is maintaining subject to
the maintenance organisation exposition containing NDT procedures, without
the need for a D1 class rating.
8. The ‘limitation’ section is intended to give DGCA maximum flexibility to

customise the approval to a particular organisation.Table 1 specifies the types
of limitation possible and whilst maintenance is listed last in each class rating
it is acceptable to stress the maintenance task rather than the aircraft or engine
type or manufacturer, if this is more appropriate to the organisation. An
example could be avionic systems installations and maintenance.
9. Table 1 makes reference to series, type and group in the limitation section of
class A and B. Series means a specific type series such as Cessna 150 or
Cessna 172 or Beech 55 series or continental O-200 series etc. Type means
a specific type or model such as Cessna 172 RG type. Any number of series
or types may be quoted. Group means for example Cessna single piston
engine aircraft or Lycoming non-supercharged piston engines etc.
10. When a lengthy capability list is used which could be subject to frequent
amendment, then such amendment shall be in accordance with a procedure
acceptable to DGCA and included in the maintenance organisation exposition.
The procedure shall address the issues of who is responsible for capability list
amendment control and the actions that need to be taken for amendment. Such
actions include ensuring compliance with Subpart-F for products or services
added to the list.
11. A M.A.Subpart F approved maintenance organisation which employs only one

person to both plan and carry out all maintenance can only hold a limited scope
of approval rating. The maximum permissible limits are:
CAR M Issue 2

RATING A2 PISTON ENGINED 5700 KG
AIRCRAFT AEROPLANES AND BELOW
RATING A3 SINGLE
PISTON ENGINED 3175 KG
AIRCRAFT ENGINED
AND BELOW
HELICOPTERS
RATING A4 AIRCRAFT
AIRCRAFT OTHER THAN A1, A2 NO LIMITATION
AND A3
ENGINES RATING B2 PISTON LESS THAN 450 HP
COMPONENTS
RATING
OTHER THAN
C1 TO C20 AS PER CAPABILITY LIST
COMPLETE
ENGINES OR
APUs
NDT METHOD(S) TO BE
SPECIALISED D1 NDT SPECIFIED
It should be noted that such an organisation may be further limited by DGCA in the scope
of approval dependent upon the capability of the particular organisation.
Table 1
AIRCRAFT A2 Aero planes 5700 kg Will state aeroplane manufacturer or group or series or type
and below 5700 kg and and/or the maintenance tasks
below
A3 Single engined Heli- Will state helicopter manufacturer or group or series or type
copters and/or the maintenance task(s)
A4 Aircraft other than Will state aircraft series or type and/or the maintenance
A1, A2 and A3 task(s)
ENGINES B1 Turbine Will state engine series or type and/or the maintenance
task(s)
B2 Piston Will state engine manufacturer or group or series or type
B3 APU Will state engine manufacturer or series or type and/or the
maintenance task(s)
COMPONENTS C1 Air Cond & Press Will state aircraft type or aircraft manufacturer or
OTHER THAN C2 Auto Flight component manufacturer or the particular component
COMPLETE
C3 Comms and Nav and/or cross refer to a capability list in the exposition
ENGINES OR
APUs C4 Doors — Hatches and/or the maintenance task(s)
C5 Electrical Power
C6 Equipment
C7 Engine — APU
C8 Flight Controls
C9 Fuel
C10 Helicopter — Rotors
C11 Helicopter — Trans

CAR M Issue 2
C12 Hydraulic
C13 Instruments
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic
C18 Protection
ice/rain/Fire
C19 Windows
C20 Structural
SPECIALISED D1 Non-Destructive Will state particular NDT method(s)

SERVICES Testing

CAR M Issue 2
Appendix V
Approval Certificate CAR M Section A Subpart F Maintenance Organisation
Page 1 of 2

India
REFERENCE
Pursuant to DGCA Regulations for the time being in force and subject to the conditions specified below, DGCA
hereby certifies
[COMPANY NAME] MAINTENANCE ORGANISATION
as a maintenance organization as referred to in CAR-M Section A Subpart F approved to maintain the products,
parts and appliances listed in the attached approval schedule and issue related certificates of release to service
using the above reference and when stipulated to issue recommendations and airworthiness review certificate
after an airworthiness review as specificed in point MA 901 (l) of this CAR for those aircraft listed in the attached
approval schedule. .
CONDITIONS:
1. This approval is limited to that specified in the scope of approval section of the approved maintenance
organisation manual, and
2. This approval requires compliance with the procedures specified in the approved maintenance organisation
manual, and
3. This approval is valid whilst the approved maintenance organization remains in compliance with CAR-M
4. Subject to compliance with the foregoing conditions, this approval shall remain valid unless the approval has
previously been surrendered, superseded, suspended or revoked.
Date of Original Issue: …………………………………… ………………

Date of this revision
Revision No.
Signed: …………………………
Date of attached Schedule of Approval: ........................................................... For the use of DGCA only
CA Form 3

CAR M Issue 2
Page 2 of 2
APPROVAL SCHEDULE
Organisation name: [COMPANY NAME] MAINTENANCE ORGANISATION
Reference:

AIRCRAFT A2: Aeroplanes/
A3: Single engine helicopters
ENGINES B1: Turbine
COMPONENTS OTHER C1: Air Cond & Press
THAN COMPLETE C2 : Auto Flight
ENGINES OR APUs
C5 : Electrical Power
C6: Equipment
C7: Engine - APU
C16: Propellers
SPECIALISED SERVICES D1: Non- Destructive Inspection
This approval schedule is limited to the products, parts and appliances and to the activities specified in
the scope of approval section approved maintenance organization manual.
Maintenance Organisation Manual Reference:………………………………………………………………..
Date of original issue:…………………………………………………………….
Date of last revision approved Revision No
Signed: ………………………………………………………………………
For Directorate General of Civil Aviation
CA Form 3

CAR M Issue 2
AMC to Appendix V to CAR -M Maintenance Organisation Approval referred
to in CAR-M Subpart F
The following fields on page 2 “Maintenance Organisation Approval Schedule” of

the maintenance organisation approval certificate should be completed as follows:
 Date of original issue: It refers to the date of the original issue of the
maintenance organisation manual
 Date of last revision approved: It refers to the date of the last revision of the
maintenance organisation manual affecting the content of the certificate.
Changes to the maintenance organisation manual which do not affect the
content of the certificate do not require the reissuance of the certificate.
 Revision No: It refers to the revision No of the last revision of the maintenance
organisation manual affecting the content of the certificate. Changes to the
maintenance organisation manual which do not affect the content of the
certificate do not require the reissuance of the certificate.

CAR M Issue 2
Appendix VI
Continuing Airworthiness Management Organisation Approval Certificate referred

to in CAR-M
Subpart G
India
CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION
Reference : XX.MG.XXX (ref. AOC XX.XXXX)
Pursuant to DGCA Regulations for the time being in force and subject to the condition specified below, DGCA hereby
certifies :
[COMPANY NAME AND ADDRESS]
As a continuing airworthiness management organisation in compliance with CAR-M, Section A, Subpart G approved to manage
the continuing airworthiness of the aircraft listed in the attached schedule of approval and, when stipulated to issue
recommendations or airworthiness review certificates after an airworthiness review as specified in point M.A.710 of CAR-M
when stipulated.
CONDITIONS
1. This approval is limited to that specified in the scope of approval section of the approved continuing airworthiness
management exposition as referred to in CAR-M, Section A, Subpart G.
2. This approval requires compliance with the approved continuing airworthiness management exposition procedures
specified in the CAR-M
3. This approval is valid whilst the approved continuing airworthiness management organization remains in compliance
with CAR-M.
4. Whenever the continuing airworthiness management organisation contracts under its quality system the services of
an /several organization(s), this approval remain valid subject to such organization(s) fulfilling applicable ontractual
obligations.
5. Subject to compliance with the conditions 1 to 4 above, this approval shall remain valid for duration as specified in
the attached validity schedule unless the approval has previously been surrendered, superseded, suspended or
revoked.
If this form is also used for AOC holders, the AOC number shall be added to the reference, in addition to the
standard number, and the condition 5 shall be replaced by the following extra conditions :
6. This approval does not constitute an authorisation to operate the types of aircraft referred in paragraph 1. The
authorisation to operate the aircraft is the Air Operator Certificate (AOC).
7. Termination, suspension or revocation of the AOC automatically invalidates the present approval in relation to the
aircraft registrations specified in the AOC, unless otherwise explicitly stated by DGCA.
8. Subject to compliance with the previous conditions, this approval shall remain valid for the period as specified in
Approval Validity sheet unless the approval has previously been surrendered, superseded, suspended or revoked.
Date of original issue : ……………………..

Signed : ………………………………………
Date of this revision : ………………………. Revision No. : ………………………..
For Directorate General of Civil Aviation : ………………………………

Page 1 of 2
CA Form 14

CAR M Issue 2
CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION
APPROVAL SCHEDULE
Reference : XX.MG.XXX (ref. AOC XX.XXXX)
Organisation : [COMPANY NAME AND ADDRESS]
Aircraft type .series. group Airworthiness review authorised Organisation(s) working under
quality system
[YES/NO]
This approval Schedule is limited to that specified in the scope of approval contained in approved Continuing
Airworthiness Management Exposition section………………………………
Continuing Airworthiness Management Exposition Reference: ………………………………
Date of original issue : …………………………………………………………………………….
.
Date of this revision : ……………………………………. Revision No. : ………………………
Signed : ………………………………………………………………………………………………
For Directorate General of Civil Aviation
Page 2 of 2
CA Form 14
AMC to Appendix VI to CAR-M Continuing Airworthiness Management

Organisation Approval referred to in CAR-M Subpart G
The following fields on page 2 “Continuing Airworthiness Management Organisation

Approval Schedule” of the continuing airwothiness management organisation approval
certificate should be completed as follows:
-Date of original issue: It refers to the date of the original issue of the continuing
airworthiness management exposition
- Date of last revision: It refers to the date of the last revision of the continuing
airworthiness management exposition affecting the content of the certificate. Changes to
the continuing airworthiness management exposition which do not affect the content of
the certificate do not require the reissuance of the certificate.

CAR M Issue 2
-Revision No: It refers to the revision No of the last revision of the continuing airworthiness
management exposition affecting the content of the certificate. Changes to the continuing
airworthiness management exposition which do not affect the content of the certificate do
not require the reissuance of the certificate.

CAR M Issue 2
Appendix VII
Complex Maintenance Tasks
The following constitutes the complex maintenance tasks referred to in points
M.A.801(b)2 and M.A.801(c):
1. The modification, repair or replacement by riveting, bonding, laminating, or
welding of any of the following airframe parts:
a) box beam;
b) wing stringer or chord member;
c) spar;
d) spar flange;
e) member of a truss-type beam;
f) web of a beam;
g) keel or chine member of a flying boat hull or a float;
h) corrugated sheet compression member in a wing or tail surface;
i) wing main rib;
j) wing or tail surface brace strut;
k) engine mount;
l) fuselage longeron or frame;
m) member of a side truss, horizontal truss or bulkhead;
n) seat support brace or bracket;
o) seat rail replacement;
p) landing gear strut or brace strut;
q) axle;
r) wheel; and
s) ski or ski pedestal, excluding the replacement of a low-friction coating.
2. The modification or repair of any of the following parts:

a) aircraft skin, or the skin of an aircraft float, if the work requires the use of a
support, jig or fixture;
b) aircraft skin that is subject to pressurization loads, if the damage to the skin
measures more than 15 cm (6 inches) in any direction;
c) a load-bearing part of a control system, including a control column, pedal,
shaft, quadrant, bell crank, torque tube, control horn and forged or cast
bracket, but excluding
(i) the swaging of a repair splice or cable fitting, and
(ii) the replacement of a push-pull tube end fitting that is attached by
riveting; and
d) any other structure, not listed in (1), that a manufacturer has identified as
primary structure in its maintenance manual, structural repair manual or
instructions for continuing airworthiness.
3. The performance of the following maintenance on a piston engine:
a) dismantling and subsequent reassembling of a piston engine other than (i) to
obtain access to the piston/cylinder assemblies; or (ii) to remove the rear

CAR M Issue 2
accessory cover to inspect and/or replace oil pump assemblies, where such

CAR M Issue 2
work does not involve the removal and re-fitment of internal gears;
Appendix VII
b) dismantling and subsequent reassembling of reduction gears;
c) welding and brazing of joints, other than minor weld repairs to exhaust units
carried out by a suitably approved or authorised welder but excluding
component replacement;
d) the disturbing of individual parts of units which are supplied as bench tested
units, except for the replacement or adjustment of items normally replaceable
or adjustable in service.
4. The balancing of a propeller, except:
(a) for the certification of static balancing where required by the maintenance
manual;
(b) dynamic balancing on installed propellers using electronic balancing
equipment where permitted by the maintenance manual or other approved
airworthiness data;
5. Any additional task that requires:
(a) specialized tooling, equipment or facilities; or
(b) significant coordination procedures because of the extensive duration of the
tasks and the involvement of several persons.’
AMC to Appendix VII “Complex Maintenance Tasks”

The sentence “suitably approved or authorised welder” contained in Appendix VII,
paragraph 3(c), means that the qualification should be as per CAR Section- 2,
Series – L Part-XIV.

CAR M Issue 2
Appendix VIII
Limited Pilot-Owner Maintenance
In addition to the requirements laid down in CAR-M, the following basic principles
are to be complied with before any maintenance task is carried out under the
terms of Pilot-owner maintenance:
(a) Competence and responsibility
1. The Pilot-owner is always responsible for any maintenance that he
performs.
2. Before carrying out any Pilot-owner maintenance tasks, the Pilot-owner
must satisfy himself that he is competent to do the task. It is the
responsibility of Pilot-owners to familiarize themselves with the standard
maintenance practices for their aircraft and with the aircraft maintenance
programme. If the Pilot-owner is not competent for the task to be carried
out, the task cannot be released by the Pilot-owner.
3. The Pilot-owner (or his contracted continuing airworthiness management
organisation referred to in Subpart G, Section A of CAR-M) is responsible
for identifying the Pilot-owner tasks according to these basic principles in
the maintenance programme and for ensuring that the document is
updated in a timely manner.
4. The approval of the maintenance programme has to be carried out in
accordance with point M.A.302.
(b) Tasks
The Pilot-owner may carry out simple visual inspections or operations to check
for general condition and obvious damage and normal operation of the airframe,
engines, systems and components.
Maintenance tasks shall not be carried out by the Pilot-owner when the task:
1. is a critical maintenance task and/or;
2. requires the removal of major components or major assembly and/or;
3. is carried out in compliance with an Airworthiness Directive or an
Airworthiness Limitation Item, unless specifically allowed in the AD or the
ALI and/or;
4. requires the use of special tools, calibrated tools (except torque wrench
and crimping tool) and/or;
5. requires the use of test equipments or special testing (e.g. NDT, system
tests or operational checks for avionic equipment) and/or;
6. is composed of any unscheduled special inspections (e.g. heavy landing
check) and/or;
7. is effecting systems essential for the IFR operations and/or;
8. is listed in Appendix VII or is a component maintenance task in accordance
with point M.A.502.

CAR M Issue 2
9. is part of the annual or 100h check contained in the Minimum Inspection
Programme described in M. A.302(i).
The criteria 1 to 8 9 listed above cannot be overridden by less restrictive
instructions issued in accordance with “M.A.302 (d) Maintenance Programme”.
Any task described in the aircraft flight manual as preparing the aircraft for flight
(Example: assembling the glider wings or pre-flight), is considered to be a pilot
task and is not considered a Pilot-owner maintenance task and therefore does
not require a Certificate of Release to Service.
(c) Performance of the maintenance Pilot-owner tasks and records
The maintenance data as specified in point M.A.401 must be always available
during the conduct of Pilot-owner maintenance and must be complied with.
Details of the data referred to in the conduct of Pilot-owner maintenance must be
included in the Certificate of Release to Service in accordance with point M.A.803
(d).
The Pilot-owner must inform the approved continuing airworthiness management
organisation responsible for the continuing airworthiness of the aircraft (if
applicable) not later than 30 days after completion of the Pilot-owner maintenance
task in accordance with point M.A.305 (a).
AMC to Appendix VIII “Limited Pilot Owner Maintenance
1. The lists here below specify items that can be expected to be completed by an
owner who holds a current and valid pilot licence for the aircraft type involved and
who meets the competence and responsibility requirements of Appendix VIII to
CAR-M.
2. The list of tasks may not address in a detailed manner the specific needs of
the various aircraft categories. In addition, the development of technology and the
nature of the operations undertaken by these categories of aircraft cannot be
always adequately considered.

CAR M Issue 2
Appendices to AMCs

CAR M Issue 2
Appendix I to AMC M.A.302 and AMC M.B.301 (b)
Content of the Maintenance Programme
1 General Requirements
1.1 The maintenance programme should contain the following basic

information.
1.1.1 The type/model and registration number of the aircraft, engines and,
where applicable, auxiliary power units and propellers
1.1.2 The name and address of the owner, operator or M.A Subpart G approved
organisation managing the aircraft airworthiness.
1.1.3 The reference, the date of issue and issue number of the approved
1.1.4 A statement signed by the owner, operator or M.A Subpart G approved
organisation managing the aircraft airworthiness to the effect that the
specified aircraft will be maintained to the programme and that the
programme will be reviewed and updated as required.
1.1.5 Contents/list of effective pages and their revision status of the document.
1.1.6 Check periods, which reflect the anticipated utilisation of the aircraft.
Such utilisation should be stated and include a tolerance of not more than
25%. Where utilisation cannot be anticipated, calendar time limits should
also be included.
1.1.7 Procedures for the escalation of established check periods, where
applicable and acceptable to DGCA.
1.1.8 Provision to record the date and reference of approved amendments
incorporated in the maintenance programme.
1.1.9 Details of pre-flight maintenance tasks that are accomplished by
maintenance staff.
1.1.10 The tasks and the periods (intervals/frequencies) at which each part of
the aircraft, engines, APU’s, propellers, components, accessories,
equipment, instruments, electrical and radio apparatus, together with the
associated systems and installations should be inspected. This should
include the type and degree of inspection required.
1.1.11 The periods at which components should be checked, cleaned,
lubricated, replenished, adjusted and tested.
1.1.12 If applicable details of ageing aircraft system requirements together with
any specified sampling programmes.
1.1.13 If applicable details of specific structural maintenance programmes
where issued by the type certificate holder including but not limited to:
a) Maintenance of structural Integrity by damage Tolerance and
Supplemental Structural Inspection Programmes (SSID).
b) Structural maintenance programmes resulting from the SB review
performed by the TC holder.
CAR M Issue 2
c) Corrosion prevention and control.
d) Repair Assessment.
e) Widespread Fatigue Damage
1.1.14 If applicable, details of Critical Design Configuration Control Limitations

together with appropriate procedure.
1.1.15 If applicable a statement of the limit of validity in terms of total flight
cycles/calendar date/flight hours for the structural programme in 1.1.13.
1.1.16 The periods at which overhauls and/or replacements by new or
overhauled components should be made.
1.1.17 A cross-reference to other documents approved by DGCA which contain
the details of maintenance tasks related to mandatory life limitations,
Certification Maintenance Requirements (CMR’s) and ADs.
Note: To prevent inadvertent variations to such tasks or intervals these items
should not be included in the main portion of the maintenance
programme document, or any planning control system, without specific
identification of their mandatory status.
1.1.18 Details of, or cross-reference to, any required reliability programme or
statistical methods of continuous Surveillance.
1.1.19 A statement that practices and procedures to satisfy the programme
should be to the standards specified in the TC holder’s Maintenance
Instructions. In the case of approved practices and procedures that differ,
the statement should refer to them.
1.1.20 Each maintenance task quoted should be defined in a definition section
of the programme.
2 Programme Basis
2.1 An owner or an M.A Subpart G approved organisation’s aircraft
maintenance programme should normally be based upon the MRB report,
where applicable, and the TC holder’s maintenance planning document or
Chapter 5 of the maintenance manual, (i.e. the manufacturer’s
recommended maintenance programme).
The structure and format of these maintenance recommendations may be
re-written by the owner or the M.A Subpart G approved organisation to
better suit the operation and control of the particular maintenance
programme.
2.2 For a newly type-certificated aircraft where no previously approved
maintenance programme exists, it will be necessary for the owner or the
M.A Subpart G approved organisation to comprehensively appraise the
manufacturer’s recommendations (and the MRB report where applicable),
together with other airworthiness information, in order to produce a realistic
programme for approval.
2.3 For existing aircraft types it is permissible for the owner or CAMO to make
comparisons with maintenance programmes previously approved. It should
CAR M Issue 2
not be assumed that a programme approved for one owner or the M.A
Subpart G approved organisation would automatically be approved for
another.
Evaluation should be made of the aircraft/fleet utilisation, landing rate,
equipment fit and, in particular, the experience of the owner or the M.A
Subpart G approved organisation when assessing an existing programme.
Where DGCA is not satisfied that the proposed maintenance programme
can be used as is, DGCA should request appropriate changes such as
additional maintenance tasks or de-escalation of check frequencies as
necessary.
2.4 Critical Design Configuration Control Limitations (CDCCL) If CDCCL have
been identified for the aircraft type by the TC/STC holder, maintenance
instructions should be developed. CDCCL’s are characterized by features
in an aircraft installation or component that should be retained during
modification, change, repair, or scheduled maintenance for the operational
life of the aircraft or applicable component or part.
3 Amendments
Amendments (revisions) to the approved maintenance programme should be

made by the owner or the M.A Subpart G approved organisation, to reflect
changes in the TC holder’s recommendations, modifications, service
experience, or as required by DGCA.
4 Permitted Variations to Maintenance Periods
The owner or the M.A Subpart G approved organisation may only vary the
periods prescribed by the programme with the approval of DGCA or through a
procedure developed in the maintenance programme and approved by DGCA.
5 Periodic Review of Maintenance Programme Contents
5.1 The owner or the M.A Subpart G approved organisation’s approved

maintenance programmes should be subject to periodic review to ensure
that they reflect current TC holder’s recommendations, revisions to the MRB
report if applicable, mandatory requirements and the maintenance needs of
the aircraft.
5.2 The owner or the M.A Subpart G approved organisation should review the
detailed requirements at least annually for continued validity in the light of
operating experience.
6. Reliability Programmes
6.1 Applicability
6.1.1 A reliability programme should be developed in the following cases:
a) the aircraft maintenance programme is based upon MSG-3 logic
b) the aircraft maintenance programme includes condition monitored
CAR M Issue 2
components
c) the aircraft maintenance programme does not contain overhaul time periods
for all significant system components
d) when specified by the Manufacturer’s maintenance planning document or
MRB.
6.1.2 A reliability Programme need not be developed in the following cases:
a) the maintenance programme is based upon the MSG-1 or 2 logic but only
contains hard time or on condition items
b) the aircraft is not a complex motor-powered aircraft according to CAR-M
c) the aircraft maintenance programme provides overhaul time periods for all
significant system components.
Note: for the purpose of this paragraph, a significant system is a system

the failure of which could hazard the aircraft safety.
6.1.3 Notwithstanding paragraphs 6.1.1 and 6.1.2 above, an M.A.Subpart G

organisation may however, develop its own reliability monitoring programme
when it may be deemed beneficial from a maintenance planning point of
view.
6.2 Applicability for M.A.Subpart G organisation/operator of small fleets of

aircraft
6.2.1 For the purpose of this paragraph, a small fleet of aircraft is a fleet of less
than 6 aircraft of the same type.
6.2.2 The requirement for a reliability programme is irrespective of the
M.A.Subpart G organisation’s fleet size.
6.2.3 Complex reliability programmes could be inappropriate for a small fleet. It is
recommended that such M.A. Subpart G organisations tailor their reliability
programmes to suit the size and complexity of operation.
6.2.4 One difficulty with a small fleet of aircraft consists in the amount of available
data which can be processed: when this amount is too low, the calculation
of alert level is very coarse. Therefore “alert levels” should be used carefully.
6.2.5 An M.A.Subpart G organisation of a small fleet of aircraft, when establishing
a reliability programme, should consider the following:
(a) The programme should focus on areas where a sufficient amount of data
is likely to be processed.
(b) When the amount of available data is very limited, the M.A. Subpart G
organisation’s engineering judgement is then a vital element. In the
following examples, careful engineering analysis should be exercised
before taking decisions:

CAR M Issue 2
 A “0” rate in the statistical calculation may possibly simply reveal that
enough statistical data is missing, rather that there is no potential
problem.
 When alert levels are used, a single event may have the figures reach
the alert level. Engineering judgement is necessary so as to discriminate
an artefact from an actual need for a corrective action.
 In making his engineering judgement, an M.A.Subpart G organisation is
encouraged to establish contact and make comparisons with other M.A.
Subpart G organisations of the same aircraft, where possible and
relevant. Making comparison with data provided by the manufacturer may
also be possible.
6.2.6 In order to obtain accurate reliability data, it should be recommended to pool
data and analysis with one or more other M.A. Subpart G organisation(s).
Paragraph 6.6 of this paragraph specifies under which conditions it is
acceptable that M.A. Subpart G organisations share reliability data.
6.2.7 Notwithstanding the above there are cases where the M.A.Subpart G
organisation will be unable to pool data with other M.A. Subpart G
organisation, e.g. at the introduction to service of a new type. In that case
DGCA should impose additional restrictions on the MRB/MPD tasks
intervals (e.g. no variations or only minor evolution are possible, and with
DGCA approval).
6.3 Engineering judgement
6.3.1 Engineering judgement is itself inherent to reliability programmes as no
interpretation of data is possible without judgement. In approving the M.A.
Subpart G organisation’s maintenance and reliability programmes, DGCA is
expected to ensure that the organisation which runs the programme (it may
be the M.A.Subpart G organisation, or an CAR-145 organisation under
contract) hires sufficiently qualified personnel with appropriate engineering
experience and understanding of reliability concept (see AMC M.A.706)
6.3.2 It follows that failure to provide appropriately qualified personnel for the
reliability programme may lead DGCA to reject the approval of the reliability
programme and therefore the aircraft maintenance programme.
6.4 Contracted maintenance
6.4.1 Whereas M.A.302 specifies that, the aircraft maintenance programme -
which includes the associated reliability programme-, should be managed
and presented by the CAMO to DGCA, CAMO subcontract certain functions
to the maintenance organisation under contract, provided this organisation
proves to have the appropriate expertise.
6.4.2 These functions are:
a) Developing the aircraft maintenance and reliability programmes,
b) Performing the collection and analysis of the reliability data,

CAR M Issue 2
c) Providing reliability reports, and
d) Proposing corrective actions to the M.A. Subpart G organisation.
6.4.3 Notwithstanding the above decision to implement a corrective action (or the
decision to request from DGCA the approval to implement a corrective
action) remains the M.A.Subpart G organisation’s prerogative and
responsibility. In relation to paragraph 6.4.2(d) above, a decision not to
implement a corrective action should be justified and documented.
6.4.4 The arrangement between the CAMO and the maintenance organisation
should be specified in the maintenance contract (see appendix XI to AMC
MA 708 ( c ) ) and the relevant CAME, and maintenance organization
procedures.
6.5 Reliability Programme
In preparing the programme details, account should be taken of this
paragraph. All associated procedures should be clearly defined.
6.5.1 Objectives
6.5.1.1 A statement should be included summarising as precisely as possible
the prime objectives of the programme. To the minimum it should include
the following:
 to recognise the need for corrective action,
 to establish what corrective action is needed and,
 to determine the effectiveness of that action
6.5.1.2 The extent of the objectives should be directly related to the scope of
the programme. Its scope could vary from a component defect
monitoring system for a small M.A. Subpart G organisation, to an
integrated maintenance management programme for a big M.A.Subpart
G organisation. The manufacturer’s maintenance planning documents
may give guidance on the objectives and should be consulted in every
case.
6.5.1.3 In case of a MSG-3 based maintenance programme, the reliability
programme should provide a monitor that all MSG-3 related tasks from
the maintenance programme are effective and their periodicity is
adequate.
6.5.2 Identification of items.
The items controlled by the programme should be stated, e.g. by ATA
Chapters. Where some items (e.g. aircraft structure, engines, APU) are
controlled by separate programmes, the associated procedures (e.g.
individual sampling or life development programmes, constructor’s structure
sampling programmes) should be cross referenced in the programme.
6.5.3 Terms and definitions.
The significant terms and definitions applicable to the programme should be
clearly identified. Terms are already defined in MSG-3, CAR-145 and
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CAR-M.
6.5.4 Information sources and collection.
6.5.4.1 Sources of information should be listed and procedures for the
transmission of information from the sources, together with the procedure
for collecting and receiving it, should be set out in detail in the CAME or
MOE as appropriate.
6.5.4.2 The type of information to be collected should be related to the objectives
of the Programme and should be such that it enables both an overall broad
based assessment of the information to be made and also allow for
assessments to be made as to whether any reaction, both to trends and to
individual events, is necessary. The following are examples of the normal
prime sources:
a. Pilots Reports.
b. Technical Logs.
c. Aircraft Maintenance Access Terminal / On-board
Maintenance System readouts.
d. Maintenance Worksheets.
e. Workshop Reports.
f. Reports on Functional Checks.
g. Reports on Special Inspections
h. Stores Issues/Reports.
i. Air Safety Reports.
j. Reports on Technical Delays and Incidents.
k. Other sources: EDTO/ETOPS, RVSM, CAT II/III.
6.5.4.3 In addition to the normal prime sources of information, due account

should be taken of continuing airworthiness and safety information
promulgated under CAR-21
6.5.5 Display of information.

Collected information may be displayed graphically or in a tabular format or a
combination of both. The rules governing any separation or discarding of
information prior to incorporation into these formats should be stated. The format
should be such that the identification of trends, specific highlights and related
events would be readily apparent.
6.5.5.1 The above display of information should include provisions for “nil
returns” to aid the examination of the total information.
6.5.5.2 Where “standards” or “alert levels” are included in the programme, the
display of information should be oriented accordingly.
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6.5.6 Examination, analysis and interpretation of the information.
The method employed for examining, analysing and interpreting the
programme information should be explained.
6.5.6.1 Examination.
Methods of examination of information may be varied according to the
content and quantity of information of individual programmes. These can
range from examination of the initial indication of performance variations
to formalised detailed procedures at specific periods, and the methods
should be fully described in the programme documentation.
6.5.6.2 Analysis and Interpretation.
The procedures for analysis and interpretation of information should be
such as to enable the performance of the items controlled by the
programme to be measured; they should also facilitate recognition,
diagnosis and recording of significant problems. The whole process
should be such as to enable a critical assessment to be made of the
effectiveness of the programme as a total activity. Such a process may
involve:
a. Comparisons of operational reliability with established or allocated

standards (in the initial period these could be obtained from in-
service experience of similar equipment of aircraft types).
b. Analysis and interpretation of trends.
c. The evaluation of repetitive defects.
d. Confidence testing of expected and achieved results.
e. Studies of life-bands and survival characteristics.
f. Reliability predictions.
g. Other methods of assessment.
6.5.6.3 The range and depth of engineering analysis and interpretation should
be related to the particular programme and to the facilities available. The
following, at least, should be taken into account:
a. Flight defects and reductions in operational reliability.
b. Defects occurring on-line and at main base.
c. Deterioration observed during routine maintenance.
d. Workshop and overhaul facility findings.
e. Modification evaluations.
f. Sampling programmes.
g. The adequacy of maintenance equipment and publications.
h. The effectiveness of maintenance procedures.
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i. Staff training.
j. Service bulletins, technical instructions, etc.
6.5.6.4 Where the M.A. Subpart G organisation relies upon contracted

maintenance and/or overhaul facilities as an information input to the
programme, the arrangements for availability and continuity of such
information should be established and details should be included.
6.5.7 Corrective Actions.

6.5.7.1 The procedures and time scales both for implementing corrective
actions and for monitoring the effects of corrective actions should be
fully described. Corrective actions shall correct any reduction in
reliability revealed by the programme and could take the form of:
a. Changes to maintenance, operational procedures or techniques.
b. Maintenance changes involving inspection frequency and content,
function checks, overhaul requirements and time limits, which will
require amendment of the scheduled maintenance periods or tasks
in the approved maintenance programme. This may include
escalation or de-escalation of tasks, addition, modification or
deletion of tasks.
c. Amendments to approved manuals (e.g. maintenance manual, crew
manual).
d. Initiation of modifications.
e. Special inspections of fleet campaigns.
f. Spares provisioning.
g. Staff training.
h. Manpower and equipment planning.
Note: Some of the above corrective actions may need DGCA approval
before implementation.
6.5.7.2 The procedures for effecting changes to the maintenance programme
should be described, and the associated documentation should include
a planned completion date for each corrective action, where applicable.
6.5.8 Organisational Responsibilities.
The organisational structure and the department responsible for the
administration of the programme should be stated. The chains of
responsibility for individuals and departments (Engineering, Production,
Quality, Operations etc.) in respect of the programme, together with the
information and functions of any programme control committees
(reliability group), should be defined. Participation of DGCA should be
stated. This information should be contained in the CAME as
appropriate.
6.5.9 Presentation of Information to DGCA.

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The following information should be submitted to DGCA for approval as
part of the reliability programme:
(a) The format and content of routine reports.
(b) The time scales for the production of reports together with their
distribution.
(c) The format and content of reports supporting request for increases in
periods between maintenance (escalation) and for amendments to
the approved maintenance programme. These reports should
contain sufficient detailed information to enable DGCA to make its
own evaluation where necessary.
6.5.10 Evaluation and Review.
Each programme should describe the procedures and individual
responsibilities in respect of continuous monitoring of the
effectiveness of the programme as a whole. The time periods and the
procedures for both routine and non-routine reviews of maintenance
control should be detailed (progressive, monthly, quarterly, or annual
reviews, procedures following reliability “standards” or “alert levels”
being exceeded, etc.).
6.5.10.1 Each Programme should contain procedures for monitoring and, as
necessary, revising the reliability “standards” or “alert levels”. The
organisational responsibilities for monitoring and revising the
“standards” should be specified together with associated time scales.
6.5.10.2 Although not exclusive, the following list gives guidance on the criteria
to be taken into account during the review.
(a) Utilisation (high/low/seasonal).
(b) Fleet commonality.
(c) Alert Level adjustment criteria.
(d) Adequacy of data.
(e) Reliability procedure audit.
(f) Staff training.
(g) Operational and maintenance procedures.
6.5.11 Approval of maintenance programme amendment
DGCA may authorise the M.A.Subpart G organisation to implement in
the maintenance programme changes arising from the reliability
programme results prior to their formal approval by the authority when
satisfied that ;
(a) the Reliability Programme monitors the content of the Maintenance
Programme in a comprehensive manner, and
(b) the procedures associated with the functioning of the “Reliability Group”
provide the assurance that appropriate control is exercised by the CAMO
over the internal validation of such changes.
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6.6 Pooling Arrangements.
6.6.1 In some cases, in order that sufficient data may be analysed it may be
desirable to “pool” data: i.e. collate data from a number of M.A. Subpart
G organisations of the same type of aircraft. For the analysis to be valid,
the aircraft concerned, mode of operation, and maintenance procedures
applied should be substantially the same: variations in utilisation
between two M.A. Subpart G organisations may more than anything,
fundamentally corrupt the analysis. Although not exhaustive the
following list gives guidance on the primary factors which need to be
taken into account.
(a) Certification factors, such as: aircraft TCDS compliance (variant) /
modification status, including SB compliance.
(b) Operational Factors, such as: operational environment / utilisation, e.g.
low/high/seasonal etc / respective fleet size operating rules applicable
(e.g. EDTO/ETOPS/RVSM/All Weather etc.) / operating procedures /
MEL and MEL utilization.
(c) Maintenance factors, such as: aircraft age maintenance procedures;
maintenance standards applicable; lubrication procedures and
programme; MPD revision or escalation applied or maintenance
programme applicable.
6.6.2 Although it may not be necessary for all of the foregoing to be completely
common, it is necessary for a substantial amount of commonality to prevail.
Decision should be taken by DGCA on a case by case basis.
6.6.3 In case of a short term lease agreement (less than 6 month) more flexibility
against the para 6.6.1 criteria may be granted by DGCA, so as to allow the
CAMO to operate the aircraft under the same programme during the lease
agreement effectivity.
6.6.4 Changes by any one of the M.A.Subpart G organisation to the above,

requires assessment in order that the pooling benefits can be maintained.
Where an M.A.Subpart G organisation wishes to pool data in this way, the
approval of DGCA should be sought prior to any formal agreement being
signed between M.A. Subpart G organisations.
6.6.5 Whereas this paragraph 6.6 is intended to address the pooling of data
directly between M.A.Subpart G organisations, it is acceptable that the
M.A.Subpart G organisation participates in a reliability programme managed
by the aircraft manufacturer, when DGCA is satisfied that the manufacturer
manages a reliability programme which complies with the intent of this
paragraph.

CAR M Issue 2
Appendix II to AMC MA 711 (a) (3):
Sub-contracting of Continuing Airworthiness Management Tasks
1. Subcontracted continuing airworthiness management tasks
1.1. To actively control the standards of the subcontracted organisation, the

CAMO should employ a person or group of persons who are trained and
competent in the disciplines associated with M.A Subpart G. As such, they
are responsible for determining what maintenance is required, when it has
to be performed, by whom and to what standard in order to ensure the
continuing airworthiness of the aircraft to be operated.
1.2. The CAMO should conduct a pre-subcontract audit to establish that the
organisation to be subcontracted can achieve the standards required by
M.A Subpart G in connection with those activities to be subcontracted.
1.3. The CAMO should ensure that the organisation to be subcontracted has
sufficient and qualified personnel who are trained and competent in the
functions to be subcontracted. In assessing the adequacy of personnel
resources, the CAMO should consider the particular needs of those
activities that are to be subcontracted, while taking into account the
subcontracted organisations existing commitments.
1.4. To be appropriately approved to subcontract continuing airworthiness
management tasks, the CAMO should have procedures for the
management control of these arrangements. The continuing airworthiness
management exposition should contain relevant procedures to reflect its
control of those arrangements made with the subcontracted organisation.
1.5. Subcontracted continuing airworthiness management tasks should be
addressed in a contract between the CAMO and the subcontracted
organisation. The contract should also specify that the subcontracted
organisation is responsible for informing the CAMO that is in turn
responsible for notifying the DGCA, of any subsequent changes that affect
their ability to fulfil the contract.
1.6. The subcontracted organisation should use procedures which set out the
manner of fulfilling its responsibilities with regard to the subcontracted
activities. Such procedures may be developed by either the subcontracted
organisation or the CAMO.
1.7. Where the subcontracted organisation develops its own procedures, they
should be compatible with the continuing airworthiness management
exposition and the terms of the contract. These should be accepted by
DGCA as extended procedures of the CAMO and as such should be cross-
referenced from the continuing airworthiness management exposition. One
current copy of the subcontracted organisation’s relevant procedures should
be kept by the CAMO and should be accessible to DGCA when needed.

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Note: Should any conflict arise between the subcontracted organisation’s
procedures and those of the CAMO, then the policy and procedures of the
continuing airworthiness management exposition will prevail.
1.8. The contract should also specify that the subcontracted organisation’s
procedures may only be amended with the agreement of the CAMO. The
CAMO should ensure that these amendments are compatible with its
continuing airworthiness management exposition and comply with M.A
Subpart G.
The CAMO should nominate the person responsible for continued

monitoring and acceptance of the subcontracted organisation’s procedures
and their amendments. The controls used to fulfil this function should be
clearly set out in the amendment section of the continuing airworthiness
management exposition detailing the level of CAMO involvement.
1.9. Whenever any elements of the continuing airworthiness management tasks
are subcontracted, the CAMO personnel should have access to all relevant
data in order to fulfil their responsibilities.
Note: The CAMO retains the authority to override, whenever necessary for
the continuing airworthiness of their aircraft, any recommendation of the
subcontracted organisation.
1.10. The CAMO should ensure that the subcontracted organisation continues to
have qualified technical expertise and sufficient resources to perform the
subcontracted tasks while complying with the relevant procedures. Failure
to do so may invalidate the CAMO approval.
1.11. The contract should provide for DGCA monitoring.
1.12. The contract should address the respective responsibilities to ensure that
any findings arising from the DGCA monitoring will be closed to the
satisfaction of the DGCA.
2. Accomplishment
This paragraph describes the topics which may be applicable to such

subcontracting arrangements.
2.1. Scope of work
The type of aircraft and their registrations, engine types and/or components
subject to the continuing airworthiness management tasks contract should
be specified.
2.2. Maintenance programme development and amendment
The CAMO may subcontract the preparation of the draft maintenance

programme and any subsequent amendments. However, the CAMO
remains responsible for assessing that the draft proposals meet its needs
CAR M Issue 2
and for obtaining DGCA approval; the relevant procedures should specify
these responsibilities. The contract should also stipulate that any data
necessary to substantiate the approval of the initial programme or an
amendment to this programme should be provided for CAMO agreement
and/or DGCA upon request.
2.3. Maintenance programme effectiveness and reliability
The CAMO should have a system in place to monitor and assess the
effectiveness of the maintenance programme based on maintenance and
operational experience. The collection of data and initial assessment may
be made by the subcontracted organisation; the required actions are to be
endorsed by the CAMO.
Where reliability monitoring is used to establish the effectiveness of the

maintenance programme, this may be provided by the subcontracted
organisation and should be specified in the relevant procedures. Reference
should be made to the approved maintenance and reliability programme.
Participation of the CAMO’s personnel in reliability meetings with the
subcontracted organisation should also be specified.
When providing reliability data, the subcontracted organisation is limited to

working with primary data/documents provided by the CAMO or data
provided by the CAMO’s contracted maintenance organisation(s) from
which the reports are derived. The pooling of reliability data is permitted if it
is acceptable to the DGCA.
2.4. Permitted variations to the maintenance programme
The reasons and justification for any proposed variation to scheduled

maintenance may be prepared by the subcontracted organisation.
Acceptance of the proposed variation should be granted by the CAMO. The
means by which the CAMO acceptance is given should be specified in the
relevant procedures. When outside the limits set out in the maintenance
programme, the CAMO is required to obtain approval by the DGCA.
2.5 Scheduled maintenance
Where the subcontracted organisation plans and defines maintenance

checks or inspections in accordance with the approved maintenance
programme, the required liaison with the CAMO, including feedback, should
be defined.
The planning control and documentation should be specified in the
appropriate supporting procedures. These procedures should typically set
out the CAMO’s level of involvement in each type of check. This will normally
involve the CAMO assessing and agreeing to a work specification on a
case-by-case basis for base maintenance checks. For routine line
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maintenance checks, this may be controlled on a day-to-day basis by the
subcontracted organisation subject to appropriate liaison and CAMO
controls to ensure timely compliance. This may typically include but is not
necessarily limited to:
— applicable work package, including job cards;
— scheduled component removal list;
— ADs to be incorporated;
— modifications to be incorporated.
The associated procedures should ensure that the CAMO is informed in a

timely manner on the accomplishment of such tasks.
2.6. Quality monitoring
The CAMO’s quality system should monitor the adequacy of the

subcontracted continuing airworthiness management task performance for
compliance with the contract and with M.A Subpart G. The terms of the
contract should therefore include a provision allowing the CAMO to perform
a quality surveillance (including audits) of the subcontracted organisation.
The aim of the surveillance is primarily to investigate and judge the
effectiveness of those subcontracted activities and thereby to ensure
compliance with M.A Subpart G and the contract. Audit reports may be
subject to review when requested by the DGCA.
2.7. Access to the competent authority
The contract should specify that the subcontracted organisation should

always grant access to the DGCA.
2.8. Maintenance data
The maintenance data used for the purpose of the contract should be
specified, together with those responsible for providing such documentation
and the DGCA responsible for the acceptance/approval of such data, when
applicable. The CAMO should ensure that such data, including revisions, is
readily available to the CAMO personnel and to those in the subcontracted
organisation who may be required to assess such data. The CAMO should
establish a ‘fast track’ means to ensure that urgent data is transmitted to the
subcontractor in a timely manner. Maintenance data may include but is not
necessarily limited to:
— the maintenance programme,

— airworthiness directives,
— service bulletins,
— major repairs/modification data,
— aircraft maintenance manual,
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— engine overhaul manual,
— aircraft illustrated parts catalogue (IPC),
— wiring diagrams,
— troubleshooting manual.
2.9 Airworthiness directives (ADs)
While the various aspects of AD assessment, planning and follow-up may

be accomplished by the subcontracted organisation, AD embodiment is
performed by a maintenance organisation. The CAMO is responsible for
ensuring timely embodiment of the applicable ADs and is to be provided with
notification of compliance. It, therefore, follows that the CAMO should have
clear policies and procedures on AD embodiment supported by defined
procedures which will ensure that the CAMO agrees to the proposed means
of compliance.
The relevant procedures should specify:
— what information (e.g. AD publications, continuing airworthiness

records, flight hours/cycles, etc.) the subcontracted organisation
needs from the CAMO;
— what information (e.g. AD planning listing, detailed engineering order,
etc.) the CAMO needs from the subcontracted organisation in order to
ensure timely compliance with the ADs.
To fulfil the above responsibility, the CAMO should ensure that it receives
current mandatory continued airworthiness information for the aircraft and
equipment it is managing.
2.10. Service bulletin (SB) modifications
The subcontracted organisation may be required to review and make

recommendations on the embodiment of an SB and other associated non-
mandatory material based on a clear policy established by the CAMO. This
should be specified in the contract.
2.11. Service life limit controls and component control/removal forecast
Where the subcontracted organisation performs planning activities, it should

be specified that the organisation should receive the current flight cycles,
flight hours, landings and/or calendar controlled details, as applicable, at a
frequency to be specified in the contract. The frequency should be such that
it allows the organisation to properly perform the subcontracted planning
functions. It, therefore, follows that there will need to be adequate liaison
between the CAMO, the contracted maintenance organisation(s) and the
subcontracted organisation. Additionally, the contract should specify how
the CAMO will be in possession of all current flight cycles; flight hours, etc.,
CAR M Issue 2
so that it may assure the timely accomplishment of the required
maintenance.
2.12. Engine health monitoring
If the CAMO subcontracts the on-wing engine health monitoring, the

subcontracted organisation should receive all the relevant information to
perform this task, including any parameter reading deemed necessary to be
supplied by the CAMO for this control. The contract should also specify what
kind of feedback information (such as engine limitation, appropriate
technical advice, etc.) the organisation should provide to the CAMO.
2.13. Defect control
Where the CAMO has subcontracted the day-to-day control of technical log
deferred defects, this should be specified in the contract and should be
adequately described in the appropriate procedures. The operator’s
MEL/CDL provides the basis for establishing which defects may be deferred
and the associated limits. The procedures should also define the
responsibilities and actions to be taken for defects such as AOG situations,
repetitive defects, and damage beyond the type certificate holder’s limits.
For all other defects identified during maintenance, the information should
be brought to the attention of the CAMO which, depending upon the
procedural authority granted by the DGCA, may determine that some
defects can be deferred. Therefore, adequate liaison between the CAMO,
its subcontracted organisation and contracted maintenance organisation
should be ensured.
The subcontracted organisation should make a positive assessment of

potential deferred defects and consider the potential hazards arising from
the cumulative effect of any combination of defects. The subcontracted
organisations should liaise with the CAMO to get its agreement following
this assessment.
Deferment of MEL/CDL allowable defects can be accomplished by a

contracted maintenance organisation in compliance with the relevant
technical log procedures, subject to the acceptance by the aircraft
commander.
2.14. Mandatory occurrence reporting
All incidents and occurrences that meet the reporting criteria defined in
CAR-M and CAR-145 should be reported as required by the respective
requirements. The CAMO should ensure that adequate liaison exists with
the subcontracted organisation and the maintenance organisation.
2.15. Continuing airworthiness records

CAR M Issue 2
They may be maintained and kept by the subcontracted organisation on

behalf of the CAMO, which remains the owner of these documents.
However, the CAMO should be provided with the current status of AD
compliance and service life-limited components in accordance with the
agreed procedures. The CAMO should also be granted unrestricted and
timely access to the original records as and when needed. Online access to
the appropriate information systems is acceptable.
The record-keeping requirements of Part-M should be met. Access to the

records by duly authorised members of the DGCA should be granted upon
request.
2.16. Check flight procedures
Check flights are performed under the control of the CAMO. Check flight
requirements from the subcontracted organisation or contracted
maintenance organisation should be agreed by the CAMO.
2.17. Communication between the CAMO and the subcontracted organisation
2.17.1. In order to fulfil its airworthiness responsibility, the CAMO needs to

receive all the relevant reports and relevant maintenance data. The contract
should specify what information should be provided and when.
2.17.2. Meetings provide one important cornerstone whereby the CAMO can fulfil
part of its responsibility for ensuring the airworthiness of the operated
aircraft. They should be used to establish good communication between the
CAMO, the subcontracted organisation and the contracted maintenance
organisation. The terms of the contract should include, whenever
appropriate, the provision for a certain number of meetings to be held
between the involved parties. Details of the types of liaison meetings and
associated terms of reference of each meeting should be documented. The
meetings may include but are not limited to all or a combination of:
(a) Contract review
Before the contract is enforced, it is very important that the technical

personnel of both parties, that are involved in the fulfilment of the contract,
meet in order to be sure that every point leads to a common understanding
of the duties of both parties.
(b) Work scope planning meeting
Work scope planning meetings may be organised so that the tasks to be

performed are commonly agreed.
(c) Technical meeting

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Scheduled meetings should be organised in order to review on a regular
basis and agree on actions on technical matters such as ADs, SBs, future
modifications, major defects found during shop visit, reliability, etc.
(d) Quality meeting
Quality meetings should be organised in order to examine matters raised by

the CAMO’s quality surveillance and the DGCA monitoring activity and to
agree on necessary corrective actions.
(e) Reliability meeting
When a reliability programme exists, the contract should specify the

involvement of the CAMO and of the subcontracted organisation in that
programme, including their participation in reliability meetings. Provision to
enable DGCA participation in the periodical reliability meetings should also
be made.

CAR M Issue 2
Appendix III to GM M.B 303(d) Key Risk Elements – Refer APM Chapter-3A

CAR M Issue 2
Appendix IV to AMC M.A.604 Maintenance Organisation Manual

1. Purpose
The maintenance organisation manual is the reference for all the work carried out
by the approved maintenance organisation. It should contain all the means
established by the organisation to ensure compliance with CAR-M according to
the extent of approval and the privileges granted to the organisation.
The maintenance organisation manual should define precisely the work that the
approved maintenance organisation is authorised to carry out and the
subcontracted work. It should detail the resources used by the organisation, its
structure and its procedures.
2. Content
A typical Maintenance Organisation Manual for a small organisation (less than 10
maintenance staff) should be designed to be used directly on a day to day basis.
The working documents and lists should be directly included into the manual. It
should contain the following:
Part A — General
- Table of content
- List of effective pages
- Record of amendments
- Amendment procedure
- Drafting
- Amendments requiring direct approval by DGCA
- Approval
 Distribution
- Name or title of each person holding a copy of the manual
 Accountable manager statement

- Approval of the manual
- Statement that the maintenance organisation manual and any incorporated
document identified therein reflect the organisation’s means of compliance
with CAR-M
- Commitment to work according to the manual
- Commitment to amend the manual when necessary

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Part B — Description
 Organisation’s scope of work

- Description of the work carried out by the organisation (type of product,
type of work) and subcontracted work
- Identification of the level of work which can be performed at each facility.
 General presentation of the organisation
- Legal name and social status
 Name and title of management personnel
- Accountable manager
- Senior managers
- Duties and responsibilities
 Organisation chart
 Certifying staff
 Minimum qualification and experience
 List of authorised certifying staff their scope of qualification and the
personal authorisation reference
 Personnel
- Technical personnel (number, qualifications and experience)
- Administrative personnel (number)
 General description of the facility
- Geographical location (map)
- Plan of hangars
- Specialised workshops
- Office accommodation
- Stores
- Availability of all leased facilities.
 Tools, equipment and material
- List of tools, equipment and material used (including access to tools used
on occasional basis)
- Test apparatus
- Calibration frequencies
 Maintenance data
- List of maintenance data used in accordance with M.A.402, and appropriate
amendment subscription information (including access to data used on
occasional basis).

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Part C — General Procedures
 Organisational review
- Purpose (to insure that the approved maintenance organisation continues
to meet the requirements of CAR-M)
- Responsibility
- Organisation, frequency, scope and content (including processing of
findings)
- Planning and performance of the review
- Organisational review checklist and forms
- Processing and correction of review findings
- Reporting
- Review of subcontracted work
 Training
- Description of the methods used to ensure compliance with the personnel
qualification and training requirements (certifying staff training, specialised
training)
- Description of the personnel records to be retained
 Sub contracting of specialised services
- Selection criteria and control
- Nature of sub contracted work
- List of sub contractors
- Nature of arrangements
- Assignment of responsibilities for the certification of the work performed
 One time authorisations
- Maintenance checks
- Certifying staff
Part D — Working Procedures
 Work order acceptance

 Preparation and issue of the work package
- Control of the work order
- Preparation of the planned work
- Work package content (copy of forms, work cards, procedure for their use,
distribution)
- Responsibilities and signatures needed for the authorisation of the work
 Logistics
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- Persons/functions involved
- Criteria for choosing suppliers
- Procedures used for incoming inspection and storage of parts, tools and
materials
- Copy of forms and procedure for their use and distribution
 Execution
- Persons/functions involved and respective role
- Documentation (work package and work cards)
- Use of work cards or manufacturer’s documentation
- Procedures for accepting components from stores including eligibility
check
- Procedures for returning unserviceable components to stores
 Release to Service – Certifying staff

- Authorised certifying staff functions and responsibilities.
 Release to Service - Supervision
- Detailed description of the system used to ensure that all maintenance
tasks, applicable to the work requested of the approved maintenance
organisation, have been completed as required.
- Supervision content
- Control of the work package
 Release to Service – Certificate of release to service
- Procedure for signing the CRS (including preliminary actions)
- Certificate of release to service wording and standardised form
- Completion of the aircraft continuing airworthiness record system
- Completion of CA Form 1
- Incomplete maintenance
- Check flight authorisation
- Copy of CRS and CA Form 1
 Records
 Special procedures
Such as specialised tasks, disposal of unsalvageable components, re-
certification of parts not having a CA Form 1, etc.

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 Occurrence reporting
- Occurrences to be reported
- Timeframe of reports
- Information to be reported
- Recipients
 Management of indirect approval of the manual
- Amendments content eligible for indirect approval
- Responsibility
- Traceability
- Information to DGCA
- Final validation
Part E – Appendices
 Sample of all documents used.

 List of maintenance locations.
 List of CAR 145 or M.A. Subpart F organisations.
 List of Sub contracting of specialised services
3. Approval
DGCA should approve the manual in writing. This will normally be done by
approving a list of effective pages.
Minor amendments, or amendments to a large capability list, can be approved

indirectly, through a procedure approved by DGCA.
4. Continuous compliance with CAR-M

When a maintenance organisation manual no longer meets the requirements of
this CAR-M, whether through a change in CAR-M, a change in the organisation
or its activities, or through an inadequacy shown to exist by verification
inspections conducted under the organisational review, or any other reason that
affects the manuals conformity to requirements, the approved maintenance
organisation is responsible to prepare and have approved an amendment to its
manual.
5. Distribution
The manual describes how the organisation works therefore the manual or
relevant parts thereof need to be distributed to all concerned staff in the
organisation and contracted organisations.

CAR M Issue 2
Appendix V to AMC M.A.704
Continuing Airworthiness Management Organisation Exposition
Continuing airworthiness management exposition
Table of Content
Part 0 General Organisation
0.1 Corporate commitment by the accountable manager.
0.2 General information.
0.4 Management organisation chart.
0.5 Notification procedure to DGCA regarding changes to the organisation's
activities / approval / location / personnel.
0.6 Exposition amendment procedures.
Part 1 Continuing Airworthiness Management Procedures
1.1 Aircraft technical log utilisation and MEL application.
Aircraft continuing airworthiness record system utilization.
1.2 Aircraft maintenance programmes – development amendment and approval.
1.3 Time and continuing airworthiness records, responsibilities, retention, access.
1.4 Accomplishment and control of airworthiness directives.
1.5 Analysis of the effectiveness of the maintenance programme(s).
1.6 Non mandatory modification embodiment policy.
1.7 Major repair and modification standards.
1.8 Defect reports.
1.9 Engineering activity.
1.10 Reliability programmes.
1.11 Pre-flight inspections.
1.12 Aircraft weighing.
1.13 Check flight procedures.
Part 2 Quality System
2.1 Continuing airworthiness quality policy, plan and audits procedure.
2.2 Monitoring of continuing airworthiness management activities.
2.3 Monitoring of the effectiveness of the maintenance programme(s).
2.4 Monitoring that all maintenance is carried out by an appropriate maintenance
Organisation
2.5 Monitoring that all contracted maintenance is carried out in accordance with the
contract, including sub-contractors used by the maintenance contractor.
2.6 Quality audit personnel.
Part 3 Contracted Maintenance
3.1 Maintenance contractor selection procedure.
3.2 Quality audit of aircraft.
CAR M Issue 2
Part 4 Airworthiness Review Procedures

4.1 Airworthiness review staff.
4.2 Review of aircraft records.
4.3 Physical inspection
4.4 Additional procedures for recommendations to DGCA for the import of aircraft
4.5 Recommendations to DGCA for the issue of ARC.
4.6 Issue of ARC.
4.7 Airworthiness review records, responsibilities, retention and access.
Part 5 Appendices
5.1 Sample documents.
5.2 List of airworthiness review staff.
5.3 List of sub-contractors as per M.A.711 (a) 3.
5.4 List of contracted approved maintenance organisations.
5.5 Copy of contracts for sub-contracted work [appendix II to AMC M.A.711 (a)(3)].
LIST OF EFFECTIVE PAGES
Page Revision Page Revision Page Revision

1 Original 3 Original 5 Original
2 Original 4 Original …. ….
DISTRIBUTION LIST
(The document should include a distribution list to ensure proper distribution of the manual
and to demonstrate to DGCA that all personnel involved in continuing airworthiness
activities have access to the relevant information. This does not mean that all personnel
have to receive a manual, but that a reasonable amount of manuals is distributed within
the organisation(s) so that personnel concerned have quick and easy access to the
manual.
Accordingly, the continuing airworthiness management exposition should be distributed

to:
1 the operator's or the organisation’s management personnel and to any person at a

lower level as necessary; and,
2 the CAR-145 or M.A. Subpart F contracted maintenance organisation(s) ; and,
3 DGCA

CAR M Issue 2
PART 0 General organisation
0.1 Corporate commitment by the accountable manager
(The accountable manager's exposition statement should embrace the intent of

the following paragraph and in fact this statement may be used without
amendment. Any amendment to the statement should not alter its intent.)
This exposition defines the organisation and procedures upon which the M.A.
Subpart G approval of XXX under CAR-M is based.
These procedures are approved by the undersigned and must be complied with,
as applicable; in order to ensure that all the continuing airworthiness activities
including maintenance for aircraft managed by XXX are carried out on time to an
approved standard.

with any new or amended regulation published by DGCA from time to time where
these new or amended regulations are in conflict with these procedures.
DGCA will approve this organisation whilst DGCA is satisfied that the procedures
are being followed. It is understood that DGCA reserves the right to suspend, limit
or revoke the M.A. Subpart G continuing airworthiness management approval of
the organisation, as applicable, if DGCA has evidence that the procedures are
not followed and the standards not upheld.
In the case of air operator certified in accordance with DGCA regulation,

suspension or revocation of the approval of the CAR- M Subpart G continuing
airworthiness management l organisation would invalidate the AOC.
0.2 General Information
a) Brief description of the organisation
(This paragraph should describe broadly how the whole organisation [i.e.
including the whole operator in the case of air operator certified in accordance
with DGCA regulation or the whole organisation when other approvals are held]
is organised under the management of the accountable manager, and should
refer to the organisation charts of paragraph 0.4.)
b) Relationship with other organisations
(This paragraph may not be applicable to every organisation.)
(1) Subsidiaries / Mother Company
(For clarity purpose, where the organisation belongs to a group, this paragraph
should explain the specific relationship the organisation may have with other

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members of that group - e.g. links between XXX Airlines, XXX Finance, XXX

CAR M Issue 2
Leasing, XXX Maintenance, etc...)
(2) Consortiums
(Where the organisation belongs to a consortium, it should be indicated here. The
other members of the consortium should be specified, as well as the scope of
organisation of the consortium [e.g.operations, maintenance, design
(modifications and repairs), production etc...]. The reason for specifying this is
that consortium maintenance may be controlled through specific contracts and
through consortium's policy and/or procedures manuals that might unintentionally
override the maintenance contracts. In addition, in respect of international
consortiums, the respective competent authorities should be consulted and their
agreement to the arrangement should be clearly stated. This paragraph should
then make reference to any consortium's continuing airworthiness related manual
or procedure and to any DGCA agreement that would apply.)
c) Scope of work — Aircraft managed

(This paragraph should specify the scope of the work for which the CAMO is
approved. This paragraph may include aircraft type/series, aircraft registrations,
owner/operator, contract references, etc. The following is given as an example.)
Aircraft Date Aircraft Aircraft Owner/ CAMO

type/series included maintenance registration(s) operator contract
in the programme or reference
scope of ‘generic/baseline ’
work maintenance
programme
For air operator certified in accordance with Schedule XI of aircraft rule 1937, this
paragraph can make reference to the operations specifications or operations
manual where the aircraft registrations are listed.
(Depending on the number of aircraft, this paragraph may be updated as follows:
1. the paragraph is revised each time an aircraft is removed from or added in
the list.
2. the paragraph is revised each time a type of aircraft or a significant number
of aircraft is removed from or added to the list. In that case the paragraph
should explain where the current list of aircraft managed is available for
consultation.)
d) Type of operation
(This paragraph should give broad information on the type of operations such as:
commercial air transport operations, (commercial) specialised operations,
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training organisation, NCC, NCO, aerial work, long haul/short haul/regional,
scheduled/charter, regions/countries/continents flown, etc)
0.3 Management personnel
a) Accountable manager
(This paragraph should address the duties and responsibilities of the accountable
manager as regards CAR M.A. subpart G approvals and should demonstrate that
he/she has corporate authority for ensuring that all continuing airworthiness
activities can be financed and carried out to the required standard.)
b) Nominated post holder for continuing airworthiness referred to in

M.A.706(d)
(This paragraph should:-
-Emphasise that the nominated post holder for continuing airworthiness is
responsible to ensure that all maintenance is carried out on time to an approved
standard; and
 Describe the extent of his/her authority as regards his/her CAR-M
responsibility for continuing airworthiness.
c) Continuing airworthiness coordination
(This paragraph should list in sufficient detail the job functions that constitute the
"group of persons" as required by M.A.706(c) so as to show that all the continuing
airworthiness responsibilities as described in CAR-M are covered by the persons
that constitute that group. In the case of small operators, where the "Nominated
Post holder for continuing airworthiness constitutes himself the "group of
persons", this paragraph may be merged with the previous one.)
d) Duties and responsibilities
(This paragraph should further elaborate the duties and responsibilities of all the
nominated persons and of any other management personnel.)
e) Manpower resources and training policy
(1) Manpower resources
(This paragraph should give broad figures to show that the number of people
assigned to the performance of the approved continuing airworthiness activity is
adequate. It is not necessary to give the detailed number of employees of the
whole company but only the number of those involved in continuing airworthiness.
This could be presented as follows :)
As of date/ Months / year, the number of employees assigned to the performance
of the continuing airworthiness management system is the following:

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Full Time Part Time in

equivalent full
time
Quality monitoring AA aa = AA’
Continuing airworthiness BB bb = BB’
management
(Detailed information about the BB1 bb1 = BB1’

management group of persons) BB2 bb2 = BB2’
Other... CC cc =CC’
Total TT tt = TT’
Total Man hours TT + TT’
(Note: According to the size and complexity of the organisation, this

table may be further developed or simplified)
(2) Training policy
(This paragraph should show that the training and qualification standards for the
personnel mentioned above are consistent with the size and complexity of the
organisation. It should also explain how the need for recurrent training is
assessed and how training recording and follow-up is performed)
0.4 Management Organisation Charts
a) General Organisation Chart
This flow chart should provide a comprehensive understanding of the whole

company's organisation. For example in the case of an AOC holder:

CAR M Issue 2
b) Continuing airworthiness management organisation chart
This flow chart should give further details on the continuing airworthiness
Management system, and should clearly show the independence of the quality
monitoring system, including the links between the quality department and the
other departments (see example below). This flow chart may be combined with
the one above or subdivided as necessary, depending on the size and the
complexity of the organisation. For example in the case of an AOC holder:
0.5 Procedure to notify DGCA of changes to the organisation's activities /

approval / location / personnel
(This paragraph should explain the cases where the company should inform
DGCA prior to incorporating proposed changes; for instance:
The accountable manager (or any nominated person such as the nominated
postholder or the quality manager) will notify the DGCA of any change
concerning:
1.1 the company's name and location(s)
1.2 the group of person as specified in paragraph 0.3.c); and
1.3 Operations, procedures and technical arrangements, as far as they may
affect the approval.
XXX will not incorporate such changes until they have been assessed and
approved by DGCA.)
0.6 Exposition amendment procedure
(This paragraph should explain who is responsible for the amendment of the
exposition and its submission to DGCA for approval. This may include, if agreed
by DGCA, the possibility for the approved organisation to approve internally minor
amendments that have no impact on the approval held. The paragraph should
then specify what types of amendments are considered minor and major, and
what the approval procedures for both cases are.)
CAR M Issue 2
Part 1
Continuing Airworthiness Management Procedures
1.1 Aircraft technical log utilisation and MEL application

or
1.1 Aircraft continuing airworthiness record system utilisation
a) Aircraft technical log and/or continuing airworthiness record system
(1) General
(It may be useful to recall , in this introduction paragraph, the purpose of the
aircraft technical log system and/or continuing airworthiness record system, with
special care to the options of M.A.305 and M.A.306 For that purpose, paragraphs
of M.A.305 and M.A.306 may be quoted or further explained.)
(2) Instructions for use

(This paragraph should provide instructions for using the aircraft technical log and/or
continuing airworthiness record system. It should emphasise the respective
responsibilities of the maintenance personnel and operating crew. Samples of the
technical log and/or continuing airworthiness record system should be included in
Part 5 "Appendices" in order to provide enough detailed instructions.)
(3) Aircraft technical log approval

(This paragraph should explain who is responsible for submitting the aircraft
technical log any subsequent amendment there to DGCA for approval and what
is the procedure to be followed)
b) M.E.L. application
(The MEL is a document not controlled by the CAMO and the decision of whether
accepting or not operation with a defect deferred in accordance with the MEL is
normally remains the responsibility of the operating crew. This paragraph should
explain in sufficient detail the MEL application procedure, because the MEL is a
tool that the personnel involved in continuing airworthiness and maintenance
have to be familiar with in order to ensure proper and efficient communication
with the crew in case of a defect rectification to be deferred.)
(This paragraph does not apply to those types of aircraft that do not have an MEL)
(1) General
(This paragraph should explain broadly what a MEL document is. The
information could be extracted from the aircraft flight manual.)
(2) MEL categories
(Where an owner/operator uses a classification system placing a time constraint
on the rectification of such defect, it should be explained here what are the

CAR M Issue 2
general principles of such a system. It is essential for the personnel involved in
continuing airworthiness and maintenance to be familiar with it for the
management of MEL's deferred defect rectification.)
(3) Application
(This paragraph should explain how the continuing airworthiness and
maintenance personnel make the flight crew aware of an MEL limitation. This
should refer to the technical log procedures)
(4) Acceptance by the crew.

(This paragraph should explain how the crew notifies their acceptance or non
acceptance of the MEL deferment in the technical log)
(5) Management of the MEL time limits

(Once a technical limitation is accepted by the crew, the defect must be rectified
within the time limit specified in the MEL. There should be a system to ensure that
the defect will actually be rectified before that time limit. This system could be the
aircraft technical log for those [small] operators that use it as a planning document,
or a specific follow-up system, where control of the maintenance time limit is ensured
by other means such as data processed planning systems.)
(6) MEL Time Limitation Overrun

(DGCA may allow the owner/operator to overrun the MEL time limitation under
specific conditions. Where applicable, this paragraph should describe the specific
duties and responsibilities with regard to controlling these extensions.)
1.2 Aircraft maintenance programmes - development and amendment

a) General
(This introductory paragraph should recall that the purpose of a maintenance
programme is to provide maintenance planning instructions necessary for the
safe operation of the aircraft.)
b) Content
(This paragraph should explain what is [are] the format[s] of the aircraft
maintenance programme[s]. Appendix I to AMC M.A.302 (a) and M.B.301(d)
should be used as a guideline to develop this paragraph.)
c) Development
(1) Sources
(This paragraph should explain what are the sources [MRB, MPD, Maintenance
Manual, etc.] used for the development of an aircraft maintenance programme.)
(2) Responsibilities
(This paragraph should explain who is responsible for the development of an
aircraft maintenance programme)

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(3) Manual amendments
(This paragraph should demonstrate that there is a system for ensuring the
continuing validity of the aircraft maintenance programme. Particularly, it should
show how any relevant information is used to update the aircraft maintenance
programme. This should include, as applicable, MRB report revisions,
consequences of modifications, manufacturers and DGCA recommendations, in
service experience, and reliability reports.)
(4) Acceptance by the authority
(This paragraph should explain who is responsible for the submission of the
maintenance programme to DGCA and what the procedure to follow is. This
should in particular address the issue of the approval for variation to maintenance
periods either by the DGCA or by a procedure in the maintenance programme for
the organisation to approve internally certain changes.)
1.3 Time and continuing airworthiness records, responsibilities, retention

and access
a) Hours and cycles recording
(The recording of flight hours and cycles is essential for the planning of
maintenance tasks. This paragraph should explain how the continuing
airworthiness management organisation has access to the current flight hours
and cycle information and how it is processed through the organisation.)
b) Records
(This paragraph should give in detail the type of company documents that are
required to be recorded and what are the recording period requirements for each
of them. This can be provided by a table or series of tables that would include the
following:
- Family of document [if necessary],
- Name of document,
- Retention period,
- Responsible person for retention,
- Place of retention,)
c) Preservation of records
(This paragraph should set out the means provided to protect the records from
fire, floods, etc.. as well as the specific procedures in place to ensure that the
records will not been altered during the retention period [especially computer
record].)
d) Transfer of continuing airworthiness records
(This paragraph should set out the procedure for the transfer of records in case
of purchase/lease-in, sale/lease-out and transfer of an aircraft to another
organisation. In particular, it should specify which records have to be transferred
and who is responsible for the coordination [if necessary] of the transfer.)

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1.4 Accomplishment and control of Airworthiness Directives
(This paragraph should demonstrate that there is a comprehensive system in
place for the management of airworthiness directives. This paragraph may, for
instance, include the following Sub-paragraphs :)
a) Airworthiness directive information
(This paragraph should explain what the AD information sources are and who
receives them in the company. Where available, multiple sources [e.g.
EASA/FAA/ DGCA+manufacturer or association] may be useful.)
b) Airworthiness directive decision
(This paragraph should explain how and by whom the AD information is analysed
and what kind of information is provided to the contracted maintenance
organisations in order to plan and to perform the airworthiness directive. This
should include as necessary a specific procedure for the management of
emergency airworthiness directive)
c) Airworthiness directive control
(This paragraph should specify how the organisation manages to ensure that all
the applicable airworthiness directives are accomplished and that they are
accomplished on time. This should include a close loop system that allows
verifying that for each new or revised airworthiness directive and for each aircraft:
 the AD is not applicable, or

 if the AD is applicable:
- the Airworthiness Directive is not yet accomplished but the time limit is
not overdue,
- the Airworthiness Directive is accomplished, and any repetitive
inspection is identified and performed.
This may be a continuous process or may be based on scheduled reviews.)
1.5 Analysis of the effectiveness of the maintenance programme

(This paragraph should show what tools are used in order to analyse the
efficiency of the maintenance programme, such as:
 pilot reports (PIREPS),
 air turnbacks,
 spare consumption,
 repetitive technical occurrence and defect,
 technical delays analysis [through statistics if relevant],
 technical incidents analysis [through statistics if relevant],
 etc...
This paragraph should also indicate by whom and how this data is analysed,
what the decision process to take action is and what kind of action could be taken.
This may include:
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 amendment of the maintenance programme,
 amendment of maintenance or operational procedures,
 etc..)
1.6 Non-mandatory modification embodiment policy
(This paragraph should specify how the non-mandatory modification information
is processed through the organisation, who is responsible for its assessment
against the operator's/owner’s own needs and operational experience, what are
the main criteria for decision and who takes the decision of implementing [or not]
a non-mandatory modification)
1.7 Major repair modification standards
(This paragraph should set out a procedure for the assessment of the approval status
of any major repair or modification before embodiment. This will include the
assessment of the need of an Agency or design organisation approval. It should
also identify the type of approval required, and the procedure to follow to have a
repair or modification approved by DGCA or design organisation)
1.8 Defect reports

a) Analysis
(This paragraph should explain how the defect reports provided by the contracted
maintenance organisations are processed by the continuing airworthiness
management organisation. Analysis should be conducted in order to give
elements to activities such as maintenance programme evolution and non
mandatory modification policy.)
b) Liaison with manufacturers and regulatory authorities
(Where a defect report shows that such defect is likely to occur to other aircraft,
a liaison should be established with the manufacturer and the certification DGCA,
so that they may take all the necessary action.)
c) Deferred defect policy
(Defects such as cracks and structural defect are not addressed in the MEL and
CDL. However, it may be necessary in certain cases to defer the rectification of
a defect. This paragraph should establish the procedure to be followed in order
to be sure that the deferment of any defect will not lead to any safety concern.
This will include appropriate liaison with the manufacturer.)
1.9 Engineering activity

(Where applicable, this paragraph should present the scope of the organisation’s
engineering activity in terms of approval of modification and repairs. It should set
out a procedure for developing and submitting a modification/repair design for
approval to DGCA and include reference to the supporting documentation and
forms used. It should identify the person in charge of accepting the design before
submission to the DGCA.
Where the organisation has a DOA capability under CAR 21, it should be
indicated here and the related manuals should be referred too.)
1.10 Reliability programmes

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(This paragraph should explain appropriately the management of a reliability
programme. It should at least address the following:
-extent and scope of the reliability programmes,
-specific organisational structure, duties and responsibilities,
-establishment of reliability data,
-analysis of the reliability data,
-corrective action system (maintenance programme amendment),
-scheduled reviews (reliability meetings, and when the participation of DGCA is
needed.)
(This paragraph may, where necessary, be subdivided as follows :)
a) Airframe
b) Propulsion
c) Component
1.11 Pre-flight inspections
(This paragraph should show how the scope and definition of pre-flight inspection,
that is usually performed by the operating crew , are kept consistent with the
scope of the maintenance performed by the contracted maintenance
organisations. It should show how the evolution of the pre-flight inspection content
and the maintenance programme are concurrent.)
(The following paragraphs are self explanatory. Although these activities are
normally not performed by continuing airworthiness personnel, these paragraphs
have been placed here in order to ensure that the related procedures are
consistent with the continuing airworthiness activity procedures.)
a) Preparation of aircraft for flight
b) Sub-contracted ground-handling function
c) Security of Cargo and Baggage loading
d) Control of refueling, Quantity/Quality
e) Control of snow, ice, residues from de-icing or anti-icing operations, dust
and sand contamination to an approved standard.
1.12 Aircraft weighing
(This paragraph should state the cases where an aircraft has to be weighed [for
instance after a major modification because of weight and balance operational
requirements, etc.] who performs it, according to which procedure, who calculates
the new weight and balance, and how the result is processed in the organisation.)
1.13 Check flight procedures
(The criteria for performing a check flight are normally included in the aircraft
maintenance programme. This paragraph should explain how the check flight
procedure is established in order to meet its intended purpose [for instance after
a heavy maintenance check, after engine or flight control removal installation,
etc.], and the release procedures to authorise such a check flight.)
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Part 2
Quality System
2.1 Continuing airworthiness quality policy, plan and audit procedure

a) Continuing airworthiness quality policy
(This paragraph should include a formal Quality Policy statement- that is a
commitment to what the Quality System is intended to achieve. It should include
as a minimum the monitoring compliance with CAR- M and with any additional
standards specified by the organisation.)
b) Continuing airworthiness quality plan
(This paragraph should show how the quality plan is established. The quality plan
will consist of a quality audit and sampling schedule that should cover all the areas
specific to CAR M in a definite period of time. However, the scheduling process
should also be dynamic and allow for special evaluations when trends or concerns
are identified. In case of subcontracting, this paragraph should also address the
planning of the auditing of subcontractors at the same frequency with the rest of
the organisation.)
c) Continuing airworthiness quality audit procedure
(Quality audit is a key element of the quality system. Therefore, the quality audit
procedure should be sufficiently detailed to address all the steps of an audit from
preparation to conclusion; it should show the audit report format [e.g. by ref. to
paragraph 5.1 "sample of document"], and should explain the rules for the
distribution of audits reports in the organisation [e.g. involvement of the Quality
Manager, Accountable Manager, Nominated Post holder, etc...].)
d) Continuing airworthiness quality audit remedial action procedure
(This paragraph should explain what system is put in place in order to ensure that
the corrective actions are implemented on time and that the result of the
corrective actions meets the intended purpose. For instance, where this system
consists in periodical corrective actions review, instructions should be given on
how such reviews should be conducted and what should be evaluated.)
2.2 Monitoring of continuing airworthiness management activities
(This paragraph should set out a procedure to periodically review the activities of
the continuing airworthiness management personnel and how they fulfil their
responsibilities, as defined in Part 0.)
2.3 Monitoring of the effectiveness of the maintenance programme(s)
(This paragraph should set out a procedure to periodically review that the
effectiveness of the maintenance programme(s) is actually analysed as defined
in Part 1.)
2.4 Monitoring that all maintenance is carried out by an appropriate
maintenance organisation
CAR M Issue 2
approval of the contracted maintenance organisations is relevant for the
maintenance of the operator's fleet. This may include feedback information from
any contracted organisation on any actual or contemplated amendment in order
to ensure that the maintenance system remains valid and to anticipate any
necessary change in the maintenance agreements.
If necessary, the procedure may be subdivided as follows:
a. Aircraft maintenance
b. Engines
c. Components
2.5 Monitoring that all contracted maintenance is carried out in
accordance with the contract, including sub-contractors used by the
maintenance contractor
continuing airworthiness management personnel are satisfied that all contracted
maintenance is carried out in accordance with the contract. This may include a
procedure to ensure that the system allows all the personnel involved in the
contract [including the contractors and his subcontractors] to be familiarize
themselves with its terms and that, for any contract amendment, relevant
information is distributed in the organisation and to the contractor.)
2.6 Quality audit personnel
(This paragraph should establish the required training and qualification standards
for auditors. Where persons act as a part-time auditor, it should be emphasized
that they must not be directly involved in the activity they are auditing.)
Part 3
Contracted Maintenance
3.1 Procedure for contracted maintenance.

a) Procedures for the development of maintenance contracts
(This paragraph should explain the procedures that the organisation follows to
develop the maintenance contract. The CAMO processes to implement the
different elements described in Appendix XI to AMC M.A.708(c) should be
explained. In particular, it should cover responsibilities, tasks and interaction with
the maintenance organisation and with the owner/operator.
This paragraph should also describe, when necessary, the use of work orders for
unscheduled line maintenance and component maintenance as per M.A.708(d).
The organisation may develop a work order template to ensure that the applicable
elements of Appendix XI to AMC M.A.708(c) are considered. Such a template
should be included in Part 5.1.
b) Maintenance contractor selection procedure
(This paragraph should explain how a maintenance contractor is selected by the
continuing airworthiness management organisation. Selection should not be
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limited to the verification that the contractor is appropriately approved for the type
of aircraft, but also that the contractor has the industrial capacity to undertake the
required maintenance. The selection procedure should preferably include a
contract review process in order to ensure that:
- the contract is comprehensive and that it has no gap or unclear area,
- everyone involved in the contract [both at the continuing airworthiness
management organisation and at the maintenance contractor] agrees with
the terms of the contract and fully understand their responsibilities.
- that functional responsibilities of all parties are clearly identified.
The CAMO should agree with the operator on the process to select a
maintenance organisation before concluding any contract with a maintenance
organisation.)
3.2 Quality audit of aircraft

(This paragraph should set out the procedure when performing a quality audit of
an aircraft. It should set out the differences between an airworthiness review and
a quality audit. This procedure may include:
 compliance with approved procedures;
 contracted maintenance is carried out in accordance with the contract;
 continued compliance with CAR- M. )
Part 4
Airworthiness Review Procedures
4.1 Airworthiness review staff

(This paragraph should establish the working procedures for the assessment of
the airworthiness review staff. The assessment addresses experience,
qualification, training etc. A description should be given regarding the issuance of
authorisations for the airworthiness review staff and how records are kept and
maintained.)
4.2 Review of aircraft records
(This paragraph should describe in detail the aircraft records that are required to
be reviewed during the airworthiness review. The level of detail that needs to be
reviewed as well as the number of records that need to be reviewed during a
sample check should be described.)
4.3 Physical Survey
(This paragraph should describe how the physical inspection needs to be
performed. It should list the topics that need to be reviewed, the physical areas
of the aircraft to be inspected, which documents onboard the aircraft that need to
be reviewed etc.)

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4.4 Additional procedures for recommendations to DGCA for the import of

aircraft
(This paragraph should describe the additional tasks regarding the
recommendation for the issuance of an airworthiness review certificate in the case
of an import of an aircraft. This should include: communication with DGCA,
additional items to be reviewed during the airworthiness review of the aircraft,
specification of maintenance required to be carried out etc. )
4.5 Recommendations to DGCA for the issue of airworthiness review
certificates (ARCs)
(This paragraph should stipulate the communication procedures with DGCA in
case of a recommendation for the issuance of an airworthiness review certificate.
In addition the content of the recommendation should be described.)
4.6 Issue of airworthiness review certificates
(This paragraph should set out the procedures for the issue of the ARCs. It should
address record keeping, distribution of the ARC copies etc. The procedure should
ensure that an ARC is issued only after an airworthiness review has been properly
carried out. )
4.7 Airworthiness review records, responsibilities, retention and access
(This paragraph should describe how records are kept, duration of record-
keeping, location where records are stored, access to records, and
responsibilities.)
Part 5
Appendices
5.1 Sample documents

(A self explanatory paragraph)
5.2 List of airworthiness review staff

5.3 List of sub-contractors as per M.A.711 (a) 3.

(A self explanatory paragraph, in addition it should set out that the list should be
periodically reviewed)
5.4 List of approved maintenance organisations contracted

(This paragraph should include the list of contracted maintenance organisations,
detailing the scope of the contracted work. In addition, it should set out that the
list should be periodically reviewed)
5.5 Copy of contracts for sub-contracted work (appendix II to AMC M.A.

711 (a)(3))
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CAR M Issue 2
Appendix VI to AMC M.B 602 (f) - CA Form 6F -----Refer APM

Chapter 3A.
Appendix VII to AMC M.B 702 (f) - CA Form 13- Refer APM
Chapter 3 A.

CAR M Issue 2
Appendix VIII to AMC M.A.616- Organisational review
This is only applicable to organisations with less than 10 maintenance staff

members. For larger organisations, the principles and practices of an
independent quality system should be used.
Depending on the complexity of the small organisation (number and type of
aircraft, number of different fleets, subcontracting of specialised services, etc.),
the organisational review system may vary from a system using the principles
and practices of a quality system (except for the requirement of independence)
to a simplified system adapted to the low complexity of the organisation and the
aircraft managed.
As a core minimum, the organisational review system should have the following
features, which should be described in the Maintenance Organisation Manual
(MOM):
a. Identification of the person responsible for the organisational review
programme.
By default, this person should be the accountable manager, unless he delegates
this responsibility to (one of) the M.A.606(b) person(s).
b. Identification and qualification criteria for the person(s) responsible for
performing the organisational reviews.
These persons should have a thorough knowledge of the regulations and of the
maintenance organisation procedures. They should also have knowledge of
audits, acquired through training or through experience (preferably as an auditor,
but also possibly because they actively participated in several audits conducted
by the DGCA).
c. Elaboration of the organisational review programme:
• Checklist(s) covering all items necessary to be satisfied that the organisation
delivers a safe product and complies with the regulation. All procedures
described in the MOM should be addressed.
• A schedule for the accomplishment of the checklist items. Each item should
be checked at least every 12 months. The organisation may choose to
conduct one full review annually or to conduct several partial reviews.
d. Performance of organisational reviews
Each checklist item should be answered using an appropriate combination of:
• review of records, documentation, etc.
• sample check of aircraft under contract or being maintained under a work
order.
• interview of personnel involved.

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• review of discrepancies and difficulty internal reports (e.g. notified difficulties
in using current procedures and tools, systematic deviations from procedures,
etc.).
• review of complaints filed by customers after delivery.
e. Management of findings and occurrence reports.
• All findings should be recorded and notified to the affected persons.
• All level 1 findings, in the sense of M.A.619(a), should be immediately
notified to the competent authority and all necessary actions on aircraft in
service should be immediately taken.
• All occurrence reports should be reviewed with the aim for continuous
improvement of the system by identifying possible corrective and preventive
actions. This should be done in order to find prior indicators (e.g., notified
difficulties in using current procedures and tools, systematic deviations from
procedures, unsafe behaviours, etc.), and dismissed alerts that, had they
been recognised and appropriately managed before the event, could have
resulted in the undesired event being preven
• Corrective and preventive actions should be approved by the person

responsible for the organisational review programme and implemented
within a specified time frame.
• Once the person responsible for the organisational review programme is
satisfied that the corrective action is effective, closure of the finding should
be recorded along with a summary of the corrective action.
• The accountable manager should be notified of all significant findings and,
on a regular basis, of the global results of the organisational review
programme.
Following is a typical example of a simplified organisational review checklist, to
be adapted as necessary to cover the MOM procedures:
1 – Scope of work
Check that:
• All aircraft and components under maintenance or under contract are
covered in the Form 3.
• The scope of work in the MOM does not disagree with the Form 3.
• No work has been performed outside the scope of the Form 3 and theMOM.
2- Maintenance data
• Check that maintenance data to cover the aircraft in the scope of work of the
MOM are present and up-to-date.
• Check that no change has been made to the maintenance data from the TC
holder without being notified.
3 – Equipment and Tools
• Check the equipment and tools against the lists in the MOM and check if
still appropriate to the TC holder’s instructions.
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• Check tools for proper calibration (sample check).
4 – Stores
• Do the stores meet the criteria in the procedures of the MOM?
• Check by sampling some items in the store for presence of proper
documentation and any overdue items.
5 – Certification of maintenance
• Has maintenance on products and components been properly certified?
• Have implementation of modifications/repairs been carried out with
appropriate approval of such modifications/repairs (sample check).
6 – Relations with the owners/operators
• Has maintenance been carried out with suitable work orders?
• When a contract has been signed with an owner/operator, has the obligations
of the contracts been respected on each side?
7 – Personnel
• Check that the current accountable manager and other nominated persons are
correctly identified in the approved MOM.
• If the number of personnel has decreased or if the activity has increased,
check that the staff are still adequate to ensure a safe product.
• Check that the qualification of all new personnel (or personnel with new
functions) has been appropriately assessed.
• Check that the staff have been trained, as necessary, to cover changes in:
o regulations,
o competent authority publications,
o the MOM and associated procedures,
o the products in the scope of work,
o maintenance data (significant ADs, SBs, etc.).
8 – Maintenance contracted
• Sample check of maintenance records:
o Existence and adequacy of the work order,
o Data received from the maintenance organisation:
 Valid CRS including any deferred maintenance,
 List of removed and installed equipment and copy of the associated Form 1 or
equivalent.
• Obtain a copy of the current approval certificate (Form 3) of the maintenance
organisations contracted.
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9 – Maintenance sub-contracted
• Check that subcontractors for specialised services are properly controlled

by the organisation;
10 – Technical records and record-keeping

• Have the maintenance actions been properly recorded?
• Have the certificates (Form 1 and Conformity certificates) been properly
collected and recorded?
• Perform a sample check of technical records to ensure completeness and
storage during the appropriate periods.
• Is storage of computerised data properly ensured?
11 – Occurrence reporting procedures

• Check that reporting is properly performed.
• Actions taken and recorded.

CAR M Issue 2
Appendix IX to AMC M.A. 602 and M.A. 702 - CA Form 2
Application for DGCA
CAR M Subpart F Approval Initial/ Change/ Renewal
CAR M Subpart G Approval Initial/ Change/ Renewal
1. Registered name of applicant:
2. Trading name (if different):
3. Address requiring approval:
4. Tel……………………………… Fax………………………… E-mail…………………………..
5. Scope of approval relevant to this application: see page 2 for possibilities in the case of a Subpart F
CAR 145 Approval:
6. Position and name of the (proposed*)

Accountable Manager: ……………………………………………………………………
7. Signature of the
(proposed*) Accountable Manager:…………………………………………………….
8. Place:………………………………………………..
9. Date:……………………………………………………..
Note(1): A note giving the address(es) to which the forms should be sent
Note(2): An optional note to give information on any fee payable
*delete as applicable
CA Form 2 Page 1 of 2
Scope of Approval Available

CAR M Issue 2
AIRCRAFT A2Aeroplanes / airships Quote aeroplane/airship
5700 Kg and below manufacturer or group or type
A3 Helicopters Quote helicopter manufacturer
or group or type
A 4 Aircraft other than Quote aircraft type or group
A1, A2 or A3
ENGINES B1 Turbine Quote engine type
B2 Piston Quote engine manufacturer or
group or type
B3 APU Quote engine manufacturer or
type
COMPONEN C1 Air Cond & Press
TS C2 Auto Flight
OTHER C3 Comms and Nav
THAN C4 Doors – Hatches
COMPLETE
C5 Electrical Power
ENGINES Quote aircraft type or aircraft
OR C6 Equipment manufacturer or component
APUs C7 Engine – APU manufacturer or the particular
C8 Flight Controls
C9 Fuel – Airframe component and or cross refer to
a capability list in the exposition
C10 Helicopter –Rotors
C11 Helicopter –Trans
C12 Hydraulic
C13 Instruments
C14 Landing Gear
C15 Oxygen
C16 Propellors
C17 Pneumatic
C18 Protection
ice/rain/fire
C19 Windows
C20 Structures
C21 Water Ballast
C22 Propulsion augmentation
SPECIALISED D1 Non destructive Quote particular NDT method
SERVICES insp.
With reference to the above scope of approval and item 5 on page 1, please complete in the following
example style, but relevant to your organization.
B2 Lycoming Piston
A2 Piper PA34 B3 Garrett GTCP85
A2 Cessna Piston Twins C2 SFENA
A3 Bell 47 C4 Socata TB 20
B1 Turbomeca Artoust D1 Eddy Current
CA Form 2 Page 2 of 2

CAR M Issue 2
Appendix X to AMC M.B.602 (a) and AMC M.B.702 (a)-CA Form 4
DGCA
Details of Management Personnel required to be accepted as specified in

……………………………………………………….
1. Name:
2. Position:
3. Qualification relevant to the item(2) position:
4. Work experience relevant to the item(2) position
Signature: ………………………………………….
Date: ………………………………………………..
On completion, please send this form under confidential cover to DGCA
For DGCA use only
Name and signature of authorized DGCA Officer(s) accepting this person:
Signature: …………………………………………………..
Date: …………………………………………………………
Name: …………………………………………………………
DGCA Office: …………………………………………………

CAR M Issue 2
Appendix XI to AMC M.A.708(c)
Contracted maintenance
1. Maintenance Contracts
The following paragraphs are not intended to provide a standard maintenance
contract but to provide a list of the main points that should be addressed, when
applicable, in a maintenance contract between CAMO and a maintenance
organisation. The following paragraphs only address technical matters and
exclude matters such as costs, delay, warranty, etc...
When maintenance is contracted to more than one maintenance organisation (for
example aircraft base maintenance to X, engine maintenance to Y and line
maintenance to Z1, Z2&Z3), attention should be paid to the consistency of the
different maintenance contracts.
A maintenance contract is not normally intended to provide appropriate detailed
work instruction to the personnel. Accordingly there should be established
organisational responsibility, procedures and routines in the CAMO and the
maintenance organisations to cover these functions in a satisfactory way such
that any person involved is informed about his/her responsibility and the
procedures that apply. These procedures and routines can be included/appended
to the CAME and to the maintenance organisation’s manual / MOE or consist in
separate procedures. In other words procedures and routines should reflect the
conditions of the contract.
2. Aircraft /Engine Maintenance.
The following subparagraphs may be adapted to a maintenance contract that

applies to aircraft base maintenance, aircraft line maintenance, and engine
maintenance.
Aircraft maintenance also includes the maintenance of the engines and APU
while they are installed on the aircraft.
2.1 The type of maintenance to be performed by the maintenance organization
should be specified unambiguously. In case of line and/or base maintenance, the
contract should specify the aircraft type and, preferably include the aircraft’s
registrations.
In case of engine maintenance, the contract should specify the engine scope of
Work
2.2 Locations Identified for the Performance of Maintenance/Certificates
Held
The place(s) where base, line or engine maintenance, as applicable, will be
performed should be specified. The certificate held by the maintenance
organisation at the place(s) where the maintenance will be performed should be
referred to in the contract. If necessary the contract may address the possibility
of performing maintenance at any location subject to the need for such
maintenance arising either from the unserviceability of the aircraft or from the
necessity of supporting occasional line maintenance
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2.3 Subcontracting
The maintenance contract should specify under which conditions the
maintenance organisation may subcontract tasks to a third party (regardless if
third party is approved or not). At least the contract should make reference to
M.A. 615 and 145.A.75. Additional guidance is provided by the associated AMC
/GM. In addition the CAMO may require the maintenance organisation to obtain
the CAMO approval before subcontracting to a third party. Access should be
given to the CAMO to any information (especially the quality monitoring
information) about the maintenance organisation’s subcontractors involved in the
contract. It should however be noted that under the CAMO responsibility both the
CAMO and DGCA are entitled to be fully informed about subcontracting, although
DGCA will normally only be concerned with aircraft,engine and APU
subcontracting.
2.4 Maintenance Programme

The maintenance programme under which the maintenance has to be performed
has to be specified. The CAMO must have that maintenance Programme
approved by DGCA.
2.5 Quality Monitoring

The terms of the contract should include a provision allowing the CAMO to perform
a quality surveillance (including audits) on the maintenance organisation. The
maintenance contract should specify how the results of the quality surveillance
are taken into account by the maintenance organisation (See also paragraph
2.23. ‘Meetings’).
2.6 DGCA involvement

The contract should identify the competent authority (ies) responsible for the
oversight of the aircraft, the operator, the CAMO, and the maintenance
organisation. Additionally, the contract should allow competent authority(ies)
access to the maintenance organisation.
2.7 Maintenance Data

The contract should specify the maintenance data and any other manual required
for the fulfilment of the contract, and how these data and manuals are made
available and kept current (regardless if they are provided by the CAMO or by the
maintenance organisation).
This may include, but may not be limited to:
- maintenance programme,
- airworthiness directives,
- major repairs/modification data,
- aircraft maintenance manual,
- aircraft illustrated parts catalogue (IPC),
- wiring diagrams,
- trouble shooting manual,
- Minimum Equipment List (normally on board the aircraft),
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- operators manual,
- Flight Manual,
- engine maintenance manual,
- engine overhaul manual.
2.8 Incoming Conditions

The contract should specify in which condition the aircraft should be made
available to the maintenance organisation. For extensive maintenance, it may be
beneficial that a work scope planning meeting be organised so that the tasks to
be performed may be commonly agreed ((see also paragraph 2.23: ‘Meetings’).
2.9 Airworthiness Directives and Service Bulletin/Modifications

The contract should specify the information that the CAMO is responsible to
provide to the maintenance organisation, such as:
- the status of ADs including due date and the selected means of compliance,
if applicable.
- status of modifications and the decision to embody modification or Service
Bulletins (SBs).
In addition, the contract should specify the type of information the CAMO will
need in return to complete the control of ADs and modification status.
2.10 Hours & Cycles Control

Hours and cycles control is the responsibility of the CAMO. and the contract
should specify how the CAMO should provide the current hours and cycles to the
maintenance organisation and whether the maintenance organisation should
receive the current flight hours and cycles on a regular basis so that it may update
the records for its own planning functions (see also paragraph 2.22 ‘Exchange of
information).
2.11 Service Life- limited components

The control of service life-limited components control is the responsibility of the
CAMO. The contract should specify whether the CAMO should provide the status
of service life-limited parts to the maintenance organisation and the information
that the approved organisation will have to provide to the CAMO about the service
life-limited components’ removal/installation so that the CAMO may update its
records (see also paragraph 2.22 ‘Exchange of information.
2.12 Supply of Parts

The contract should specify whether a particular type of material or component is
supplied by the CAMO or by the maintenance organisation, which type of
component is pooled, etc. The contract should clearly state that it is the
maintenance organisation’s responsibility to be in any case satisfied that the
component in question meets the approved data/standard and to ensure that the
aircraft component is in a satisfactory condition for installation. Additional
guidance on the acceptance of components is provided in M.A.402 and 145.A.42.

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2.13 Pooled Parts at Line Stations.
If applicable the contract should specify how the subject of pooled parts at line
stations should be addressed.
2.14 Scheduled Maintenance
For planning scheduled maintenance checks, the support documentation to be
given to the maintenance organisation should be specified. This may include, but
may not be limited to:
- applicable work package, including job cards;
- scheduled component removal list;
- modifications to be incorporated.
When the maintenance organisation determines, for any reason, to defer a
maintenance task, it has to be formally agreed with the CAMO. If the deferment
goes beyond an approved limit, refer to paragraph 2.17: ‘Deviation from the
maintenance schedule’. This should be addressed, where applicable, in the
maintenance contract.
2.15 Unscheduled Maintenance/Defect Rectification.

The contract should specify to which level the maintenance organisation may
rectify a defect without reference to the CAMO. It should describe, as a minimum,
the management of approval of repairs and the incorporation of major repairs.
The deferment of any defect rectification should be submitted to the operator
CAMO.
2.16 Deferred Tasks.

See paragraphs 2.14 and 2.15 above and AMC 145.A.50(e) and 801(g) . In
addition, for aircraft line and base maintenance the use of the operator’s MEL and
the liaison with the CAMO in case of a defect that cannot be rectified at the line
station should be addressed.
2.17 Deviation from the Maintenance Schedule.

Deviations from the maintenance schedule have to be managed by the CAMO in
accordance with the procedures established in the maintenance programme
acceptable to DGCA. The contract should specify the support the maintenance
organisation may provide to the operator in order to substantiate the deviation
request..
2.18. Test Flight.

If any test flight is required, after aircraft maintenance, it should be performed in
accordance with the procedures established in the continuing airworthiness
management exposition or the operator’s manual.
2.19 Bench test
The contract should specify the acceptability criterion and whether a

representative of the CAMO should witness an engine undergoing test.

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2.20 Release to Service Documentation.
The release to service has to be performed by the maintenance organisation in
accordance with its maintenance organization procedures. The contract should,
however, specify which support forms have to be used (aircraft technical log/ELB,
maintenance organisation’s release format, etc.) and that the organisation should
provide to the CAMO upon delivery of the aircraft. This may include, but may not
be limited to:
- Certificate of release to service,
- flight test report,
- list of modifications embodied,
- list of repairs,
- list of ADs accomplished,
- maintenance visit report,
- test bench report.
2.21 Maintenance Recording.

The CAMO may subcontract the maintenance organisation to retain some of the
maintenance records required by CAR-M Subpart C. This means that the CAMO
subcontracts under its quality system part of its record-keeping tasks and,
therefore, the provisions of M.A.711(a)(3) apply.
2.22. Exchange of Information.

Each time exchange of information between the CAMO and the maintenance
organisation is necessary, the contract should specify what information should be
provided and when (i.e. in which case or at what frequency), how, by whom and
to whom it has to be transmitted.
2.23 Meetings.
The maintenance contract should include the provision for a certain number of
meetings to be held between the CAMO and the maintenance organisation.
2.23.1 Contract Review.

Before the contract is enforced, it is very important that the technical personnel
of both parties that are involved in the application of the contract, meet in order
to be sure that every point leads to a common understanding of the duties of both
parties.
2.23.2 Workscope Planning Meeting.

Work scope planning meetings may be organised so that the tasks to be
performed may be commonly agreed.
2.23.3 Technical Meeting.

Scheduled meetings may be organised in order to review on a regular basis
technical matters such as ADs, SBs, future modifications, major defects found
during maintenance check, aircraft and component reliability, etc.
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2.23.4 Quality Meeting.
Quality meetings may be organised in order to examine matters raised by the CAMO
quality surveillance and to agree upon necessary corrective actions.
2.23.5 Reliability Meeting.

When a reliability programme exists, the contract should specify the CAMO and
maintenance organisation’s respective involvement in that programme, including
the participation in reliability meeting.

CAR M Issue 2
Appendix XII to AMC M.A. 706(f) and AMC1 M.B.102(c) Fuel Tank Safety
Training
This appendix includes general instructions for providing training on Fuel Tank
Safety issues.
A) Effectivity:
 Large aeroplanes type certified for passenger capacity of 30 or more or a
maximum certified payload capacity of 7500 lbs (3402 kg) cargo or more,
and
B) Affected organizations:
 M.A. Subpart G approved organizations involved in the continuing
airworthiness management of aeroplanes specified in paragraph A.
DGCA responsible for the oversight as per M.B.704 of aeroplanes specified in
paragraph A and for the oversight of the M.A. Subpart G approved organizations.
C) Persons from affected organizations who should receive training:
Phase 1 only:
 The quality manager and quality personnel.
 Officers of DGCA responsible for the oversight as per M.B.704 of
aeroplanes spepcified in paragraph A and in the oversight of M.A. Subpart
G approved organizations specified in paragraph B.
Phase 1 + Phase 2 + Continuation training:
 Personnel of the M.A. Subpart G organization involved in the management
and review of the continuing airworthiness of aircraft specified in paragraph
A.
D) General requirements of the training courses
Phase 1 – Awareness:
The training should be carried out before the person starts to work without
supervision but not later than 6 months after joining the organization. The persons
who have already attended the Level 1 Familiriasation are considered already in
compliance with Phase 1.
Type:
Should be an awareness course with the principal elements of the subject. It may
take the form of a training bulletin, or other self study or informative session
Signature of the reader is required to ensure that the person has passed the
training.
Level: It should be a course at the level of familiarization with the principal

elements of the subject.
Objectives:
The trainee should, after the completion of the training:
1. Be familiar with the basic elements of the fuel tank safety issues.
2. Be able to give a simple description of the historical background and the

CAR M Issue 2
elements requiring a safety consideration, using common words and
showing examples of non-conformities.
3. Be able to use typical terms.

Content:
The course should include:
- a short background showing examples of FTS accidents or incidents,
- the description of concept of fuel tank safety and CDCCL
- some examples of manufacturers documents showing CDCCL items,
- typical examples of FTS defects,
- some examples of TC holders repair data,
- some examples of maintenance instructions for inspection.
Phase 2- Detailed training
A flexible period may be allowed by DGCA to allow organizations to set the
necessary courses and impart the training to the personnel, taking into account
the organisation’s training schemes / means/practices. This flexible period should
not extent beyond 30th June 2015.
The persons who have already attended the Level 2 Detailed training course
either from a M.A. Subpart G approved organization or from a CAR-147 training
organization are already in compliance with Phase-2 with the exception of
continuation training.
Staff should have received Phase 2 training by 30th June 2015 or within 12
months of joining the organization, whichever comes later.
Type: Should be a more in-depth internal or external course. It should not take
the form of a training bulletin or other self study. An examination should be
required at the end, which should be in the form of a multi-choice question, and
the pass mark of the examination should be 75%.
Level: It should be a detailed course on the theoretical and practical elements of
the subject
The training may be made either:
- in appropriate facilities containing examples of components, systems and
parts affected by Fuel Tank Safety (FTS) issues. The use of films, pictures
and practical examples on FTS is recommended; or
- by attending a distance course (e-learning or computer based training)
including a film when such film meets the intent of the objectives and content
here below. An e-learning or computer based training should meet the
following criteria:
- A continuous evaluation process should ensure the effectiveness of the
training and its relevance;
- Some questions at intermediate steps of the training should be proposed
to ensure that the trainee is authorized to move to the next step;
- The content and results of examinations should be recorded;
- Access to an instructor in person or at distance should be possible incase
support is needed.
Duration of 8 hours for phase 2 is an acceptable compliance.

CAR M Issue 2
When the course is provided in a classroom, the instructor should be very familiar
with the data in Objectives and Guidelines. To be familiar, an instructor should
have attended himself a similar course in a classroom and made additionally
some lecture of related subjects.
Objectives
The attendant should, after the completion of the training:

 have knowledge of the history of events related to fuel tank safety issues
and the theoretical land practical elements of the subject, have an overview
of the FAA regulations known as SFAR (Special FAR) 88 of the FAA and of
JAA Temporary Guidance Leaflet TGL 47, be able to give a detailed
description of the concept of fuel tank system ALI (including Critical Design
Configuration Control Limitations CDCCL, and using theoretical
fundamentals and specific examples;
 have the capacity to combine and apply the separate elements of
knowledge in a logical and comprehensive manner;
 have knowledge on how the above items affect the aircraft;
 be able to identify the components or parts or the aircraft , subject to FTS
from the manufacturer’s documentation;
 be able to plan the action or apply a Service Bulletin and an Airworthiness
Directive.
Content: Following the guidelines described in paragraph E.
Continuation training:
The organisation should ensure that the continuation training is performed in each
two years period. The syllabus of the training programme referred to in the
Training policy of the Continuing Airworthiness Management Exposition (CAME)
should contain the additional syllabus for this continuation training.
The continuation training may be combined with the phase 2 training in a
classroom or at distance.
The continuing training should be updated when new instructions are issued
which are related to the material, tools, documentation and manufacturer’s or
Airworthiness Directives.
E) Guidelines for preparing the content of Phase 2 courses
The following guidelines should be taken into consideration when the phase 2
training programmes are being established:
a) understanding of the background and the concept of fuel tank safety;
b) how the mechanics can recognize, interpret and handle the improvements
in the instructions for continuing airworthiness that have been made or are
being made regarding fuel tank systems.
c) awareness of any hazards especially when working on the fuel system, and
when the Flammability Reduction System using nitrogen is installed.
Paragraph a), b) and c) above should be introduced in the training programme

CAR M Issue 2
addressing the following issues:
i) The theoretical background behind the risk of fuel tank safety: the
explosions of mixtures of fuel and air, the behavior of those mixtures in an
aviation environment, the effects of temperature and pressure, energy
needed for ignition etc, the ‘fire triangle’, - Explain 2 concepts to prevent
explosions:
1) Ignition source prevention and

2) Flammability reduction,
ii) The major accidents related to fuel tank systems, the accident investigations
and their conclusions,
iii) SAFR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition
prevention program initiatives and goals, to identify unsafe conditions and
to correct them, to systematically improve fuel tank maintenance,
iv) Explain briefly the concepts that are being used: the results of SAFR 88 of
the FAA and JAA INT/POL 25/12: modifications, airworthiness limitations
items and CDCCL,
v) Where relevant information can be found and how to use and interpret this
information in the various instructions for continuing airworthiness (aircraft
maintenance manuals, component maintenance manuals…)
vi) Fuel Tank Safety during maintenance: fuel tank entry and exit procedures,
clean working environment, what is meant by configuration control, wire
separation, bonding of components etc.,
vii) Flammability reduction systems when installed: reason for their presence,
their effects, the hazards of an Flammability Reduction System (FRS) using
nitrogen for maintenance, safety precautions in maintenance / working with
an FRS,
viii) Recording maintenance actions, recording measures and results of
inspections.
The training should include a representative number of examples of defects and
the associated repairs as required by the TC/ STC holder’s maintenance data.
F) Approval of training
For M.A.Subpart G approved organizations the approval of the initial and
continuation training programme and the content of the examination can be
achieved by the change of the CAME exposition. The modification of the CAME
should be approved as required by M.A. 704(b). The necessary changes to the
CAME to meet the content of this paragraph should be made and implemented
at the time requested by DGCA.

CAR M Issue 2
Appendix XIII to AMC M.A.712(f) Organisational review
Organisational reviews may replace a full quality system in accordance with the
provisions of M.A.712(f) and AMC M.A.712(f) and as described in the continuing
airworthiness management exposition (CAME)
Depending on the complexity of the small organisation (number and type of

aircraft, number of different fleets, privilege to perform airworthiness reviews,
etc.), the organisational review system may vary from a system using the
principles and practices of a quality system (except for the requirement of
independence) to a simplified system adapted to the low complexity of the
organisation and the aircraft managed.
As a core minimum, the organisational review system should have the following
features, which should be described in the CAME:
a. Identification of the person responsible for the organisational review

programme:
By default, this person should be the accountable manager, unless he

delegates this responsibility to (one of) the M.A.706(c) person(s).
b. Identification and qualification criteria for the person(s) responsible for

performing the organisational reviews:
These persons should have a thorough knowledge of the regulations and of

the continuing airworthiness management organisation (CAMO) procedures.
They should also have knowledge of audits, acquired through training or
through experience (preferably as an auditor, but also possibly because they
actively participated in several audits conducted by the DGCA).
c. Elaboration of the organisational review programme:
— Checklist(s) covering all items necessary to be satisfied that the

organisation delivers a safe product and complies with the regulation. All
procedures described in the CAME should be addressed.
— A schedule for the accomplishment of the checklist items. Each item should
be checked at least every 12 months. The organisation may choose to
conduct one full review annually or to conduct several partial reviews.
d. Performance of organisational reviews:
Each checklist item should be answered using an appropriate combination of:

— review of records, documentation, etc.
— sample check of aircraft under contract.
— interview of personnel involved.
— review of discrepancies and difficulty internal reports (e.g., notified
procedures, etc.).
— review of complaints filed by customers.

CAR M Issue 2
e. Management of findings and occurrence reports:
— All findings should be recorded and notified to the affected persons.
— All level 1 findings, in the sense of M.A.716(a), should be immediately

notified to the DGCA and all necessary actions on aircraft in service should
be immediately taken.
— All occurrence reports should be reviewed with the aim for continuous
improvement of the system by identifying possible corrective and preventive
actions. This should be done in order to find prior indicators (e.g., notified
procedures, unsafe behaviours, etc.), and dismissed alerts that, had they
been recognised and appropriately managed before the event, could have
resulted in the undesired event being prevented.
— Corrective and preventive actions should be approved by the person
responsible for the organisational review programme and implemented
within a specified time frame.
— Once the person responsible for the organisational review programme is
satisfied that the corrective action is effective, closure of the finding should
be recorded along with a summary of the corrective action.
— The accountable manager should be notified of all significant findings and,
on a regular basis, of the global results of the organisational review
programme.
Following is a typical example of a simplified organisational review checklist, to

be adapted as necessary to cover the CAME procedures:
1 – Scope of work
— All aircraft under contract are covered in the Form 14.

— The scope of work in the CAME does not disagree with the Form 14.
— No work has been performed outside the scope of the Form 14 and the
CAME.
— Is it justified to retain in the approved scope of work aircraft types for which
the organisation has no longer aircraft under contract?
2 – Airworthiness situation of the fleet
— Does the continuing airworthiness status (AD, maintenance programme, life

limited components, deferred maintenance, ARC validity) show any expired
items? If so, are the aircraft grounded?
3 – Aircraft maintenance programme
— Check that all revisions to the TC/STC holders Instructions for Continuing
Airworthiness, since the last review, have been (or are planned to be)
incorporated in the maintenance programme, unless otherwise approved by
the DGCA
— Has the maintenance programme been revised to take into account all
modifications or repairs impacting the maintenance programme?
CAR M Issue 2
— Have all maintenance programme amendments been approved at the right
level (DGCA or indirect approval)?
— Does the status of compliance with the maintenance programme reflect the
latest approved maintenance programme?
— Has the use of maintenance programme deviations and tolerances been
properly managed and approved?
4 – Airworthiness Directives (and other mandatory measures issued by the

DGCA)
— Have all ADs issued since the last review been incorporated into the AD
status?
— Does the AD status correctly reflect the AD content: applicability,
compliance date, periodicity…? (Sample check on ADs)
5 – Modifications/repairs
— Are all modifications/repairs listed in the corresponding status approved in

accordance with M.A.304? (Sample check on modifications/repairs)
— Have all the modifications/repairs which have been installed since the last
review been incorporated in the corresponding status? (sample check from
the aircraft/component logbooks)
6 – Relations with the owners/operators
— Has a contract (in accordance with Appendix I to Part-M) been signed with
each external owner/operator, covering all the aircraft whose airworthiness
is managed by the CAMO?
— Have the owners/operators under contract fulfilled their obligations identified
in the contract? As appropriate:
 Are the pre-flight checks correctly performed? (interview of pilots)

 Are the technical log or equivalent correctly used (record of flight
hours/cycles, defects reported by the pilot, identification of what
maintenance is next due etc.)?
 Did flights occur with overdue maintenance or with defects not
properly rectified or deferred? (sample check from the aircraft records)
 Has maintenance been performed without notifying the CAMO
(sample check from the aircraft records, interview of the
owner/operator)?
7 – Personnel
— Check that the current accountable manager and other nominated persons
are correctly identified in the approved CAME.
— If the number of personnel has decreased or if the activity has increased,
check that the organisation still has sufficient staff.
— Check that the qualification of all new personnel (or personnel with new
functions) has been appropriately assessed.
— Check that the staff has been trained, as necessary, to cover changes in:
 regulations,
 DGCA publications,
CAR M Issue 2
 the CAME and associated procedures,
 the approved scope of work,
 maintenance data (significant ADs, SBs, ICA amendments, etc.).
8 – Maintenance contracted
— Sample check of maintenance records:

 Existence and adequacy of the work order,
 Data received from the maintenance organisation:
o Valid CRS including any deferred maintenance
o List of removed and installed equipment and copy of the associated
Form 1 or equivalent.
— Obtain a copy of the current approval certificate (Form 3) of the
maintenance organisations contracted.
9 – Technical records and record-keeping
— Have the certificates (Form 1 and Conformity certificates) been properly

collected and recorded?
— Perform a sample check of technical records to ensure completeness and
storage during the appropriate periods.
— Is storage of computerised data properly ensured?
10 – Occurrence reporting procedures
— Check that reporting is properly performed,

— Actions taken and recorded.
11 – Airworthiness review

GOVERNMENT OF INDIA
OFFICE OF DIRECTOR GENERAL OF CIVIL AVIATION
TECHNICAL CENTRE, OPP SAFDARJANG AIRPORT, NEW DELHI
CIVIL AVIATION REQUIREMENT

SECTION 2 - AIRWORTHINESS
SERIES I PART VI
ISSUE III, 30th October 2018 EFFECTIVE: FORTHWITH
F.No.DGCA-25012(07)/6/2021-AW
SUBJECT: COCKPIT VOICE RECORDERS and COCKPIT AUDIO

RECORDING SYSTEM
1. PURPOSE:
Rule 57 of the Aircraft Rules, 1937 requires that every aircraft shall be fitted and
equipped with instruments and equipment, including radio apparatus and special
equipment as may be specified according to the use and circumstances under which
the flight is to be conducted.
This part of Civil Aviation Requirement lays down the requirements for fitment of
Cockpit Voice Recorder (CVR) & Cockpit Audio Recording System (CARS) on
aircraft registered in India and aircraft leased and imported into the country.
This CAR has been issued under the provision of Rule 29C of the Aircraft Rules,
1937.
2. DEFINITION:
Cockpit Voice Recorder (CVR): It is a flight recorder installed in the aircraft for the
purpose of recording the aural environment on the flight deck during flight time for
the purpose of accident/ incident prevention and investigation.
Cockpit Audio Recording System (CARS): It is a lightweight flight recording

system installed in the aircraft for the purpose of recording the voice
communication transmitted from or received in the aeroplane by radio and also the
aural environment on the flight deck during flight time for the purpose of accident/
incident prevention and investigation.
Rev. 4, 31st December 2022 1

SERIES I PART VI 30 thOctober 2018
3. AEROPLANES – COMMERCIAL AIR TRANSPORT
3.1 Applicability:
3.1.1 All turbine-engined aeroplanes of a maximum certificated take-off mass of

over 2250 kg, upto and including 5700 kg for which the application for type
certification is submitted to DGCA on or after 1 January, 2016 and required
to be operated by more than one pilot shall be equipped with either a CVR
or a CARS.

5700 kg or less for which the individual certificate of airworthiness is first
issued on or after 1 January, 2016 and required to be operated by more
than one pilot should be equipped with either a CVR or a CARS.
3.1.3 All aeroplanes of a maximum certificated take-off mass of over 5700 kg for
which the individual certificate of airworthiness is first issued on or after 1
January 1987 shall be equipped with a CVR.
3.1.4 All turbine-engined aeroplanes, for which the individual certificate of

airworthiness was first issued before 1 January 1987, with a maximum
certificated take-off mass of over 5700kg that are of types of which the
prototype was certificated by the appropriate national authority after 30
September 1969 shall be equipped with a CVR.
3.2 Recording Technology:
3.2.1 CVRs and CARS shall not use magnetic tape or wire.
3.3. Duration:
3.3.1 All CVRs shall retain the information recorded during at least the last 2hours
of their operation.
January 2022shall be equipped with a CVR which shall retain the information
recorded during at least the last 25 hours of its operation.
3.3.3All aeroplanes that are required to be equipped with CARS, and for which the
individual certificate of airworthiness is first issued on or after 1 January 2025,
shall be equipped with a CARS which shall retain the information recorded
during at least the last two hours of their operation.

3.4 Cockpit Voice Recorder Alternate Power
3.4.1 An alternate power source shall automatically engage and provide

10minutes, plus or minus one minute, of operation whenever aeroplane
power to the recorder ceases, either by normal shutdown or by any other
loss of power. The alternate power source shall power the CVR and its
associated cockpit area microphone components. The CVR shall be located
as close as practicable to the alternate power source.
Note 1— “Alternate” means separate from the power source that normally
provides power to the CVR. The use of aeroplane batteries or other
power sources is acceptable provided that the requirements above are
met and electrical power to essential and critical loads is not
compromised.
Note 2— When the CVR function is combined with other recording functions
within the same unit, powering the other functions is allowed.
3.4.2 All aeroplanes of a maximum certificated take-off mass of over 27 000 kg

for which the application for type certification is submitted to DGCA on or
after 1 January 2018 shall be provided with an alternate power source, as
defined in 3.4.1 that powers the forward CVR in the case of combination
recorders.

for which the individual certificate of airworthiness is first issued on or after
1 January 2018 should be provided with an alternate power source, as
defined in 3.4.1 that powers at least one CVR.
4. AEROPLANES – GENERAL AVIATION
4.1 Applicability:
4.1.1 All turbine-engined aero planes of a maximum certificated take-off mass of

over 5700 kg for which the application for type certification is submitted to
a Contracting Stateon or after 1 January 2016 and required to be operated
by more than one pilot shall be equipped with a CVR.
4.1.2 All turbine-engined aeroplanes with a seating configuration of more than

five passenger seats and a maximum certificated take-off mass of 5700kg
or less for which the individual certificate of airworthiness is first issued on
or after 1 January 2016 and required to be operated by more than one pilot
should be equipped with a CVR or a CARS.

4.1.3 All aero planes of a maximum certificated take-off mass of over 5700kg for
January 1987, shall be equipped with a CVR.

for which the individual certificate of airworthiness is first issued on or after
1 January 2022 shall be equipped with a CVR capable of retaining the
information recorded during at least the last 25 hours of its operation.
4.3 Duration:
4.3.1 All CVRs/CARS shall retain the information recorded during at least the
last 2 hours of their operation.
4.3.2 All aeroplanes that are required to be equipped with CARS, and for which
the individual certificate of airworthiness is first issued on or after 1 January
2025, shall be equipped with a CARS which shall retain the information
recorded during at least the last two hours of their operation.
4.6.3 All aeroplanes of a maximum certificated take-off mass of over 27 000 kg for
January 2022 shall be equipped with a CVR capable of retaining the
information recorded during at least the last 25 hours of its operation.
5. HELICOPTERS - COMMERCIAL AIR TRANSPORT & GENERALAVIATION
5.1 Applicability:
5.1.1 All helicopters of a maximum certificated take-off mass of over 3175kg for
January 1987, shall be equipped with a CVR. For helicopters not equipped
with an FDR, at least main rotor speed shall be recorded on the CVR.
5.1.2 All helicopters of a maximum certificated take-off mass of over 7000kg shall
be equipped with a CVR. For helicopters not equipped with an FDR, at
least main rotor speed shall be recorded on the CVR.

5.3 Duration:
5.3.1 All helicopters required to be equipped with a CVR, shall be equipped with a
CVR which shall retain the information recorded during the last 2 hours of its
operation.
6. Data Link Recorders (DLR)
6.1 Applicability:
6.1.1 All aeroplanes/helicopters for which the individual certificate of airworthiness

is first issued on or after 1 January 2016, which use any of the data link
communications applications referred to in para 1.2 of Appendix- II and are
required to carry a CVR, shall record the data link communication message
on a crash protected flight recorder.
6.1.2 All aeroplanes/helicopters for which the individual certificate of airworthiness

was first issued before 1 January 2016, that are required to carry a CVR and
are modified on or after 1 January 2016 to install and use any of the data link
communications applications referred to in para 1.2 of Appendix- II shall
record the data link communication messages on a crash-protected flight
recorder unless the installed data link communications equipment is
compliant with a type certificate issued or aircraft modification first approved
prior to 1 January 2016.
Note1: A Class B AIR could be a means for recording data link communication
applications message to and from the aeroplanes/helicopters where it
is not practical or is prohibitively expensive to record those data link
communication applications messages on FDR or CVR.
Note 2: The “aircraft modifications” refer to modifications to install the data link
communications equipment on the aircraft (e.g. structural, wiring).
6.1.3 All aeroplanes and helicopters for which the individual certificate of
airworthiness was first issued before 1 January 2016, that are required to
carry a CVR and are modified on or after 1 January 2016 to use any of the
data link communications applications referred to in 1.2 of Appendix II should
record the data link communications messages on a crash-protected flight
recorder.
6.2 Duration
The minimum recording duration shall be equal to the duration of the CVR.

6.3 Correlation
Data link recording shall be able to be correlated to the recorded cockpit

audio.
7. GENERAL REQUIREMENTS
7.1 Construction and Installation
The CVR shall be constructed located and installed so as to provide maximum

practical protection for the recordings in order that the recorded information
may be preserved, recovered and transcribed. Flight recorders shall meet the
prescribed crashworthiness and fire protection specifications.
Note -The detailed requirements regarding flight recorder (CVR/CARS) are given
in Appendix-I.
7.2 Operation
7.2.1 CVRs/CARS shall not be switched off during flight time.
7.2.2 In order to preserve CVR/CARS records, CVR/CARS shall be deactivated

upon completion of flight time following an accident or incident. The flight
recorders shall not be reactivated before their disposition in accordance with
instruction issued by DGCA.
7.2.3 Flight Recorder Records - An operator shall ensure, to the extent possible, in
the event the aeroplane becomes involved in an accident or incident, the
preservation of all related flight recorder records and, if necessary, the
associated flight recorders, and their retention in safe custody pending their
disposition as determined in accordance with instruction issued by DGCA.
Note -The need for removal of the cockpit voice recorder records from the
aircraft will be determined by the investigation authority in the State
conducting the investigation with due regard to the seriousness of an
occurrence and the circumstances, including the impact on the
operation.
7.3 Continued Serviceability
7.3.1 Operational checks and evaluations of recordings from the cockpit voice
recorder systems shall be conducted to ensure the continued serviceability
of the recorders.
Note- Procedures for the inspection of the flight recorder systems are given
in Appendix-I.

7.4 Combination Recorders
7.4.1 All aeroplanes of a maximum certificated take-off mass of over 5700kg for
which the application for type certification is submitted to DGCA on or after 1
January 2016 and which are required to be equipped with both a CVR and an
FDR, should be equipped with two combination recorders (FDR/CVR).
which the application for type certification is submitted to DGCA on or after 1
January 2016 and which are required to be equipped with both a CVR and an
FDR, shall be equipped with two combination recorders (FDR/CVR). One
recorder shall be located as close to the cockpit as practicable and the other
recorder located as far aft as practicable.
7.4.3 All aeroplanes of a maximum certificated take-off mass over 5700kg,

required to be equipped with an FDR and a CVR, may alternatively be
equipped with two combination recorders (FDR/CVR).
Note-The requirement of 7.4 may be satisfied by equipping the aeroplanes

with two combination recorders (one forward and one aft) or separate
devices.
7.4.4 All multi-engined turbine-powered aeroplanes of a maximum certificated take-

off mass of 5700kg or less, required to be equipped with an FDR and/or a
CVR, may alternatively be equipped with one combination recorder
(FDR/CVR).
(Arun Kumar)

APPENDIX - I
COCKPIT VOICE RECORDERS (CVR) &
COCKPIT AUDIO RECORDING SYSTEM (CARS)
1.1 Cockpit voice recorder/Cockpit Audio Recording system (CARS) containers
shall be painted a distinctive orange colour.
1.2 Non-deployable crash-protected flight recorder containers shall:
a) carry reflective material to facilitate their location; and
b) Have securely attached an automatically activated underwater locating

device. For aeroplanes used for commercial operation such device shall
be operating at a frequency of 37.5 kHz. At the earliest practicable date
but not later than 1 January 2018, this device shall operate for a minimum
of 90 days.
1.3 Automatic deployable flight recorder containers shall:
a) be painted a distinctive orange colour, however the surface visible from

outside the aircraft may be of another colour;
b) carry reflective material to facilitate their location; and
c) Have an integrated automatically activated ELT.
1.4 The cockpit voice recorder systems shall be installed so that:
a) the probability of damage to the recordings is minimized;
b) there is an aural or visual means for pre-flight checking that the flight
recorder systems are operating properly; and
c) if the flight recorder systems have a erasure device, the installation shall be
designed to prevent operation of the device during flight time or crash
impact.; and
d) Aeroplanes for which the individual certificate of airworthiness is first issued
on or after 1 July 2023, a flight crew-operated erase function shall be provided
on the flight deck which, when activated, modifies the recording of a CVR and
AIR so that it cannot be retrieved using normal replay or copying techniques.
The installation shall be designed to prevent activation during flight. In
addition, the probability of an inadvertent activation of an erase function
during an accident shall also be minimized.

Note — The erase function is intended to prevent access to CVR and AIR
recordings by normal replay or copying means, but would not prevent
accident investigation authorities access to such recordings by
specialized replay or copying techniques.
e) For aircraft other than mentioned in para d) above, the CVR bulk erase facility
of turbine engine aeroplanes of maximum take-off mass of 5700 kg or more
and helicopters having maximum take-off mass of 2700 kg or more, shall be
deactivated and necessary log book entry made in the Radio Log book.
(DGCA/New-Misc/103).
1.5 The crash protected flight recorders shall be installed so that they receive
electrical power from a bus that provides the maximum reliability for operation
of the flight recorder systems without jeopardizing service to essential or
emergency loads.
1.6 The lightweight flight recorders shall be connected to a power source having the
characteristics which ensure proper and reliable recording in the operational
environment.
1.7 The cockpit voice recorder systems, when tested by methods approved by the
appropriate certificating authority, shall be demonstrated to be suitable for the
environmental extremes over which they are designed to operate.
1.8Means shall be provided for an accurate time correlation between the flight
recorder systems recordings.
1.9 The Flight recorder system manufacturer shall provide the appropriate
certificating authority with the following information in respect of the flight
recorder systems:
a) manufacturer’s operating instructions, equipment limitations and

installation procedures;
b) parameter origin or source and equations which relate counts to units of

measurement; and
c) Manufacturer’s test reports and
d) detailed information to ensure the continued serviceability of the flight

recorder system
1.10 The holder of the airworthiness approval for the installation design of the
flight recorder system shall make available the relevant continuing
airworthiness information to the operator of the aeroplane to be
incorporated in the continuing airworthiness maintenance programme.

This continuing airworthiness information shall cover in detail all the tasks
required to ensure the continued serviceability of the flight recorder
system.
Note 1.— The flight recorder system is composed of the flight recorder as
well as any dedicated sensors, hardware and software that provide
information required per this Appendix.
Note 2.— Conditions related to the continued serviceability of a flight

recorder system are defined in Section 4 of this Appendix. The Manual
on Flight Recorder System Maintenance (FRSM) (Doc 10104) provides
guidance on maintenance tasks associated with flight recorder systems.
2. Cockpit Voice Recorder (CVR) & Cockpit Audio Recording System (CARS)
2.1 Start and Stop Logic
2.1.1 The CVR or CARS shall start to record prior to the aeroplane/ helicopter
moving under its own power and record continuously until the termination of
the flight when the aeroplane is no longer capable of moving under its own
power. In addition, depending on the availability of electrical power, the CVR
and CARS shall start to record as early as possible during the cockpit checks
prior to engine start at the beginning of the flight until the cockpit checks
immediately following engine shutdown at the end of the flight.
2.2 Signals to be recorded
2.2.1 The CVR shall record simultaneously on four separate channels, or more, at
least the following:
b) voice communication transmitted from or received in the aircraft

by radio;
c) aural environment on the flight deck;
d) voice communication of flight crew members on the flight deck using

the interphone system, if installed;
e) voice or audio signals identifying navigation or approach aids

introduced in the headset or speaker; and
f) voice communication of flight crew members using the passenger

address system, if installed.
2.2.2 The preferred CVR audio allocation should be as follows:

a) pilot-in-command audio panel;
b) co-pilot audio panel;
c) additional flight crew positions and time reference; and
d) cockpit area microphone.
2.2.3 The CARS shall record simultaneously on two separate channels, or more, at
least the following:
a) voice communication transmitted from or received in the aeroplane by radio;
b) aural environment on the flight deck; and
c) voice communication of flight crew members on the flight deck using the
aeroplane’s / helicopter’s interphone system, if installed.
2.2.4 The preferred CARS audio allocation should be as follows:
a) voice communication; and
b) aural environment on the flight deck.
3. Inspections of Flight Recorder Systems (CVR) / (CARS)
3.1 Prior to the first flight of the day, the built-in test features for the cockpit voice
recorders/Cockpit Audio Recording System and Flight Data Acquisition Unit,
when installed shall be monitored by manual and/or automatic checks.
3.2 CVR systems or CARS shall have recording inspection intervals of one year;
subject to the approval from the appropriate regulatory authority, this period
may be extended to two years provided these systems have demonstrated
a high integrity of serviceability and self-monitoring. DLR systems or DLRS
shall have recording inspection intervals of two years; subject to the approval
from the appropriate regulatory authority, this period may be extended to four
years provided these systems have demonstrated high integrity of
serviceability and self-monitoring.
3.3 Recording inspections shall be carried out as follows:

a) an analysis of the recorded data from the flight recorders shall ensure that the
recorder operates correctly for the nominal duration of the recording;
b) the read out of the recorded data from the cockpit voice recorders shall ensure
that the recorder operates correctly for the nominal duration of the recording;
c) the readout facility shall have the necessary software to accurately convert
the recorded values to engineering units and to determine the status of
discrete signals;
d) an examination of the recorded signal on the CVR or the CARS shall be

carried out by replay of the CVR or CARS recording. While installed in the
aircraft, the CVR or CARS shall record test signals from each aircraft source
and from relevant external sources to ensure that all required signals meet
intelligibility standards;
e) where practicable, during the examination, a sample of in-flight recordings of

the CVR or CARS shall be examined for evidence that the intelligibility of the
signal is acceptable;
f) an examination of the recorded images on the AIR or AIRS shall be carried

out by replay of the AIR or AIRS recording. While installed in the aircraft, the
AIR or AIRS shall record test images from each aircraft source and from
relevant external sources to ensure that all required images meet recording
quality standards.
g) an examination of the recorded messages on the DLR or DLRS shall be

carried out by replay of the DLR or DLRS recording.
3.4 A flight recorder system shall be considered unserviceable if there is a

significant period of poor quality data, unintelligible signals, or if one or more
of the mandatory parameters is not recorded correctly.
3.5 A report of the recording inspection shall be made available on request to

DGCA for monitoring purposes.

APPENDIX - II
Data Link Recorder (DLR)
1. Applications to be recorded
1.1 Where the aircraft/helicopter flight path is authorized or controlled through

the use of data link messages, all data link messages, both uplinks (to the
aircraft) and downlinks (from the aircraft), shall be recorded on the aircraft.
As far as practicable, the time the messages were displayed to the flight
crew and the time of the responses shall be recorded.
Note — sufficient information to derive the content of the data link

communications message and the time the messages were
displayed to the flight crew is needed to determine an accurate
sequence of events on board the aircraft.
1.2 Messages applying to the applications listed below shall be recorded.

Applications without the asterisk (*) are mandatory applications which shall
be recorded regardless of the system complexity. Applications with an
asterisk (*) shall be recorded only as far as is practicable given the
architecture of the system.

Table – 1
DESCRIPTION OF APPLICATIONS FOR DATA LINK RECORDERS

(Supplementary to Para 6.1.1 & 6.1.2)
Item Application type Application description Recoding

No. content
1. Data link Initiation This includes any applications used to C
log on to or initiate data link service. In
FANS-1/A and ATN, these are ATS
Facilities Notification (AFN) and Context
Management (CM) respectively.
2. Controller/Pilot This includes any application used to C
Communication exchange requests, clearances,
instructions and reports between the flight
crew and controllers on the ground. In
FANS-1/A and ATN, this includes the
CPDLC application.
It also includes applications used for the
exchange of oceanic (OCL) and departure
clearances (DCL) as well as data link
delivery of taxi clearances.
3. Addressed This includes any surveillance application in C
Surveillance which the ground sets up contracts for
delivery of surveillance data.
In FANS-1/A and ATN, this includes the
Automatic Dependent Surveillance (ADS-C)
application. Where parametric data are
reported within the message they shall be
recorded unless data from the same source
are recorded on the FDR.
4. Flight Information This includes any service used for delivery C
of flight information to specific aircraft. This
includes, for example, D-METAR, DATIS,
D-NOTAM and other textual data link
services.
5. Aircraft Broadcast This includes Elementary and Enhanced M*
Surveillance Surveillance Systems, as well as ADS-B
output data. Where parametric data sent by
the helicopter are reported within the
message they shall be recorded unless
data from the same source are recorded on
the FDR.
6. Aeronautical This includes any application transmitting or M*
Operational Control receiving data used for AOC purposes (per
Data the ICAO definition of AOC).
Key:
C: Complete contents recorded.
M: Information that enables correlation to any associated records stored separately from the helicopter.
*Applications that are to be recorded only as far as is practicable given thearchitecture of the system .
*******

GOVERNMENT OF INDIA

SERIES R PART II
ISSUE IV, 4TH SEPTEMBER 2017 EFFECTIVE: FORTHWITH
F No. 11-690/R-II/08-AI(2)
Subject: Installation of Communication, Navigation, Radio and Radar

Equipment.
1. INTRODUCTION
Aircraft Rule 9 sub-rules 3 and rule 57 specify that every aircraft shall be fitted and
equipped with radio apparatus as may be specified according to the use and
circumstances under which the flight is to be conducted. CAR Section 8 Series O
lays down the minimum radio equipment which are required to be installed on an
aeroplane / helicopters engaged in commercial and general aviation operation.
Further CAR Section 2 Series I Part II lays down the minimum radio equipment
which is required to be installed on an aircraft for flying training organizations and
aerial work operations
2. SCOPE
The radio equipment installed in aircraft registered in India shall:
(i) be of the type appropriately approve.
Note: - In case the radio equipment is procured from outside India, the
equipment should be approved by airworthiness authority of the country.
(ii) be installed and operated with a licence issued under the Indian
Telegraph Act of 1885 and the rules made thereunder as amended
from time to time and in a manner approved by the DGCA,
(iii) be maintained at all times in good order and condition as stipulated by

the DGCA,
(iv) be operated only by a person who holds an approved valid licence

issued by the DGCA/Ministry of Communication,
(v) not to be operated in flight unless it has been inspected and

certified as being in proper working order by a person authorised by
the DGCA.
1
CIVIL AVIATION REQUIREMENTS SECTION 2 - AIRWORTHINESS
SERIES R PART II 4TH SEPTEMBER 2017
Aircraft required to be equipped with radio equipment as above, shall not be

flown, except in case of a test flight, unless the pilot in command has satisfied
himself, prior to the commencement of the flight that the radio equipment fitted
in the aircraft in accordance with these requirements has been inspected and
certified in accordance with CAR Section 2, Series F, Part III and functioning
normally.
2. APPLICABILITY
This part of the CAR describes the requirements to be complied with for
installation of airborne communication, navigation, and radio and radar
equipment.
3. PROCEDURE
Whenever it is desired to install new radio equipment on aircraft or existing

avionic installation is required to be replaced, the following procedure is to be
followed.
4.1 Any new avionic installation or replacement of existing installation shall be

carried out after development of Supplemental Type Certificate (STC). The
developed STC shall be accepted or approved by DGCA as appropriate.
4.2 Any new avionic installation or replacement of existing installation which are
not covered by STC shall have prior approval of DGCA.
4.3 For grant of approval from DGCA proposal shall be made through local
Airworthiness Office after ensuring the following.
a) The proposed equipment is of the approved type and is compatible with

the existing system.
b) Necessary electrical power is available in the aircraft for the proposed
equipment.
c) Required space is available at suitable location in the aircraft and
proposed installation shall not affect the structural integrity of the aircraft.
d) C.G. should remain within the limits if proposed installation is carried out.
e) There is no radio interference due to installation of the new equipment
which affect the performance of any other radio equipment installed in the
aircraft.
f) Installation: The equipment installation should be such that the failure of
any single unit required for communications, navigations or surveillance
purposes or any combination thereof will not result in the failure of another
unit required for communications, navigations or surveillance purposes.
2
4.4 After completion of proposed installation or replacement work testing of the

system shall be accomplished only after obtaining short term aero mobile
license for operating radio apparatus from WPC Wing of Ministry of
Communications.
4.5 For obtaining the short term aeromobile license registered owner shall apply
in quadruplicate on the prescribed form (available from WPC Wing, Ministry
of Communication) along with a copy of Certificate of registration and requisite
fee to the Wireless Advisor, Ministry of Communication through the local
airworthiness office, who shall forward it to the DGCA. The Certificate of
inspection is to be signed by an appropriately licensed AME indicating his
license number on the application.
4.6 On receipt of the short term permit the operator shall complete all the
installation checks including ground and flight tests as per the approved
installation check schedule. The operator shall prepare the schedule of the
above tests based on the guidelines contained in the BCAR Section R and FAA
Advisory Circular AC 43-13 and forward it to the local Airworthiness office for
approval. The flight tests referred to above shall be carried out to assess the
range and performance of the new equipment in various altitudes of flight
and to check the compatibility with other radio equipment installed in the
aircraft.
4.7 On receipt of the installation check report vide 2.6 the aircraft shall be offered
for inspection and communication check to the local airworthiness office.
4.8 After the satisfactory checks the operator should obtain the regular aeromobile
license from the WPC Wing of the Ministry of Communication by applying in the
prescribed form (Appendix ‘A’) through the local airworthiness office who will
forward the same to the DGCA along with a communication check report.
(B. S. Bhullar)
3
Appendix 'A'
Application for Licence to establish, Maintain and Work Wireless Telegraphs in Aircraft
Registered in India.
1. Name and Address of the applicant :
2. Particulars of the Aeromobile Licence, if any, already held :
3. Particulars of Aircraft in respect of which a licence is required.
a) Call Sign
b) Name and Type of Aircraft
c) Name of Owner
d) Passenger or Freight Aircraft
e) Normal Route
f) Place of Registry
(an attested copy of Certificate of Registration to be attached).
4. State whether the Radio Installation is provided in pursuance of statutory

requirements or otherwise (i.e. compulsory fitted or non-compulsory fitted).
5. Nature of Service performed
6. Description of apparatus for which the licence is applied for:
A. Radio Communication Transmitters.

_________________________________________________________________
Manufacturers Type Output Freq. Range Emission Freq.

rated (khz) tola-
power rance
(Watts)
_________________________________________________________________
Main
_________________________________________________________________
Standby
_________________________________________________________________
4
Radio Communication Receivers.
Manufacturers Type No. Frequency Range

(KHz)
_________________________________________________________________
Main
________________________________________________________________
Standby
________________________________________________________________
B.Radio Navigation Apparatus

_________________________________________________________________
Manufacturers Type No. Frequency Range

(KHz)
i) Automatic Direction
Finder (ADF)
ii)Instrument Landing
System (ILS)
a) Localiser Receiver
b) Glidepath Receiver
c) Marker Receiver
iii) VOR Receiver
iv) DME Interrogator
v) ATC Transponder
vi) Weather Radar
vii) Radio Altimeter
viii) LORAN Receiver
ix)
x)
_________________________________________________________________
5
Certificate of Inspection
(Must be completed by a competent Wireless Telegraph Engineer)
It is certified that the Radio Apparatus detailed hereinbefore has been

satisfactorily installed/ and the particulars given thereof are correct.
Signature of the Certifying Engineer
Dated Name __________________________

(in Block Letters )
Designation (SEAL)
Address:
_________________________________________________________________
Declaration
I hereby solemnly declare and say that foregoing facts are true and correct and
nothing is false therein and nothing material has been concealed therefrom. I
also agree that in case any information given by me hereinbefore is found false
at a later date, the licence, if granted will be cancelled.
I further solemnly give an undertaking that the apparatus described

hereinbefore will be worked in accordance with the conditions of the licence
and operators holding approval certificate of proficiency shall only be employed
to work the said apparatus.
Place: Signature of applicant
Dated:
Name____________
(in Block Letters)
Designation_____________
Note : This application duly completed along with fees as required by PC, shall
be forwarded to the Wireless Advisor to the Government of India, Ministry
of Communications (through Director General of Civil Aviation, Technical
Centre, Opp. Safdarjung Airport, New Delhi).
6
GOVERNMENT OF INDIA

SERIES 'R', PART IV
DATED 8TH FEB, 1994 EFFECTIVE: FORTHWITH
F. No. 11/690/CAR/ Section 2/ Series R/IV
Subject: INSTALLATION OF MODE 'A' / 'C' AND MODE ‘S’ TRANSPONDERS.
1. INTRODUCTION :
1.1 As part of modernisation of air traffic control facilities, Secondary Surveillance

Radars are being provided to cover the major air routes in the country and also
to provide the Minimum Safe Altitude Warning (MSAW) System. To derive full
benefit of these facilities it is necessary that the aeroplanes operating in Indian
airspace are fitted with the altitude reporting transponders.
1.2 ICAO Annex 6 Part II relating to operation of general aviation aeroplanes also
requires that:
“all aeroplanes shall be equipped with a pressure-altitude reporting

transponder which operates in accordance with the relevant provision of
Annex10, Vol. IV.”
Further, the Asia Pacific Air Navigation Planning and Implementation Regional
Group (APANPIRG), have also recommended in their report of eighth meeting
held from 23rd to 29th September, 1997 that:
“from 1st January, 1999 all aeroplanes shall be equipped with a pressure
altitude reporting transponder”.
1.3 Mode ‘A’ / ‘C’ transponder provides traffic advisory in an aircraft fitted with
ACAS-I/ TCAS-I and both traffic advisory and resolution advisory in an aircraft
fitted with ACAS-II/ TCAS-II. Mode ‘S’ Transponder is a source of reliable air
space surveillance. It enhances the operation of Air Traffic Control Radar
Beacon System (ATCRBS) by adding a Data Link feature and
Rev.3, 4th September 2017 1

SERIES ‘R’ PART IV 8TH FEBRUARY 1994
Interrogation capability over and above Mode ‘A’ / ‘C’ transponder operation
which only determines the aircraft altitude. Mode ‘S’ transponder also provides
traffic advisory in an aircraft fitted with ACAS-I/ TCAS-I and both traffic
advisory and resolution advisory in an aircraft fitted with ACAS-II/ TCAS-II.
1.4 The Data Link facility allows Mode ‘S’ transponder to perform additional Air
Traffic Control and Air Separation Assurance (ASA) functions. Due to discrete
addressing feature of Mode ‘S’ transponder, the capability of interrogators is
enhanced to handle more number of aircraft. Installation of Mode “A’ / ‘C’ and
Mode ‘S’ transponders enhances the safety of aircraft operations and gives
relief to pilots and ATCOs by reducing voice communication.
1.5 Sub Rule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937, stipulate that
every aircraft shall be fitted and equipped with instruments and equipment
including radio apparatus and special equipment as may be specified
according to the use and circumstances under which the flight is to be
conducted. This part of the CAR lays down the requirements for installation of
Mode ‘A’ / ‘C’ and Mode ‘S’ transponders and describes the procedure for
allotment of Mode 'S' address. This CAR is issued under the provisions of
Rule 57 and Rule 133A of the Aircraft Rules, 1937.
2. DEFINITIONS:
2.1 Primary Radar: Primary Radar transmits a beam of radio frequency energy
and subsequently receives the minute proportion of this energy which has been
echoed back to it by the target. This reflected signal is picked up and processed
to provide a display which shows the location of the target.
2.2 Secondary Radar: This radar transmits a characteristic group of pulses

recognizable to the transponder in the target aircraft which then responds after
a pre-determined precise interval with a coded train of pulses which identifies
and/or provides information about the aircraft.
2.3 Surveillance radar. Radar equipment used to determine the position of an

aircraft in range and azimuth.
2.4 Secondary Surveillance Radar (SSR): The SSR as per ICAO is required to
provide an identification capability within the world’s air traffic control systems.
It was derived from Identification of Friend or Foe (IFF) system with which it co-
exists and inter-operates the system comprising of interrogative radar on the
ground and transponder beacons carried on aircraft.
All SSR systems operate on the same frequencies, interrogation being

at 1030 MHZ and transponder replies being at 1090 MHZ.
Rev.3, 29th August 2017 2

2.5 Traffic Alert & Collision Avoidance System (TCAS): It is an independent
aircraft equipment designed to detect potential conflicting aircraft that are
equipped with Secondary Surveillance Radar (SSR) Transponders.
2.6 Airborne Collision Avoidance System (ACAS): An aeroplane system based

on Secondary Surveillance Radar (SSR) transponder signals, which operates
independently of ground based equipment to provide advice to the pilot on
potential conflicting aircraft that are equipped with SSR Transponders.
2.7 Aircraft address. A unique combination of twenty-four bits available for

assignment to an aircraft for the purpose of air-ground communications,
navigation and surveillance.
2.8 Human Factors principles. Principles which apply to design, certification,

training, operations and maintenance and which seek safe interface between
the human and other system components by proper consideration to human
performance.
2.9 Mode ‘A’ – An interrogation that elicits reply from transponder for identity and
surveillance.
2.10 Mode ‘C’ – An interrogation that elicits reply from transponder for automatic
pressure altitude transmission and surveillance.
The above modes are used during interrogation for air traffic services.
2.11 Mode ‘A’ / ‘C’ transponder– Airborne equipment that generates specified
responses to Mode ‘A’, Mode ‘C’ and intermode interrogations but does not
reply to Mode ‘S’ interrogations.
2.12 Mode ‘S’: It is a mode select - A transponder format to allow discrete

interrogation and data link capability. The Mode `S' ground equipment operates
on the same frequency as SSR and comprises an interrogator and a receiver.
Monopulse techniques are invariably used. In addition to Mode `S’ function, the
ground station will also radiate standard SSR mode and will therefore be
capable of operating in conjunction with aircraft carrying standard SSR
equipment. In the same way, Mode `S' transponder will be compatible with SSR
ground stations.
2.13 Mode ‘S’ transponder: It provides the communication capabilities (data

link) required for ACAS/ TCAS as well as for Air Traffic Control Radar Beacon
System (ATCRBS) transponder function (Mode ‘A’ and Mode ‘C’ operation).
2.14 Commercial Air Transport Operation: An aircraft operation involving the

transport of passengers, cargo or mail for remuneration or hire.
2.15 General Aviation Operation: An aircraft operation other than a commercial

air transport operation or an aerial work operation.
3. REQUIREMENT

3.1 Unless otherwise authorised by DGCA, no person shall operate in the Indian
airspace, an aeroplane having maximum certified take off mass of 5700 kg and
above and having maximum certified passenger seating configuration
(excluding any pilot seats) of more than 30 seats or maximum payload capacity
of more than 3 tones if such aeroplane is not equipped with Mode 'S' transponder.
3.2 Unless otherwise authorised by DGCA, no person shall operate for commercial
air transport operation in the Indian airspace, from 1st January, 2001,
(a) an aeroplane having a maximum certified passenger seating configuration

of 20 to 30 or a maximum certificated take off mass in excess of 5700kg, if
such aeroplane is not equipped with Mode 'S' transponder.
(b) an aeroplane having a maximum certified passenger seating configuration

of 10 to 19 and a maximum certificated take off mass less than 5700kg, if
such aeroplane is not equipped with Mode ‘A’ / ‘C’ transponder.
(c) a twin jet engined aeroplane having a maximum certified passenger seating
configuration of less than 10 and a maximum certificated take off mass less
than 5700kg, if such aeroplane is not equipped with Mode ‘A’/ ‘C’
transponder
(d) a helicopter if it is not equipped with Mode ‘A’ / ‘C’ transponder.
3.3 Unless otherwise authorised by DGCA, no person shall acquire for the purpose
of commercial air transport operation in the Indian airspace, from 1st January,
2000,
(a) an aeroplane having a maximum certified passenger seating configuration

of 20 to 30 or a maximum certificated take off mass in excess of 5700kg, if
such aeroplane is not equipped with Mode 'S' transponder.
(b) an aeroplane having a maximum certified passenger seating configuration

of 10 to 19 and a maximum certificated take off mass less than 5700kg, if
such aeroplane is not equipped with Mode ‘A’ / ‘C’ transponder .
(c) a twin jet engined aeroplane having a maximum certified passenger

seating configuration of less than 10 and a maximum certificated take off
mass less than 5700kg,if such aeroplane is not equipped with Mode ‘A’ / ‘C’
transponder.
(d) a helicopter if it is not equipped with Mode ‘A’ / ‘C’ transponder.
3.4 Unless otherwise authorised by DGCA, no person shall operate for general
aviation operation in the Indian controlled airspace or on promulgated ATS
routes, from 1st January, 2003, an aeroplane or helicopter, if it is not equipped
with Mode ‘A’ / ‘C’ transponder.

4. ASSIGNMENT OF AIRCRAFT ADDRESSES
4.1 An individual aircraft address shall be assigned by DGCA to all suitably

equipped aircraft entered on Indian Aircraft register, using its allocated block of
address.
Note:- For an aircraft delivery, the aircraft operator is expected to inform the
airframe manufacturer of an address assignment. The airframe
manufacturer or other organization responsible for a delivery flight is
expected to ensure installation of a correctly assigned address supplied
by DGCA.
4.2 Aircraft addresses shall be assigned to aircraft in accordance with the following
principles:
a) At any one time, no address shall be assigned to more than one aircraft.
b) Only one address shall be assigned to an aircraft, irrespective of the

composition of equipment on board.
c) The address shall not be changed except under exceptional

circumstances and shall not be changed during flight;
d) When an aircraft is deregistered, the owner shall return the old aircraft
address to DGCA;
e) The address shall serve only a technical role for addressing and
identification of aircraft and shall not be used to
convey any specific information; and
f) The addresses composed of 24 ZEROS or 24 ONES shall not be

assigned to aircraft.
5. APPLICATION OF AIRCRAFT ADDRESSES
5.1 The aircraft addresses shall be used in applications which require the routing
of information to or from individual suitably equipped aircraft.
5.2 An address consisting of 24 ZEROs shall not be used for any application.
6. PROCEDURE FOR ALLOTMENT OF MODE 'S' ADDRESS
6.1 Aircraft fitted with Mode ‘S’ transponder will be provided with Mode ‘S’ address
by DGCA which consists of a total of 24 bits. The first six bits indicate the
country code and the remaining 18 bits give the Mode ‘S’ address. The code
allotment shall be as given below:
1000 00 --- --- -- ----------

<-- (6 bits) ----> <----- (18 bits) ---------
Country Code Mode S Address for India

6.2 Whenever an aircraft is equipped with Mode ‘S’ transponder, the aircraft
operator/owner shall apply to Director General of Civil Aviation, (Attn.: Director
of Airworthiness) Technical Center, Opp. Safdarjung Airport, New Delhi -
110003, for allotment of specific Mode ‘S’ address giving the following
information:
(i) Aircraft Type and Registration Number.

(ii) Serial Number of the aircraft.
(iii) Name and address of the Operator
6.3 After the above information is received, the specific code shall be allotted by
Director General of Civil Aviation.
Register of aircraft allotted with Mode ‘S’ address.
The Director General of Civil Aviation will maintain a register of all aircraft
allotted with Mode ‘S’ address. This register will be open to inspection by any
person desirous of doing so.
6.4 All Indian registered aircraft fitted with Mode ‘S’ transponder shall be issued
with Mode ‘S’ address by DGCA. Mode ‘S’ address issued by any other foreign
regulatory authority shall stand cancelled after issue of Indian registration.
7 OPERATIONAL REQUIREMENTS:
7.1 Prior to commencing operation of the aircraft fitted with Mode ‘A’ / ‘C’ or Mode
‘S’ transponder as required by para 3 above, the aeroplane flight manual shall
be amended to include:
(i) appropriate procedure for the use of transponders;

(ii) necessary amendment to the checklist.
7.2 The operator shall lay down its procedure to ensure that the transponder is kept
‘ON’ throughout the operations.
7.3 The transponder should be operated in accordance with the relevant provision
of CAR Section 9 Series D Part V.
8 MAINTENANCE AND CERTIFICATION OF TRANSPONDERS
8.1 The transponder shall be of approved type and meet the specifications given
in TSO–C74 C for Mode ‘A’/‘C’ transponder and TSO-C112 for Mode ‘S’
transponder or any other specifications acceptable to DGCA.
8.2 The transponder shall be installed in an approved manner by an approved

organisation / manufacturer.
8.3 The transponder shall be maintained in serviceable condition. For release of

aircraft under MEL due to defect in the transponder system, an entry shall be
made in the maintenance record that includes the date and time of invoking the
MEL and proper placarding in the cockpit.

8.4 Engineers inspecting/certifying the transponders should hold appropriate CAR

66 type rated licence in category “B2" and should be “adequately trained on the
maintenance/functions/operation of transponder”.
(B S Bhullar)

GOVERNMENT OF INDIA

SERIES ‘X’ PART VIII
ISSUE II, 4TH SEPTEMBER 2017 EFFECTIVE: FORTHWITH
F. No. 11-690/Sec2/X-VIII/2017-AI(2)
Subject: Requirements for Issue of Taxy Permit.
1. INTRODUCTION.
1.1 It is possible that aircraft during taxying operations which involve starting
of aircraft engine and maneuvering of aircraft on ground, can sustain damage
if this operation is undertaken by unqualified and inexperienced individuals. If
such damages remain undetected, then the aircraft’s airworthiness and safety
can be in jeopardy. Therefore, it is essential that such operations are
undertaken by Qualified and experienced individuals who are approved for the
purpose. This CAR details the procedure for issue of taxying permit to
engineering personnel
1.2 Para 4.2.4.2 of CAR (Sec-8) Series “O” Part-II states that an aeroplane shall
not be taxied on the movement area of an aerodrome unless the person at the
controls:
a) has been duly authorized by the operator,

b) is fully competent to taxi the aeroplane,
c) is qualified to use the radiotelephone or a person qualified to use the
radiotelephone is on board; and
d) has received instruction from a competent person in respect of aerodrome
layout, routes, signs, marking, lights, air traffic control (ATC) signals and
instructions, phraseology and procedures, and is able to conform to the
operational standards required for safe aeroplane movement at the
aerodrome.
1.3 This CAR is issued under the provisions of Rule 133A of Aircraft Rules.
SERIES 'X' PART VIII 4TH SEPTEMBER 2017
2. APPLICABILITY :
This CAR is applicable to all operators desirous of issuing taxi permit to their
engineering personnel.
3. ISSUE OF TAXI PERMIT:
Following procedure shall be adopted for issuing taxy permit by the Quality
manager of the operator to facilitate taxying of the aircraft.
a) The person shall hold a valid type rated CAR-66 AME licence in category B1
covering the specific aircraft engine combination provided he has been trained
on taxying of the aircraft and his taxying ability has been assessed by a pilot of
the operator, qualified on the type of aircraft.
b) He should be qualified to use the radiotelephone if radio communications are

required or incase he does not hold RT License, the condition to be
accompanied by a person holding RT licence shall be endorsed on the permit.
c) He shall be conversant with the aerodrome, signages, markings, lightings, ATC

phraseology, signals etc. and Aerodrome layout of particular Aerodrome.
Note: The pilot certifying the capability of such engineering personnel should clearly
state that the individual is fully conversant with the details mentioned above and
is capable of taxying the aircraft in the airport to be specified in the permit.
4. VALIDITY:
The Quality Manager of the operator shall issue taxy permit after ensuring that
the above requirements have been met with by the individual satisfactorily. The
permit will be valid for one year. The privileges of the taxy permit shall be
restricted to the airport specified in the permit.
5. RENEWAL OF TAXY PERMIT:
The Quality Manager shall renew the taxy permit subject to following conditions:
(a) The AME licence is current.

(b) Holds a valid RT licence, if RT licence is held by the Permit holder.
(c) Has taxied the aircraft covered by the permit at least once during the
preceding one year. In case if this experience is not met with the permit
may be renewed provided he taxies the aircraft under the supervision of
other person holding a valid taxy permit and a satisfactory certificate is
issued by him.
6. RESPONSIBILITY :
The individuals authorised to taxy the aircraft shall intimate promptly to

owner/ operator of the aircraft, any damage caused to the aircraft during
taxying operations, so that aircraft is properly inspected before further flight.
2
SERIES 'X' PART VIII 4TH SEPTEMBER 2017
Such damage shall also be intimated by the owner/ operator of the aircraft to
the concerned Regional/ Sub-Regional Airworthiness Office promptly.
7. RECORD KEEPING
The Quality Manager shall maintain the following records of permit holders
issued by the organisation:
a) Copy of AME licence;
b) Copy of RT licence, if held by the Permit holder;
c) Training imparted by competent person in respect of aerodrome layout,

routes, signs, marking, lights, air traffic control (ATC) signals and
instructions, phraseology and procedures;
d) Assessment record prior to issuance of Permit;
e) Copy of permit.
(B S Bhullar)
3
GOVERNMENT OF INDIA

SERIES 'X' PART VII
22ND AUGUST 1984 EFFECTIVE: FORTHWITH
F. No. DGCA-25012(07)/3/2020-AW
Subject: Documents to be carried on board by Indian Registered Aircraft.
1. General
1.1 Sub Rule 2 of Rule 7 of the Aircraft Rules, 1937 stipulates that all aircraft
registered in India shall carry on board valid documents as required by these
Rules.
1.2 This CAR details the list of the valid documents required to be carried on
board and is issued under the provision of Rule 133A of the Aircraft Rules,
1937. This, however, does not absolve an operator from the responsibility
of carriage of any other document that is required by any other authority in
India.
2. Requirement
2.1 No person in charge of any aircraft shall allow such aircraft to be flown
unless the following valid documents, as applicable, are carried on board the
aircraft:
i. Certificate of Registration;
ii. Certificate of Airworthiness;
iii. Airworthiness Review Certificate (ARC);
iv. A document attesting Noise Certification of the aeroplane/
helicopter;
v. Air Operator Certificate/ Permit;
vi. Appropriate Licences for each member of the flight crew;
vii. Aeromobile Radio operation Licence for Radio
Rev 8, 13th April 2022 1

SERIES X PART VII 22ND AUGUST 1984
Communication apparatus;
viii. Journey Log Book or equivalent documents approved by the
DGCA;
ix. Operations Manual;
x. Minimum Equipment List;
xi. Flight Manual ;
xii. Cabin Crew Manual;
xiii. Cockpit and Emergency Check List unless these form part of
Flight Manual, carried on board;
Note: Checklists for takeoff, cruise and landing phases shall

be displayed in the cockpit unless the lists form a part of the
Flight Manual, carried on board.
xiv. Aeroplane search procedure checklist along with information

about least risk bomb location;
xv. Maintenance Release/Certificate to release to service;
xvi. LOPA (Layout of Passenger Arrangement);
xvii. Emergency and Safety Equipment Layout;
xviii. Route guides
xix. Current and suitable navigation charts/maps for the planned
flight route and all other routes along which it is reasonable to
expect that the flight may be diverted;
xx. Weight Schedule;
xxi. Load and Trim Sheet;
xxii. If carrying passengers, a list of their names and places of
embarkation and destination;
xxiii. If carrying cargo, a manifest and detailed declarations of the
cargo;
xxiv. If carrying dangerous goods, a list of such goods. This list must
be specifically brought to the notice of Pilot-in-Command,
before the flight; and
xxv. Current comprehensive insurance policy covering passengers
and their baggage, crew, third party risks, hull loss.
xxvi. Passenger safety information briefing card at every passenger
seat location in respect of passenger aircraft.
Note 1: Physical copies of the above documents shall be carried on board

unless they form part of Electronic Flight Bag (EFB) and have been
specifically approved by DGCA.
Note 2: Certificates/ Permits issued by DGCA and required to be carried on

board shall be carried in original or a copy duly attested by a DGCA
officer.

SERIES X PART VII 22ND AUGUST 1984
3. In case a document has been submitted to a competent authority for

renewal or for any other action, that fact shall be deemed as valid excuse
for its not being carried on board an aircraft. In such a case a document
issued by the operator shall be carried stating that the required document
has been submitted to the authority.
(Arun Kumar)

GOVERNMENT OF INDIA

SERIESI PART V
ISSUE III, 30th October 2018 EFFECTIVE: FORTHWITH
F.No. DGCA-25012(07)/5/2021-AW
SUBJECT: FLIGHT DATA RECORDERS, COMBINATION RECORDERS,

DATALINK RECORDERS, AIRBORNE IMAGE RECORDERS,
AIRBORNE IMAGE RECORDING SYSTEMAND AIRCRAFT
DATARECORDING SYSTEM
1. PURPOSE:
Rule 57 of Aircraft Rules, 1937 requires that every aircraft shall be fitted and equipped
with instruments and equipment, including radio apparatus and special equipment as
may be specified according to the use and circumstances under which the flight is to
be conducted.
This part of Civil Aviation Requirement lays down the requirements for fitment of
Flight Data Recorders, Combination Recorders, Data link Recorders, Airborne Image
Recorders, Airborne Image Recording System and Aircraft Data Recording System
on aircraft registered in India. All aircraft imported/ purchased or leased for operation
in India shall meet the applicability requirements laid down in this CAR.
This CAR has been issued under the provisions of Rule 29C of the Aircraft Rules,
1937.
2. DEFINITIONS:
Flight Recorder: Any type of recorder installed in the aircraft for the purpose of
complementing accident/incident investigation.
Automatic deployable flight recorder (ADFR): A combination flight recorder

installed on the aircraft which is capable of automatically deploying from the aircraft.
Commercial Operation: An aircraft operation involving the transport of passengers,
Rev. 2, 4th November 2022 1

SERIES I PART V 30th October, 2018
cargo or mail for remuneration or hire.
General Aviation: An aircraft operation other than a commercial air transport

operation or an aerial work operation.
3. FLIGHT RECORDER COMPOSITION:
3.1 Crash protected flight recorders comprise one or more of the following
Systems: a flight data recorder (FDR), a cockpit voice recorder (CVR), an
airborne image recorder (AIR), a data link recorder (DLR). Image and data link
information may be recorded on either the CVR or the FDR.
When image or data link information is required to be recorded on a crash-

protected flight recorder, it is permissible to record it on either the CVR or the
FDR.
3.2 Light weight flight recorders comprise one or more of the following:
An aircraft data recording system (ADRS), a cockpit audio recording system

(CARS), an airborne image recording system (AIRS), a data link recording
system (DLRS).
When image or data link information is required to be recorded on a lightweight

flight recorder, it is permissible to record it on either the CARS or the ADRS.
Note 1- For aeroplanes / helicopters for which the application for type
certification is submitted before 1 January 2016, specifications
applicable to cash protected flight recorders may be found in
EUROCAE ED- 112, ED-56A, ED-55, Minimum Operational
Performance Specifications (MOPS), or earlier equivalent documents.
Note 2- For aeroplanes / helicopters for which the application for type
certificationis submitted on or after 1 January 2016, specifications
applicable to cash protected flight recorders may be found in EUROCAE
ED-112A, Minimum Operational Performance Specification (MOPS), or
equivalent documents.
Note 3 - Specifications applicable to lightweight flight recorders may be found

inEUROCAE ED 155, Minimum Operational Performance Specification
(MOPS), or equivalent documents.
Note 4- Detailed requirements on flight data recorders are contained in Appendix-

I.

4 Applicability
4.1 Aeroplane– Commercial Air Transport
4.1.1 Allturbine–enginedaeroplanes, for which the individual certificate of

certificated take-off mass of over 27000kg that are of types of which the
prototype was certificated by the appropriate national authority after 30
September, 1969 should be equipped with an FDR which should record, in
addition to the first 5 parameters listed in table 1 of Appendix I, such
additional parameters as are necessary to meet the objective of determining:
a) the attitude of the aeroplane in achieving its flight path; and
b) the basic forces acting upon the aero plane resulting in the achieved
flight path and the origin of such basic forces.

airworthiness was first issued on or after 1 January 1987 but before 1
January 1989, with a maximum certificated take-off mass of over 27000kg
that are of types of which the prototype was certificated by the appropriate
national authority after 30 September, 1969 shall be equipped with an FDR
which shall record at least first 16 parameters listed in table 1 of Appendix I.

airworthiness was first issued on or after 1 January 1987 but before 1
January 1989, with a maximum certificated take-off mass of over 5700kg,
except those in 4.1.2 should be equipped with an FDRwhich should record
at least the first 9 parameters listed in table 1 of Appendix I.
which the individual certificate of airworthiness is first issued on or after
1January 1989 shall be equipped with an FDR which shall record at least
the first 32 parameters listed in table 1 of Appendix I.
4.1.5 All aeroplanes of a maximum certificated take-off mass of over 5700kg, up

to and including 27000kg, for which the individual certificate of Airworthiness
is first issued on or after 1 January 1989, shall be equipped with an FDR
which shall record at least the first 16 parameters listed in table 1 of
Appendix I.
which the individual certificate of airworthiness is first issued after 1 January
2005 shall be equipped with an FDR which shall record at least the first 78
parameters listed in table 1 of Appendix I.
4.1.7 All multi-engined turbine powered aeroplanes of a maximum certificated

take-off mass of 5700kg or less for which the individual Certificate of

airworthiness is first issued on or after 1 January 1990, should be equipped
with an FDR which should record at least the first 16 parameters listed in
table 1 of Appendix I.

certificated take-off mass of over 5 700 kg, except those in 4.1.2, shall be
equipped with an FDR which shall record at least the first 5 parameters listed
in table 1 of Appendix I.

5700kg or less for which the application for type certification is submitted
on or after 1 January 2016 shall be equipped with:
a) an FDR which shall record at least the first 16 parameters listed in Table 1
of Appendix I; or
b) a Class C AIR or AIRS which shall record at least the flight path and speed
parameters displayed to the pilot(s), as defined in 2.1.2.3 of Appendix I;
or
c) an ADRS which shall record at least the first 7 parameters defined listed
in Table-4 of Appendix I.
Note(1)- “The application for type certification is submitted refers to the date
of application of the original “Type Certificate” for the aero plane
type, not the date of certification of particular aeroplane variants
or derivative models.
Note(2)- AIR or AIRS classification is defined in 6.6.2.

5700kg or less for which the individual certificate of airworthiness is first
issued on or after 1 January 2016 should be equipped with:
a) an FDR which should record at least the first 16 parameters listed in

Table 1 of Appendix I; or
b) a Class C AIR or AIRS which should record at least the flight path and
speed parameters displayed to the pilot(s), as defined in 2.1.2.3 of
Appendix I; or
c) an ADRS which should record at least the first 7 parameters listed in table
4 of Appendix I.

which the application for type certification is submitted on or after
1stJanuary,2023 shall be equipped with an FDR capable of recording at
least the 82 parameters listed in Table-1 of Appendix-I.
4.1.12All aeroplanes of a maximum certificated take-off mass of over 5700 kg for

1stJanuary,2023 shall be equipped with an FDR capable of recording at
least the 82 parameters listed in Table-1 of Appendix-I
4.2 Aeroplane- General Aviation
1st January, 2005 shall be equipped with an FDR which shall record at least
first 78 parameters listed in Table I of Appendix I.
1stJanuary, 1989 shall be equipped with an FDR which shall record at least
first 32 parameters listed in Table I of Appendix I.
4.2.3 All aeroplanes of a maximum certificated take-off mass of over 5700 kg, up
to and including 27000 kg, for which the individual certificate of airworthiness
is first issued on or after 1st January, 1989, should be equipped with an FDR
which shall record at least first 16 parameters listed in Table I of Appendix I.
4.2.4 All multi-engined turbine powered aeroplanes of a maximum certificated

takeoff mass of 5700kg or less for which the individual certificate of
airworthiness is first issued on or after 1st January, 1990, should be equipped
with an FDR which should record at least the first 16 parameters listed in
Table 1 of Appendix I.
4.2.5 All turbine-engined aeroplanes with a seating configuration of more than five
passenger seats and a maximum certificated take-off mass of 5700 kg or
less for which the individual certificate of airworthiness is first issued on or
after 1 January 2016 should be equipped with:
a) an FDR which should record at least the first 16 parameters in Table-

1 of Appendix-I; or
b) a Class C AIR or AIRS which should record at least the flight path and
speed parameters displayed to the pilot(s), as defined in 2.1.2.2 of
Appendix-I; or
c) an ADRS which should record at least first 7parameters listed in Table-

4 of Appendix-I.
Note-AIR or AIRS classification is defined in Para 6.6.
which the application for type certification is submitted to a DGCA on or
after1st January, 2023 shall be equipped with an FDR capable of recording at
least the 82 parameters listed in Table-1 of Appendix-I.
which the individual certificate of airworthiness is first issued on or after 1st
January,2023 should be equipped with an FDR capable of recording at least
the 82 parameters listed in Table-1 of Appendix-I.
Note“The application for type certification that is submitted to a contracting state”

refers to the date of application of the original “Type Certificate” for the aero
plane type, not the date of certification of particular aeroplane variants or
derivative models.
4.3 Helicopter- Commercial Air Transport & General Aviation
4.3.1 All helicopters of a maximum certificated take-off mass of over 7000kg,or

having a passenger seating configuration of more than nineteen, for which
the individual certificate of airworthiness is first issued on or after 1st
January,1989 shall be equipped with an FDR which shall record at least the
first 30 parameters in Table-2 of Appendix I.
4.3.2 All helicopters of a maximum certificated take-off mass of over 3175 kg, upto
and including 7000kg, for which the individual certificate of airworthiness is
first issued on or after 1 January 1989, shall be equipped with a FDR which
should record at least the first 15 parameters in Table-2 of Appendix I;
1January 2016 shall be equipped with an FDR which shall record at least the
first 48 parameters listed in Table-2 of Appendix I.
4.3.4 All turbine-engined helicopters of a maximum certificated take-off mass of

over 2250 kg, up to and including 3175 kg for which the application for type
certification was submitted to a contracting state on or after 1 January 2018
shall be equipped with:
a) an FDR which shall record at least the first 48 parameters in Table-2 of
Appendix I; or
b) a Class C AIR or AIRS which shall record at least the flight path and

speed parameters displayed to the pilot(s), as defined in Table 5 of

Appendix I; or
c) an ADRS which shall record the first 7 parameters listed in Table 5 of

Appendix I.
Note - The “application for type certification was submitted to a contracting

state refers to the date of application of the original “Type Certificate”
for the helicopter type, not the date of certification of particular
helicopter variants or derivative models.
4.3.5 All helicopters of a maximum certificated take-off mass of 3175 kg or less for
1stJanuary 2018 should be equipped with:
a) an FDR which should record at least the first 48 parameters listed in Table-
2 of Appendix I; or
b)a Class C AIR or AIRS which should record at least the flight path and
speed parameters displayed to the pilot(s), as defined in Table 5 of
Appendix I; or
c) an ADRS which should record the first 7 parameters listed in Table 5 of
Appendix I;
Note. AIR or AIRS classification is defined in Para 6.6.
4.3.6 All helicopters of a maximum certificated take-off mass of over 3175kgfor

which the application for type certificate is submitted to a contracting state on
or after1stJanuary 2023 shall be equipped with an FDR capable of recording
at least the first 53 parameters listed in table 2 of Appendix I.
1stJanuary, 2023 shall be equipped with an FDR capable of recording at least
the first 53 parameters listed in table 2 of Appendix I.
4.4 Recording Technology

FDRs, ADRS, AIRs or AIRS shall not use engraving metal foil, frequency
modulation (FM), photographic film or magnetic tape.
4.5 Duration
4.5.1 All FDRs (installed on aeroplanes) shall retain the information recorded
during at least the last 25 hours of their operation with the exception of those
installed on aeroplane referred in 4.1.7 for which the FDR shall retain the

information recorded during at least the last 30 minutes of its operations and
in addition sufficient information from the preceding take off for calibration
purpose.
4.5.2 All FDRs (installed on helicopters) shall retain the information recorded during
at least the last 10 hours of their operation.
5. COMBINATION RECORDERS
5.1 Combination recorders (FDR/CVR) may be used to meet the flight recorder
equipage requirements in this CAR.
5.2 All aeroplanes of a maximum certificated take-off mass of over 5700kg for
which the application for type certification is submitted to a contracting state
on or after 1 January 2016, and which are required to be equipped with both
a CVR and an FDR, should be equipped with two combination recorders
(FDR/CVR).
5.3 All aeroplanes of a maximum certificated take-off mass of over 15000kg for
which the application for type certification is submitted to a contracting state
on or after 1 January 2016, and which are required to be equipped with both
a CVR and an FDR, shall be equipped with two combination recorders
(FDR/CVR). One recorder shall be located as close to the cockpit as
practicable and the other recorder located as far aft as practicable.
5.4 All aeroplanes of a maximum certificated take-off mass over 5700kg,
required to be equipped with an FDR and a CVR, may alternatively be
equipped with two combination recorders (FDR/CVR).
Note- The requirement of 5.1 5.2, 5.3 and 5.4 may be satisfied by equipping the
aeroplanes with two combination recorders (one forward and one aft) or
separate devices.
5.5 All multi- engined turbine –powered aeroplanes of a maximum certificated

take-off mass of 5700kg or less, required to be equipped with an FDR and
a CVR, may alternatively be equipped with one combination
recorder(FDR/CVR).
5.6 Automatic Deployable Flight Recorder (ADFR)
The following requirements shall apply to an ADFR:
- deployment shall take place when the aeroplane structure has been
significantly deformed;
- deployment shall take place when an aeroplane sinks in water;
- ADFR shall not be capable of manual deployment;

- the ADFR shall be able to float on water;

- the ADFR deployment shall not compromise the safe continuation of
the flight;
- the ADFR deployment shall not significantly reduce the chance of
survival of the recorder and of successful transmission by its ELT;
- the ADFR deployment shall not release more than one piece;
- an alert shall be made to the flight crew when the ADFR is no longer
captive tothe aircraft.
- the flight crew shall have no means to disable ADFR deployment when
the aircraft is airborne;
- the ADFR shall contain an integrated ELT, which shall activate
automatically during the deployment sequence. Such ELT may be of
a type that is activated inflight and provides information from which a
position can be determined; and
- the integrated ELT of an ADFR shall satisfy the same requirements as
an ELT required to be installed on an aeroplane. The integrated ELT
shall at least have the same performance as the fixed ELT to maximize
detection of the transmitted signal.
Note 1 - Refer to the Manual on Location of Aircraft in Distress and Flight

Recorder Data Recovery (Doc 10054) for more information on ADFR.
Note 2 - If an integrated ELT of a type that is activated in flight is used within

an ADFR it could be a means to comply with requirements of Location
of Aircraft in Distress (Doc 10054).
6. DATA LINK RECORDERS

6.1 Applicability
airworthiness are first issued on or after 1 January 2016, which use any of the
data link communications applications referred to in para 6.4.2 and are required
to carry a CVR, shall record the data link communications messages on a crash
protected flight recorder.
6.1.2 All aeroplanes and helicopter for which the individual certificate of
airworthiness was first issued before 1 January 2016, that are required to carry
a CVR and are modified on or after 1 January 2016 to use any of the data link
communications applications referred to in para 6.4.2 and shall record the data
link communication messages on a crash protected flight recorder unless the
installed data link communications equipment is compliant with a type
certificate issued or aircraft modification first approved prior to 1 January 2016.

Note 1- A Class B AIR (Airborne Image Recorder) could be a means for
recording data link communications applications messages to and from the
aeroplanes/ helicopters where it is not practical or is prohibitively expensive to
record those data link communications applications messages on FDR or CVR.
Note 2.— The “aircraft modifications” refer to modifications to install the data link
communications equipment on the aircraft (e.g. structural, wiring).
airworthiness was first issued before 1 January 2016, that are required to
carry a CVR and are modified on or after 1 January 2016 to use any of the
data link communications applications referred to in para 6.4.2 should record
the data link communications messages on a crash-protected flight recorder.
6.2Duration
The minimum recording duration shall be equal to the duration of the CVR.
6.3 Correlation
Data link recording shall be able to be correlated to the recorded cockpit audio.
6.4 Applications to be recorded
6.4.1 Where the aircraft/helicopter flight path is authorized or controlled through the
use of data link messages, all data link messages, both uplinks (to the
aircraft/helicopter) and downlinks (from the aircraft/helicopter), shall be
recorded on the aircraft/helicopter. As far as practicable, the time the
messages were displayed to the flight crew and the time of the responses
shall be recorded.
6.4.2 Messages applying to the applications listed at Table-3 of Appendix-I shall be

recorded. Applications without the asterisk (*) are mandatory applications
which shall be recorded regardless of the system complexity. Applications
with an (*) shall be recorded only as far as is practicable given the architecture
of the system.
Note-Sufficient information to derive the content of the data link

communications message and the time the messages were displayed
to the flight crew is needed to determine an accurate sequence of
events on board the aircraft/helicopter.

6.5 Flight Crew-Machine Interface Recordings
6.5.1 Applicability
6.5.1.1 All aeroplanes of a maximum take-off mass of over 27 000 kg for which the
application for type certification is submitted on or after 1 January 2023 shall
be equipped with a crash-protected flight recorder which shall record the
information displayed to the flight crew from electronic displays, as well as
the operation of switches and selectors by the flight crew as defined in Para
6.6.
6.5.1.2 All aeroplanes of a maximum take-off mass of over 5700 kg, up to and
including 27 000 kg, for which the application for type certification is
submitted on or after 1 January 2023 should be equipped with a crash-
protected flight recorder which should record the information displayed to
the flight crew from electronic displays, as well as the operation of switches
and selectors by the flight crew, as defined in Para 6.6.
6.5.2 Duration
The minimum flight crew-machine interface recording duration shall be at least

for the last two hours.
6.5.3 Correlation
Flight crew-machine interface recordings shall be able to be correlated to the

recorded cockpit audio.
6.6 Start and stop logic
6.6.1The Airborne Image Recorder (AIR) and Airborne Image Recording System
(AIRS) shall start to record prior to the aeroplane/ helicopter moving under its
own power and record continuously until the termination of the flight when the
aeroplane/ helicopter is no longer capable of moving under its own power. In
addition, depending on the availability of electrical power, the AIR or AIRS shall
start to record as early as possible during the cockpit checks prior to engine
start at the beginning of the flight until the cockpit checks immediately following
engine shutdown at the end of the flight.
6.6.2 Classes

6.6.2.1 A Class “A” AIR or AIRS captures the general cockpit area in order to
provide data supplemental to conventional flight recorders.
6.6.2.2 A Class “B” AIR or AIRS captures data link message displays.
6.6.2.3 A Class “C” AIR or AIRS captures instruments and control panels.
Note 1-There are no provisions for Class “A” AIRs or AIRS in this CAR.
Note2- A Class C AIR or AIRS may be considered as a means for

recording flight data where it is not practical or is prohibitively
expensive to record on an FDR or an ADRS or where an FDR is
not required.
Note3- To respect crew privacy, the cockpit area view may be designed as
far as practical to exclude the head and shoulders of crew members
whilst seated in their normal operating position.
6.7 Applications to be recorded
6.7.1 The operation of switches and selectors and the information displayed to the
flight crew from electronic displays shall be captured by sensors or other
electronic means.
6.7.2 The recording of operation of switches and selectors by the flight crew shall
include the following:
— any switch or selector that will affect the operation and the navigation of the
aircraft; and
— selection of normal and alternate systems.
6.7.3 The recording of the information displayed to the flight crew from electronic
displays shall include the following:
— primary flight and navigation displays;

— aircraft system monitoring displays;
— engine indication displays;
— traffic, terrain, and weather displays;
— crew alerting systems displays;
— stand-by instruments; and
— installed EFB to the extent it is practical.
6.7.4 If image sensors are used, the recording of such images shall not capture the
head and shoulders of the flight crew members whilst seated in their normal
operating position
7.Flight Recorder Data Recovery
7.1 All aeroplanes of a maximum certificated take-off mass of over 27000 kg and
authorized to carry more than nineteen passengers for which the application for
type certification is submitted to a Contracting State on or after 1 January 2021,
shall be equipped with a means approved by the State of the Operator, to
recoverflight recorder data and make it available in a timely manner.
7.2 In approving the means to make flight recorder data available in a timely manner,
the State of the Operator shall take into account the following:
a) the capabilities of the operator;

b) overall capability of the aeroplane and its systems as certified by the State
of
Design;
c) the reliability of the means to recover the appropriate CVR channels and
appropriate FDR data; and
d) specific mitigation measures.
Note— Guidance on approving the means to make flight recorder data available in
a timely manner is contained in the Manual on Location of Aircraft in Distress and
Flight Recorder Data Recovery (Doc 10054).
8. FLIGHT RECORDERS — GENERAL
8.1Construction and Installation

8.1.1 Flight recorders shall be constructed, located and installed so as to provide
maximum practical protection for the recordings in order that the recorded
information may be preserved, recovered and transcribed. Flight recorders
shall meet the prescribed crashworthiness and fire protection specifications.
8.2 Operation
8.2.1 Flight recorders shall not be switched off during flight time.
8.2.2 To preserve flight recorder records, flight recorders shall be deactivated upon
completion of flight time following an accident or incident. The flight recorders
shall not be reactivated before their disposition as determined in accordance
with the instructions issued by DGCA.
Note1 - The need for removal of the flight recorder records from the aircraft will
be determined by DGCA with due regard to the seriousness of an
occurrence and the circumstances, including the impact on the
operation.

Note2 - The operator’s responsibilities regarding the retention of flight recorder

records are contained in 8.5.
8.3 Continued Serviceability

Operational checks and evaluations of recordings from the flight recorder
systems shall be conducted to ensure the continued serviceability of the
recorders.
Note- Procedure for inspection of flight recorder systems are given in Appendix-I.
8.4 Flight Recorder Electronic Documentation
It is recommended that the documentation requirement concerning FDR and

ADRS parameters provided by operators to accident investigation authorities
should be in electronic format and take account of industry specifications.
Note- Industry specification for documentation concerning flight recorder

parameters may be found in the ARINC 647A, Flight Recorder
Electronic Documentation, or equivalent document.
8.5 Flight Recorder Records
The pilot in-command, and/or owner/operator, shall ensure, to the extent

possible, in the event the aeroplane/ helicopter becomes involved in an accident
or incident, the preservation of all related flight recorder records and, if
necessary, the associated flight recorders, and their retention in safe custody
pending their disposition in accordance with instruction issued by DGCA.
(Arun Kumar)

APPENDIX- I
GUIDANCE ON FLIGHT RECORDERS
1.1 Non-deployable flight recorder containers shall be painted a distinctive orange

colour.
1.2 Non-deployable crash-protected flight recorder containers shall:
a) carry reflective material to facilitate their location; and
b) have securely attached an automatically activated underwater locating device

operating at a frequency of 37.5 kHz. At the earliest practicable date but not
later than 1 January 2018, this device shall operate for a minimum of 90
days.
1.3 Automatic deployable flight recorder containers shall:
a) be painted a distinctive orange colour, however the surface visible from

outside the aircraft may be of another colour;
b) carry reflective material to facilitate their location; and
c) have an integrated automatically activated ELT.
1.4 The flight recorder systems shall be installed so that:
a) the probability of damage to the recordings is minimized;
b) there is an aural or visual means for pre-flight checking that the flight recorder
systems are operating properly; and
c) if the flight recorder systems havean erasure device, the installation shall be
designedto prevent operation of the device during flight time or crash impact;
and
d) for aeroplanes for which the individual certificate of airworthiness is first

issued
on or after 1 January 2023, a flight crew-operated erase function shall be
provided onthe flight deck which, when activated, modifies the recording of
a
CVR and AIR so that it cannot be retrieved using normal replay or copying
techniques. The installation shall be designed to prevent activation during

flight. In addition, the probability of an inadvertent activation of an erase

function during an accident shall also be minimized.
Note— The erase function is intended to prevent access to CVR and AIR
recordings by normal replay or copying means, but would not prevent accident
investigation authorities access to such recordings by specialized replay or
copying techniques.
1.5 The crash protected flight recorders shall be installed so that they receive
electrical power from a bus that provides the maximum reliability for operation of the
flight recorders without jeopardizing service to essential or emergency loads.
1.6 The lightweight flight recorders shall be connected to a power source having the
characteristics which ensure proper and reliable recording in the operational
environment.
1.7 The flight recorder systems, when tested by methods approved by the
appropriate certificating authority, shall be demonstrated to be suitable for the
environmental extremes over which they are designed to operate.
1.8 Means shall be provided for an accurate time correlation between the flight
recorder systems recordings.
1.9 The Flight recorder system manufacturer shall provide the appropriate
certificating authority with the following information in respect of the flight
recorder systems:
a) manufacturer’s operating instructions, equipment limitations and

installation procedures;
b) parameter origin or source and equations which relate counts to units of

measurement; and
c) manufacturer’s test reports; and
d) detailed information to ensure the continued serviceability of the flight

recorder system
1.10 The holder of the airworthiness approval for the installation design of the
flight recorder system shall make available the relevant continuing
airworthiness information to the operator of the aeroplane to be
incorporated in the continuing airworthiness maintenance programme.
This continuing airworthiness information shall cover in detail all the tasks
required to ensure the continued serviceability of the flight recorder
system.
Note 1.— The flight recorder system is composed of the flight recorder as
well as any dedicated sensors, hardware and software that provide

information required per this Appendix.
Note 2.— Conditions related to the continued serviceability of a flight

recorder system are defined in Section 4 of this Appendix. The Manual on
Flight Recorder System Maintenance (FRSM) (Doc 10104) provides
guidance on maintenance tasks associated with flight recorder systems.
2. FLIGHT DATA RECORDER (FDR) AND AIRCRAFT DATA

RECORDINGSYSTEMS (ADRS)
2.1 Aeroplane:-
2.1.1 Start and stop logic
The FDR or ADRS shall start to record prior to the aeroplane moving under its own
power and record continuously until the termination of the flight when the aeroplane
is no longer capable of moving under its own power.
2.1.2 Parameters to be recorded
2.1.2.1 The parameters that satisfy the requirements for FDRs are listed in the table
1 below. The number of parameters to be recorded shall depend on aero
plane complexity. The parameters without an asterisk (*) are mandatory
parameters which shall be recorded regardless of aeroplane complexity. In
addition, the parameters designated by an asterisk (*) shall be recorded if
an information data source for the parameter is used by aeroplane systems
or the flight crew to operate the aeroplane. However, other parameters may
be substituted with due regard to the aeroplane type and the characteristics
of the recording equipment.
2.1.2.2 If further FDR recording capacity is available, recording of the following

additional information shall be considered:
a) Operational information from electronic display systems, such as

electronic flight instrument systems (EFIS), electronic centralized aircraft
monitor (ECAM) and engine indication and crew alerting system (EICAS).
Use the following order of priority:
1) parameters selected by the flight crew relating to the desired flight

path, e.g. barometric pressure setting, selected altitude, selected
airspeed, decision height, and auto flight system engagement and
mode indications if not recorded from another source;
2) display system selection/status, e.g. SECTOR, PLAN, ROSE, NAV,

WXR, COMPOSITE, COPY, ETC.;

3) warnings and alerts; and
4) the identity of displayed pages for emergency procedures and

checklists; and
b) retardation information including brake application for use in the

investigation of landing overruns and rejected take-offs.
2.1.2.3The parameters that satisfy the requirements for flight path and speed as
displayed to the pilot(s) are listed below. The parameters without an (*) are
mandatory parameters which shall be recorded. In addition, the parameters
designated by an (*) shall be recorded if an information source for the
parameter is displayed to the pilot and is practicable to record:
— Pressure altitude
— Indicated airspeed or calibrated airspeed

— Heading (primary flight crew reference)
— Pitch attitude
— Roll attitude
— Engine thrust/power
— Landing-gear status*
— Total or outside air temperature*
— Time*
— Navigation data*: drift angle, wind speed, wind direction,
latitude/longitude
— Radio altitude*
2.1.2.4 The parameters that satisfy the requirements for ADRS are listed in Table 4.
2.1.2.5The measurement range, recording interval and accuracy of parameters

on installed equipment shall be verified by methods approved by the
appropriate certificating authority.
2.1.2.6 Documentation concerning parameter allocation, conversion equations,

periodic calibration and other serviceability/maintenance information
shall be maintained by the operator. The documentation needs to be
sufficient to ensure that accident investigation authorities have the
necessary information to read out the data in engineering units.
2.2 Helicopters
2.2.1 Start and stop logic
The FDR or ADRS shall start to record prior to the helicopter moving under

its own power and record continuously until the termination of the flight when
the helicopter is no longer capable of moving under its own power.
2.2.2 Parameters to be recorded
2.2.2.1The parameters that satisfy the requirements for FDRs, are listed in Table
2.The number of parameters to be recorded shall depend on helicopter
complexity. The parameters without an asterisk (*)are mandatory parameters
which shall be recorded regardless of helicopter complexity. In addition, the
parameters designated by an asterisk (*) shall be recorded if an information
data source for the parameter is used by helicopter systems or the flight crew
to operate the helicopter. However, other parameters may be substituted with
due regard to the helicopter type and the characteristics of the recording
equipment.
2.2.2.2 The following parameters shall satisfy the requirements for flight path and
speed:
— Pressure altitude
— Indicated airspeed
— Outside air temperature
— Heading
— Normal acceleration
— Lateral acceleration
— Longitudinal acceleration (body axis)
— Time or relative time count
— Navigation data*: drift angle, wind speed, wind direction,
latitude/longitude
— Radio altitude*.
2.2.2.3 If further FDR recording capacity is available, recording of the following

additional information shall be considered:
a) additional operational information from electronic displays, such as

electronic flight instrument systems (EFIS), electronic centralized aircraft
monitor (ECAM) and engine indication and crew alerting system
(EICAS); and
b) additional engine parameters (EPR, N1, fuel flow, etc.).
2.2.2.4The parameters that satisfy the requirements for ADRS are listed in Table 5.
2.2.2.5The measurement range, recording interval and accuracy of

parameters on installed equipment is usually verified by methods

approved by the appropriate certificating authority.
2.2.2.6 Documentation concerning parameter allocation, conversion equations,

periodic calibration and other serviceability/maintenance information
shall be maintained by the operator/owner. The documentation shall be
sufficient to ensure that accident investigation authorities have the
necessary information to read out the data in engineering units
3. RECORDING INTERVAL
The flight recorders shall start to record prior to the aeroplane/helicopter moving
under its own power and record continuously until the termination of the flight
when the aeroplane/helicopter is no longer capable of moving under its own
power.
4. INSPECTION OF FLIGHT RECORDER SYSTEM
4.1 Prior to the first flight of the day, the built-in test features for the flight recorders
and flight data acquisition unit (FDAU), when installed, shall be monitored by
manual and/or automatic checks.
4.2 FDR systems or ADRS and AIR systems or AIRS shall have recording inspection
intervals of one year; subject to the approval from the appropriate regulatory
authority, this period may be extended to two years provided these systems have
demonstrated a high integrity of serviceability and self-monitoring. DLR systems
or DLRS shall have recording inspection intervals of two years; subject to the
approval from the appropriate regulatory authority, this period may be extended
to four years provided these systems have demonstrated high integrity of
serviceability and self-monitoring.
4.3 Recording inspections shall be carried out as follows:
a) an analysis of the recorded data from the flight recorders shall ensure that the
recorder operates correctly for the nominal duration of the recording;
b) The FDR or ADRS recording from a complete flight shall be examined in

engineering units to evaluate the validity of all recorded parameters. Particular
attention shall be given to parameters from sensors dedicated to the FDR or
ADRS. Parameters taken from the aircraft’s electrical bus system need not be
checked if their serviceability can be detected by other aircraft systems;
c) the readout facility shall have the necessary software to accurately convert the
recorded values to engineering units and to determine the status of discrete
signals;

d) an examination of the recorded signal on the CVR or the CARS shall be

carried out by replay of the CVR or CARS recording. While installed in the
aircraft, the CVR or CARS shall record test signals from each aircraft source
and from relevant external sources to ensure that all required signals meet
intelligibility standards;
e) where practicable, during the examination, a sample of in-flight recordings of

the CVR or CARS shall be examined for evidence that the intelligibility of the
signal is acceptable; and
f) an examination of the recorded images on the AIR or AIRS shall be carried out
by replay of the AIR or AIRS recording. While installed in the aircraft, the AIR
or AIRS shall record test images from each aircraft source and from relevant
external sources to ensure that all required images meet recording quality
standards.
g) an examination of the recorded messages on the DLR or DLRS shall be carried

out by replay of the DLR or DLRS recording.
4.4 A flight recorder system shall be considered unserviceable if there is a significant

period of poor quality data, unintelligible signals, or if one or more of the
mandatory parameters is not recorded correctly.
4.5 A report of the recording system inspection shall be made available on request
to DGCA for monitoring purposes.
4.6 Calibration of the FDR system:
a) for those parameters which have sensors dedicated only to the FDR and are
not checked by other means, recalibration shall be carried out at an interval
determined by the continuing airworthiness information for the FDR system. In
the absence of such information, a recalibration shall be carried out at least
every five years. The recalibration shall determine any discrepancies in the
engineering conversion routines for the mandatory parameters and to ensure
that parameters are being recorded within the calibration tolerances; and
b) When the parameters of altitude and airspeed are provided by sensors

that are dedicated to the FDR system, there shall be a recalibration performed
at an interval determined by the continuing airworthiness information for the
FDR system. In the absence of such information, a recalibration shall be carried
out at least every two years.

Appendix - I
Table-1
PARAMETER CHARACTERISTICS FOR FLIGHT DATA RECORDERS AEROPLANES
Maximum Accuracy limits
sampling and (sensor input
Serial Measurement Recording
Parameter Applicability recording compared
number range resolution
interval to FDR read-
(seconds) out)
1 Time (UTC when available, 24 hours 4 ±0.125% /h 1s
otherwise relative time
count or GNSS time sync)
2 Pressure-altitude –300 m (–1 1 ±30 m to ±200 m 1.5 m (5 ft)
000 ft) to (±100 ft to ±700
maximum ft)
certificated
altitude of
aircraft
+1 500 m (+5
000 ft)
3 Indicated airspeed or 95 km/h (50 kt) 1 ±5% 1 kt (0.5 kt
calibrated airspeed to max ±3% recommended)
VSo (Note 1)
VSoto 1.2 VD
(Note 2)
4 Heading (primary flight 360° 1 ±2° 0.5°
crew reference)
5 Normal acceleration Application for –3 g to +6 g 0.125 ±1% of maximum 0.004 g
(Note8) type certification range excluding
is submitted on or datum error of
before 1 January ±5%
2016
Application for –3 g to +6 g 0.0625 ±1% of maximum 0.004 g

type certification range excluding
is submitted on or datum error of
after 1 January ±5%
2016
6 Pitch attitude ±75° or usable 0.25 ±2° 0.5°
range
whichever is
greater
7 Roll attitude ±180° 0.25 ±2° 0.5°
8 Radio transmission keying On-off (one 1
discrete)
9 Power on each engine Full range 1 (per ±2% 0.2% of full
(Note 4 -3) engine) range or the
resolution
required to
operate the
aircraft
10* Trailing edge flap and Full range or 2 ±5% or as pilot’s 0.5% of full
cockpit each indicator range or the
control selection discrete resolution
position required to
operate the
aircraft
11* Leading edge flap and Full range or 2 ±5% or as pilot’s 0.5% of full
cockpit each indicator range or the
control selection discrete resolution
position required to
operate the
aircraft
12* Thrust reverser position Stowed, in 1 (per
transit, engine

(seconds) out)
and reverse
13* Ground spoiler/speed brake Full range or 1 ±2% unless 0.2% of full
selection (selection and each higher accuracy range
position) discrete uniquely required
position
14 Outside air temperature Sensor range 2 ±2°C 0.3°C
15* Autopilot/auto A suitable 1
throttle/AFCS combination
mode and engagement of discretes
status
16 Longitudinal acceleration Application for ±1 g 0.25 ±0.015 g 0.004 g
(Note 8) type certification excluding a
submitted before datum error of
1 January 2016 ±0.05 g
Application for ±1 g 0.0625 ±0.015 g 0.004 g
type certification excluding a
submitted on or datum error of
after 1 January ±0.05 g
2016
17 Lateral acceleration (Note 3 Application for ±1 g 0.25 ±0.015 g 0.004 g
8) type certification excluding a
submitted to a datum error of
Contracting State ±0.05 g
before 1 January
2016
Application for ±1 g 0.0625 ±0.015 g 0.004 g
type certification excluding a
submitted to a datum error of
Contracting State ±0.05 g
on or after 1
January 2016
18 Pilot input and/or control Application for Full range 0.25 ±2° unless higher 0.2% of full
surface position-primary type certification accuracy range or as
controls (pitch, roll, yaw) submitted before uniquely required installed
(Notes 4 and 8) 1 January 2016
Application for Full range 0.125 ±2° unless higher 0.2% of full
type certification accuracy range or as
submitted on or uniquely required installed
after 1 January
2016
19 Pitch trim position Full range 1 ±3% unless 0.3% of full
higher accuracy range or as
uniquely required installed
20* Radio altitude –6 m to 750 m 1 ±0.6 m (±2 ft) or 0.3 m (1 ft)
(–20 ft to 2 500 ±3% below 150 m
ft) whichever is (500 ft) 0.3 m (1
greater below 150 ft) + 0.5% of full
m range above 150
(500 ft) and ±5% m (500 ft)
above 150 m
(500 ft)
21* Vertical beam deviation Signal range 1 ±3% 0.3% of full
(ILS/ GNSS/GLS glide range
path, MLS elevation,
IRNAV/IAN vertical
deviation)
22* Horizontal beam deviation Signal range 1 ±3% 0.3% of full
(ILS/GNSS/GLS localizer, range
MLS azimuth, IRNAV/IAN
lateral deviation)
23 Marker beacon passage Discrete 1
24 Master warning Discrete 1

(seconds) out)
25 Each NAV receiver Full range 4 As installed
frequency
selection (Note5)
26* DME 1 and 2 distance 0 – 370 km 4 As installed 1 852 m (1 NM)
(includes Distance to (0 – 200 NM)
runway threshold (GLS)
and Distance to missed
approach point
(IRNAV/IAN))
(Notes 5 and 6)
27 Air/ground status Discrete 1
28* GPWS/TAWS/GCAS Discrete 1
status (selection of terrain
display mode including
pop-up display status) and
(terrain alerts, both cautions
and warnings, and
advisories) and (on/off
switch position)
29* Angle of attack Full range 0.5 As installed 0.3 % of full
range
30* Hydraulics, each system Discrete 2 0.5% of full
(low pressure) range
31* Navigation data As installed 1 As installed

(latitude/longitude, ground
speed and drift angle) (Note
7)
32* Landing gear and gear Discrete 4 As installed
selector position
33* Groundspeed As installed 1 Data should be 1 kt
obtained from the
most accurate
system
34 Brakes (left and right brake (Maximum 1 ±5% 2% of full range
pressure, left and right metered brake
brake pedal position) range, discretes
or full range)
35* Additional engine Engine fuel As installed Each engine As installed 2% of full range
parameters (EPR, N1, metering valve each second
indicated vibration level, position:
N2, EGT, fuel flow, fuel Application for
cut-off lever position, N3, type certification
engine fuel metering valve is submitted on or
position) after 1 January
2023
36* TCAS/ACAS (traffic alert Discrete 1 As installed
and collision avoidance
system)
37* Wind shear warning Discrete 1 As installed
38* Selected barometric setting As installed 64 As installed 0.1 mb (0.01 in-
(pilot, co-pilot) Hg)
39* Selected altitude (all pilot As installed 1 As installed Sufficient to
selectable modes of determine crew
operation) selection
40* Selected speed (all pilot As installed 1 As installed Sufficient to
41* Selected Mach (all pilot As installed 1 As installed Sufficient to

(seconds) out)
42* Selected vertical speed (all As installed 1 As installed Sufficient to
pilot selectable modes of determine crew
43* Selected heading (all pilot As installed 1 As installed Sufficient to
44* Selected flight path (all 1 As installed
pilot selectable modes of
operation) (course/DSTRK,
path angle, final approach
path (IRNAV/IAN))
45* Selected decision height As installed 64 As installed Sufficient to
determine crew
selection
46* EFIS display format (pilot, Discrete(s) 4 As installed
co-pilot)
47* Multi-function/engine/alerts Discrete(s) 4 As installed
display format
48* AC electrical bus status Discrete(s) 4 As installed
49* DC electrical bus status Discrete(s) 4 As installed
50* Engine bleed valve position Discrete(s) 4 As installed
51* APU bleed valve position Discrete(s) 4 As installed
52* Computer failure Discrete(s) 4 As installed
53* Engine thrust command As installed 2 As installed
54* Engine thrust target As installed 4 As installed 2% of full range
55* Computed centre of gravity As installed 64 As installed 1% of full range
56* Fuel quantity in CG trim As installed 64 As installed 1% of full range
tank
57* Head up display in use As installed 4 As installed
58* Para visual display on/off As installed 1 As installed
59* Operational stall protection, As installed 1 As installed
stick shaker and pusher
activation
60* Primary navigation system As installed 4 As installed
reference (GNSS, INS,
VOR/DME, MLS, Loran C,
localizer glideslope)
61* Ice detection As installed 4 As installed
62* Engine warning each As installed 1 As installed
engine vibration
engine over temperature
engine oil pressure low
engine over speed
66* Yaw trim surface position Full range 2 ±3% unless 0.3% of full
higher accuracy range
uniquely required
67* Roll trim surface position Full range 2 ±3% unless 0.3% of full
higher accuracy range
uniquely required
68* Yaw or sideslip angle Full range 1 ±5% 0.5°
69* De-icing and/or anti-icing Discrete(s) 4
systems selection
70* Hydraulic pressure (each Full range 2 ±5% 100 psi
system)
71* Loss of cabin pressure Discrete 1
72* Cockpit trim control input Full range 1 ±5% 0.2% of full range
position, Pitch or as installed

(seconds) out)
73* Cockpit trim control input Full range 1 ±5% 0.2% of full
position, Roll range or as
installed
74* Cockpit trim control input Full range 1 ±5% 0.2% of full
position, Yaw range or as
installed
75* All cockpit flight control Full range 1 ±5% 0.2% of full
input forces (control wheel, (±311 N (±70 range or as
control column, rudder lbf), ± 378 N installed
pedal) (±85 lbf), ±
734 N (±165
lbf))
76* Event marker Discrete 1
77* Date 365 days 64
78* ANP or EPE or EPU As installed 4 As installed
79* Cabin pressure altitude Application for As installed (0 1 As installed 100 ft
type certification ft to
submitted to on or 40 000 ft
after 1 January recommended)
2023
80* Aeroplane computed Application for As installed 64 As installed 1% of full range
weight type certification
submitted on or
after 1 January
2023
81* Flight director command Application for Full range 1 ± 2° 0.5°
type certification
submitted on or
after 1 January
2023
82* Vertical speed Application for As installed 0.25 As installed 16 ft/min
type certification (32 ft/min
submitted on or recommended)
after 1 January
2023
Notes.—
1. VSostalling speed or minimum steady flight speed in the landing configuration is in Section “Abbreviations and Symbols”.
2. VD design diving speed.
3. Record sufficient inputs to determine power.
4. For aeroplanes with control systems in which movement of a control surface will back drive the pilot’s control, ‘‘or’’ applies. For aeroplanes
with control systems in which movement of a control surface will not back drive the pilot’s control, ‘‘and’’ applies. In aeroplanes with split
surfaces, a suitable combination of inputs is acceptable in lieu of recording each surface separately. In aeroplanes with independent pilot input on
primary controls, each pilot input on primary controls needs to be recorded separately.
5. If signal available in digital form.
6. Recording of latitude and longitude from INS or other navigation system is a preferred alternative.
7. If signals readily available.
8. It is not intended that aeroplanes issued with an individual certificate of airworthiness before 1 January 2016 be modified to meet the
measurement range, maximum sampling and recording interval, accuracy limits or recording resolution description detailed in this Appendix.
Table-2
PARAMETER CHARACTERISTICS FOR FLIGHT DATA RECORDERS - HELICOPTER

(seconds) out)
1 Time (UTC when 24 hours 4 ±0.125% /h 1s
available,
otherwise relative time
count or GNSS time
sync)
2 Pressure-altitude –300 m (–1000 1 ±30 m to ±200 m 1.5 m (5 ft)
ft) to (±100 ft to ±700
maximum ft)
certificated
altitude of
aircraft
+1500 m (+5
000 ft)
3 Indicated airspeed As installed 1 ±3% 1 kt (0.5 kt
pilot display recommended)
measuring
system
4 Heading 360° 1 ±2° 0.5°
5 Normal acceleration –3 g to +6 g 0.125 ±0.09 g excluding 0.004 g
(Note8) a datum error of
±0.05g
6 Pitch attitude ±75° or 100% of 0.5 ±2° 0.5°

usable range
whichever is
greater
7 Roll attitude ±180° 0.5 ±2° 0.5°
8 Radio transmission On-off (one 1
keying discrete)
9 Power on each engine Full range 1 (per ±2% 0.1% of full
(Note 4 -3) engine) range
10 Main Rotor
Main Rotor Speed 50-130% 0.51 ±2% 0.3% of full
range
Rotor Brake Discrete
11 Pilot input and/or Full range 0.5 (0.25 ±2% unless 0.5% of
control surface recommended) higher accuracy operating range
– primary uniquely required
controls
(collective pitch,
longitudinal cyclic
pitch,
lateral cyclic pitch, tail
rotor pedal)
12 Hydraulics, each system Discrete 1
(low pressure and
selection)
13 Outside air temperature Sensor range 2 ±2°C 0.3°C
14* Autopilot/auto A suitable 1
throttle/AFCS combination
mode and engagement of discretes
status
15* Stability Augmentation Discrete 1
System Engagement
16* Main Gearbox Oil As installed 1 As installed 6.895 kN/m2 (1
Pressure psi)
17* Main Gearbox Oil As installed 2 As installed 1oC
Temperature
18 Yaw Rate ±400o /second 0.25 ±1.5% maximum ±2o /s
range

(seconds) out)
excluding datum
error of ±5%
19* Sling Load Force 0 to 200% of 0.5 ±3% of maximum 0.5% for
Certified Load range maximum
certified load
20 Longitudinal ±1 g 0.25 ±0.015 g 0.004 g
acceleration excluding a
datum error of
±0.05 g
21 Lateral acceleration ±1 g 0.25 ±0.015 g 0.004 g
(Note 8) excluding a
datum error of
±0.05 g
22* Radio altitude –6 m to 750 m 1 ±0.6 m (±2 ft) or 0.3 m (1 ft)
(–20 ft to 2500 ±3% whichever is below 150 m
ft) greater below (500 ft) 0.3 m (1
150 m ft) + 0.5% of full
(500 ft) and ±5% range above 150
above 150 m(500 m (500 ft)
ft)
23* Vertical beam deviation Signal range 1 ±3% 0.3% of full
range
24* Horizontal beam Signal range 1 ±3% 0.3% of full
deviation range
25 Marker beacon passage Discrete 1
26 Warnings Discrete (s) 1
27 Each Navigation Sufficient to 4 As installed
receiver frequency determine
selection selected
frequency
28* DME 1 and 2 distances 0 – 370 km 4 As installed 1 852 m (1 NM)
(0 – 200 NM)
29* Navigation data As installed 2 As installed As installed
(latitude/longitude,
ground
Speed, drift angle, wind
speed, wind direction)
30* Landing gear and gear Discrete 4
selector position
31* Engine Exhaust Gas As installed 1 As installed
Temperature (T4)
32* Turbine Inlet As installed As installed
Temperature (TIT/ITT)
33* Fuel Contents As installed 4 As installed
34* Altitude Rate As installed 1 As installed
35* Ice Detection As installed 4 As installed
36* Helicopter Health and As installed As installed
Usage Monitor System
37 Engine Control Modes Discrete 1
38* Selected barometric As installed 64 (4 As installed 0.1 mb (0.01 in-
setting (pilot, co-pilot) recommended) Hg)
39* Selected altitude (all As installed 1 As installed Sufficient to
pilot selectable modes determine crew
of operation) selection
40* Selected speed (all pilot As installed 1 As installed Sufficient to
41* Selected Mach (all pilot As installed 1 As installed Sufficient to

(seconds) out)
42* Selected vertical speed As installed 1 As installed Sufficient to
(all pilot selectable determine crew
modes of operation) selection
43* Selected heading (all As installed 1 As installed Sufficient to
44* Selected flight path (all As installed 1 As installed Sufficient to
45* Selected decision height As installed 4 As installed Sufficient to
determine crew
selection
46* EFIS display format Discrete(s) 4
(pilot, co-pilot)
47* Multi- Discrete(s) 4
function/engine/alerts
display format
48* Event Marker Discrete 1
49* GPWS/TAWS/GCAS Application Discrete(s) 1 As installed
status ( selection of for Type
terrain display modes Certification
including pop-up is submitted
display status) and to a
(Terrain Alerts, both contracting
cautions and warnings, state on or
and advisories) and after 1
(on/off switch position) January,
and (Operational Status) 2023)
50* TCAS/ACAS (Traffic Application Discrete(s) 1 As installed
Alert and Collision for Type
Avoidance System) and Certification
(Operational Status) is submitted
on or after 1
January, 2023
51* Primary Flight Application Full range 0.125 (0.0625 ±3% unless 0.5% of
controls - Pilot input for type recommended) higher accuracy is operating range
forces certification uniquely required
is submitted
on or after 1
January 2023
52* Computed Centre of Application As installed 64 As installed 1% of full range
Gravity for type
certification
is submitted
on or after 1
January 2023
53* Helicopter Computed Application As installed 64 As installed 1% of full range
Weight for type
certification
is submitted
on or after 1
January 2023

Table-3
DESCRIPTION OF APPLICATIONS FOR DATA LINK RECORDERS
Item Application type Application description Recoding
No. content
1. Data link Initiation This includes any applications used to logon toor C
initiate data link service. In FANS-1/A andATN, these
are ATS Facilities Notification (AFN)and Context
Management (CM) respectively.
2. Controller/Pilot This includes any application used to C

Communication exchangerequests, clearances, instructions and
reportsbetween the flight crew and controllers on
theground. In FANS-1/A and ATN, this includes
theCPDLC application.It also includes applications
used for theexchange of oceanic (OCL) and
departureclearances (DCL) as well as data link
delivery of taxi clearances.
3. Addressed This includes any surveillance application inwhich the C

Surveillance ground sets up contracts for deliveryof surveillance
data.In FANS-1/A and ATN, this includes
theAutomatic Dependent Surveillance - contract
(ADS-C)application. Where parametric data are
reportedwithin the message they shall be
recordedunless data from the same source are
recordedon the FDR.
4. Flight Information This includes any service used for delivery offlight C
information to specific aircraft. This includes, for
example, data link aviation weather report service (D-
METAR), data link-automatic terminal service (D-
ATIS), digital Notice to Airmen (D-NOTAM) and
other textual data link services
5. Aircraft Broadcast This includes Elementary and EnhancedSurveillance M*

Surveillance Systems, as well as automatic dependent surveillance-
broadcast (ADS-B) outputdata. Where parametric
data sent by thehelicopter are reported within the
message theyshall be recorded unless data from the
same source are recorded on the FDR.
6. Aeronautical This includes any application transmitting orreceiving M*

Operational Control data used for aeronautical operational control purposes
Data (per the ICAO definition of operational control).
Key:
C:Complete contents recorded.
M: Information that enables correlation to any associated records stored separately fromthe helicopter.
*:Applications that are to be recorded only as far as is practicable given the architectureof the system.

Table-4
PARAMETER CHARACTERISTICS FOR AIRCRAFT DATA RECORDING SYSTEMS
- AEROPLANES
Maximum
Minimum Minimum Minimum
recording
No. Parameter name recording recording recording Remarks
interval in
range accuracy resolution
seconds
1 Heading
a) Heading ±180º 1 ±2° 0.5° Heading is
(Magnetic or True) preferred, if not
available, yaw
rate shall be
recorded
b) Yaw rate ±300º/s 0.25 ±1% + drift 2°/s
of 360°/h
2 a) Pitch attitude ±90º 0.25 ±2º 0.5°
Pitch attitude is
preferred, if not
available, pitch
rate shall be
recorded
b) Pitch rate ±300º/s 0.25 ±1% + drift 2°/s
of 360°/h
3 a) Roll attitude ±180º 0.25 ±2º Roll attitude is
0.5° preferred, if not
available, roll rate
shall be recorded
b) Roll rate ±300º/s 0.25 ±1% + drift 2°/s

of 360°/h
4 Positioning system
a) Time 24 hours 1 ±0.5 s 0.1 s UTC time
preferred where
available.
b) Latitude:±90° 2 As installed 0.00005°
Latitude/longitude Longitude:±180° (1 if (0.00015°
available) recommended)
c) Altitude –300 m (–1 000 2 As installed 1.5 m (5 ft)
ft) to maximum (1 if (±15 m (±50
certificated available) ft)
altitude of recommended)
aeroplane +1
500 m (5 000 ft)
d) Ground speed 0–1 000 kt 2 As installed 1 kt
(1 if (±5 kt
e) Track 0–360º 2 As installed 0.5°
(1 if (± 2º
f) Estimated error Available range 2 As installed As installed Shall be recorded
(1 if if readily
available) available
5 Normal –3 g to + 6 g (*) 0.25 (0.125 As installed (± 0.004 g
acceleration if available) 0.09 g
excluding a
datum error of
±0.45 g
recommended)
6 Longitudinal ±1 g (*) 0.25 (0.125 As installed 0.004 g
acceleration if available) (±0.015 g
excluding a

Maximum
recording
interval in
seconds
datum error of
±0.05 g
recommended)
7 Lateral ±1 g (*) 0.25 (0.125 As installed 0.004 g
excluding a
datum error of
±0.05 g
recommended)
8 External static 34.4 mb (3.44 1 As installed 0.1 mb (0.01 in-
pressure (or in-Hg) to 310.2 (±1 mb (0.1 Hg) or 1.5 m (5
pressure altitude) mb (31.02 in- in-Hg) or ft)
Hg) or available ±30 m (±100
sensor range ft) to ±210 m
(±700 ft)
recommended)
9 Outside air –50° to +90°C 2 As installed 1°C
temperature (or or available (±2°C
total air sensor range recommended)
temperature)
10 Indicated air speed As the installed 1 As installed 1 kt (0.5 kt
pilot display (±3 % recommended)
measuring recommended)
system or
available sensor
range
11 Engine RPM Full range Each engine As installed 0.2% of full
including each second range
overspeed
condition
12 Engine oil pressure Full range Each engine As installed 2% of full range
each second (5% of full
range
recommended)
13 Engine oil Full range Each engine As installed 2% of full range
temperature each second (5% of full
range
recommended)
14 Fuel flow or Full range Each engine As installed 2% of full range
pressure each second
15 Manifold pressure Full range Each engine As installed 0.2% of full
each second range
16 Engine Full range Each engine As installed 0.1% of full * Sufficient
thrust/power/torque each second range parameters e.g.
parameters EPR/N1 or
required to torque/Np as
determine appropriate to the
propulsive particular engine
thrust/power* shall be recorded
to determine
power in both
normal and
reverse thrust. A
margin for
possible
overspeed should
be provided.
17 Engine gas 0-150% Each engine As installed 0.2% of

generator speed each second full range
(Ng)
18 Free power turbine 0-150% Each engine As installed 0.2% of
speed (Nf) each second full range

Maximum
recording
interval in
seconds
19 Coolant Full range 1 As installed 1° C
temperature (±5°C
recommended)
20 Main voltage Full range Each engine As installed 1 Volt
each second
21 Cylinder head Full range Each As installed 2% of
temperature cylinder full range
each second
22 Flaps position Full range or 2 As installed 0.5°
each discrete
position
23 Primary flight Full range 0.25 As installed 0.2 % of
control surface full range
position
24 Fuel quantity Full range 4 As installed 1% of
full range
25 Exhaust gas Full range Each engine As installed 2% of
temperature each second full range
26 Emergency voltage Full range Each engine As installed 1 Volt
each second
27 Trim surface Full range or 1 As installed 0.3% of full
position each discrete range
position
28 Landing gear Each discrete Each gear As installed * Where
position position* every two available, record
seconds up-and- locked
and down-and-
locked position
29 Novel/unique As required As required As required As required
aircraft features
Table - 5

PARAMETER CHARACTERISTICS FOR AIRCRAFT DATA RECORDING SYSTEMS
- HELICOPTERS
Maximum
recording
interval in
seconds
1 Heading
a) Heading ±180º 1 ±2° 0.5° * Heading is
(Magnetic or True) preferred, if
not
available, yaw
rate
shall be
recorded
b) Yaw rate ±300º/s 0.25 ±1% + drift 2°/s
of 360°/h
2 Pitch
a) Pitch attitude ±90º 0.25 ±2º 0.5° *Pitch
altitude is
preferred, if
not
available,
pitch rate
shall be
recorded
b) Pitch rate ±300º/s 0.25 ±1% + drift 2°/s
of 360°/h
3 Roll
a) Roll attitude ±180º 0.25 ±2º 0.5° * Roll attitude
is prefereed, if
not available,
roll rate
shall be
recorded
b) Roll rate ±300º/s 0.25 ±1% + drift 2°/s
of 360°/h
4 Positioning system:
a) Time 24 hours 1 ±0.5 s 0.1 s UTC time
preferred
where
available.
b) Latitude Latitude:±90° 2 (1 if As installed 0.00005°
/longitude Longitude:±180° available) (0.00015°
recommended)
c) Altitude –300 m (–1 000 2 (1 if As installed 1.5 m (5 ft)
ft) to maximum available) (±15 m (±50
certificated ft)
altitude of recommended)
aeroplane +1500
m (5 000 ft)
d) Ground speed 0–1 000 kt 2 (1 if As installed 1 kt
available) (±5 kt
recommended)
e) Track 0–360º 2 (1 if As installed 0.5°
available) (± 2º
recommended)
f) Estimated error Available range 2 (1 if As installed As installed Shall be
available) recorded if
readily
available
5 Normal –3 g to + 6 g 0.25 (0.125 As installed (± 0.004 g
acceleration if available) 0.09 g
excluding a
datum error of

Maximum
recording
interval in
seconds
±0.05 g
recommended)
6 Longitudinal ±1 g 0.25 (0.125 As installed 0.004 g
excluding a
datum error of
±0.05 g
recommended)
7 Lateral ±1 g 0.25 (0.125 As installed 0.004 g
excluding a
datum error of
±0.05 g
recommended)
8 External static 34.4 hPa (1.02 1 As installed 0.1 hPa (0.03 in-
pressure (or in -Hg) to 310.2 (±1 hPa (0.3 Hg) or 1.5 m (5
pressure altitude) hPa (9.16 in-Hg) in-Hg) or ft)
or available ±30 m (±100
sensor range ft) to ±210 m
(±700 ft)
recommended)
9 Outside air –50° to +90°C 2 As installed 1°C
temperature (or or available (±2°C
total air sensor range recommended)
temperature)
10 Indicated air speed As the installed 1 As installed 1 kt (0.5 kt
pilot display (±3 % recommended)
measuring recommended)
system or
available sensor
range
11 Main rotor speed 50% to 130% or 0.5 As installed 0.3% of full
(Nr) available sensor range
range
12 Engine RPM (*) Full range Each engine As installed 0.2% of full * for pistion-
including each second range engined
overspeed helicopters
condition
13 Engine oil pressure Full range Each engine As installed 2% of full range
each second (5% of full
range
recommended)
14 Engine oil Full range Each engine As installed 2% of full range
temperature each second (5% of full
range
recommended)
15 Fuel flow or Full range Each engine As installed 2% of full range
pressure each second
16 Manifold pressure Full range Each engine As installed 0.2% of full * for pistion-
(*) each second range engined
helicopters
17 Engine Full range Each engine As installed 0.1% of full * Sufficient
thrust/power/torque each second range parameters e.g.
parameters EPR/N1 or
required to torque/Np as
determine Appropriate to
propulsive the particular
thrust/power* engine shall be
recorded to
determine
power. A
margin for
possible

Maximum
recording
interval in
seconds
overspeed
should be
provided. Only
for turbine-
engined
helicopters
18 Engine gas 0-150% Each engine As installed 0.2% of * Only for

generator speed each second full range turbine-
(Ng) (*) engined
helicopters
19 Free power turbine 0-150% Each engine As installed 0.2% of * Only for
speed (Nf)(*) each second full range turbine-
engined
helicopters
20 Collective Pitch Full range 0.5 As installed 0.1% of
full range
21 Coolant Full range 1 As installed 1° C * Only for
temperature (±5°C piston-engined
recommended) helicopters
22 Main voltage Full range Each engine As installed 1 Volt
each second
23 Cylinder head Full range Each As installed 2% of * Only for
temperature (*) cylinder full range piston-engined
each second helicopters
24 Fuel quantity Full range 4 As installed 1% of
full range
25 Exhaust gas Full range Each engine As installed 2% of
temperature each second full range
26 Emergency voltage Full range Each engine As installed 1 Volt
each second
27 Trim surface Full range or 1 As installed 0.3% of full
position each discrete range
position
28 Landing gear Each discrete Each gear As installed * Where
position position* every two available,
seconds record up-and-
locked and
down-and-
locked position
29 Novel/unique As required As required As required As required
aircraft features
***

GOVERNMENT OF INDIA

SERIES 'X' PART IV,
ISSUE III, DATED 25TH FEBRUARY, 1986 EFFECTIVE: FORTHWITH
F. No. 11-690/Sec 2//X-IV/2017-AI(2)
Subject: Flammability requirements for furnishing materials to be used in

aircraft.
1. Introduction:
This part of Series 'X' of Civil Aviation Requirements prescribes detailed requirements
related to flammability requirements for furnishing materials in aircraft in its each
compartment, occupied by crew or passengers or cargo or baggage.
2. Definition:
"Self-extinguishing" means that when a flame is applied for a limited period and
removed, the material shall self- extinguish within a specified time, (for details
please refer to Appendix 'F' to F.A.R. Part 25).
"Flame resistant" means not susceptible to combustion to the point of propagating a

flame after ignition source is removed.
3. Applicability:
The requirements are applicable to normal and acrobatic category aircraft,

excepting those aircraft which have fuselages either covered with wood or fabric.
4. Scope:
4.1 It is required that no furnishing material be used in any compartment (crew,

passenger, cargo or baggage) of normal or aerobatic category aircraft in a form in
which it burns readily. The materials of all fittings, furnishings, upholstery, loose
covers, the wall, floor and ceiling linings or acoustic lagging, must be such as to
preclude the possibility of propagation of fire beyond the immediate vicinity of
ignition sources, like lighted cigarettes/matches or electrical short circuits. It is
1
th
Rev 3, dated 27 October, 2017
SERIES 'X' PART IV 25TH FEBRUARY 1986
further emphasized that even passenger baggage restraining/securing equipment

like straps, seat belts must not contribute significantly to the propagation of fire.
4.2 For the above stated purpose, the aircraft are divided in the following categories:
(i) Normal category aircraft used for carrying passengers, goods or mails and
having all up weight as 15000 Kg. or above:
Furnishing materials used in each compartment must be "self-extinguishing"

(refer Appendix 'F' of Federal Aviation Regulations Part 25 ( of USA) or
other approved equivalent methods).
In addition there must be:-
(a) Adequate number of self-contained ash trays.
(b) An illuminated "No Smoking" sign (or signs) controllable from a flight crew
station and readable from each passenger seat, to indicate when smoking
is prohibited.
(ii) Normal category aircraft other than those mentioned in preceding sub-para &
aerobatic category aircraft:
For each compartment of such aircraft:

(a) The materials used for interior panels, partitions, carpets and upholstery
must be at least "Flame Resistant".
(b) If smoking is allowed -
(i) There must be adequate number of self-contained ash trays; and

(ii) There must be an illuminated "No Smoking" sign (or signs)
controllable from a flight crew station and readable from each
passenger seat to indicate when smoking is prohibited.
(c) If smoking is totally prohibited then instead of (b) above, there must be a
placard to that effect.
4.3 Aircraft seats - resistance to fire:
(i) Applicability:
This requirement is applicable to all seats except seats located within the flight
deck, installed in Indian registered aircraft (aeroplanes and rotorcraft) over 5700
Kg. MTOW, certificated in the Transport Category (Passenger) of a type for
which a Type Certificate was issued on or after 1 January '1958.
Rev 3, dated 27th October, 2017 4

(ii) For those aircraft defined in

(iii) paragraph 1 already in service or to be introduced into service, it is required
that such aircraft shall be equipped with seats (except seats located in the
flight deck) which comply with the standard given in FAR 25, Appendix 'F',
Part II (copy enclosed). The above requirement envisages covering of the
seat cushions with a fire blocker.
Note: Transport Category aircraft are those aircraft which are type certificated to
FAR 25/ JAR 25.
(iii) Compliance:
(a) With effect from 1st November '1987 all affected seats fitted to aircraft
defined in paragraph 1 above shall comply with this requirement.
(b) With effect from 1st July '1986 all aircraft seats newly manufactured
and which are intended for use on aircraft defined in paragraph 1 above
shall also comply with this requirement.
(c) Each seat cushion (squab and back support), except those fitted to seats
located within the flight deck shall meet the requirements of FAR fire test
criteria agreed with DGCA.
5. Requirements for maintenance of fire resistance
The continuance of the flame resisting properties of the furnishing material would
depend upon their use in service and the method used for their cleaning. Incorrect dry
cleaning, laundering or proprietary finishing processes which enhance durability and
minimise soiling may seriously destroy or impair the flame resistant properties. Also
application of one flame retardant process on top of another, of a different type may
have the effect of inhibiting the properties of both processes. During service, seat
covers become contaminated with perspiration which leaves a deposit of body salts,
etc., which may accumulate impairing the flame resistance properties of the furnishing
material. Disinfectants etc., sprayed from aerosol cans in aircraft cabins may effect the
long term flame resistant properties of the furnishing materials. The operators and
maintenance organisations must have an adequate control over the cleaning of the
aircraft furnishing materials. Knowledge of the material type, the recommended
cleaning or proprietary finishing processes methods, the effect of time in service on
the flame resistance properties, the flame retardant processes applied, if any, and
the method of re- application of such process, where this is necessary are essential.
All operators are advised to carry out sample test of each batch of furnishing materials
for flame resistance in accordance with FAR 25.853 after every dry cleaning. The
procedure for cleaning and subsequent testing shall be detailed in the Continuing
Airworthiness Management Exposition.
6. Additional safety precautions:

(iv) Each receptacle for towels, paper or waste in toilets of such aircraft shall
be constructed of materials resistant to fire. The receptacles shall
incorporate covers or other provisions for containing possible fire, if started
in the receptacle.
(v) Placards shall be displayed in all toilets compartments at all times, stating
that "Smoking is prohibited".
(iii) There must be a prescribed number of hand fire extinguishers, conveniently

located in each compartment. as required under the Requirements (See
CAR Series "I" Part II or Section 8, Series O) .
(B S Bhullar)

A P P E N D I X - 'F'
Part I
AN ACCEPTABLE TEST PROCEDURE FOR SHOWING COMPLIANCE WITH

($33.25.853, 25.855, AND 25.1359)
(a) CONDITIONING:
Specimens must be conditioned to 70 ± 5 F., and at 50 percent ± 5 percent relative

humidity until moisture equilibrium is reached or for 24 hours. Each specimen must
remain in the conditioning environment until it is subjected to the flame.
(b) SPECIMEN CONFIGURATION:
Except as provided for materials used in electrical wire and cable insulation and in
small parts, materials must be tested either as a section cut from a fabricated part
as installed in the airplane or as a specimen simulating a cut section, such as a
specimen cut from a flat sheet of the material or a model of the fabricated part. The
specimen may be cut from any location in a fabricated part; however fabricated units,
such as sandwich panels, may not be separated for test. The specimen thickness must
be no thicker than the minimum thickness to be qualified for use in the airplane, except
that:
(1) Thick foam parts, such as seat cushions, must be tested in 1/2 inch
thickness;
(2) When showing compliance with $25.853 (b-3) for materials used in small parts
that must be tested, the materials must be tested in no more than 1/8 inch thickness;
(3) When showing compliance with 25.1359(d) for materials used in electrical
wire and cable insulation, the wire and cable specimens must be the same size as
used in the airplane. In the case of fabrics, both the warp and fill direction of the
weave must be tested to determine the most critical flammability condition. When
performing the tests prescribed in paragraph (d) through (e) of (Part I of this Appendix,)
the specimen must be mounted in a metal frame so that;
(i) In the vertical tests of paragraph (d), the two long edges and the upper
edge are held securely;
(ii) In the horizontal test of paragraph (e), the two long edges and the edge
away from the flame are held securely;
(iii) The exposed area of the specimen is at least 2 inches wide and 12
inches long, unless the actual size used in the airplane is smaller; and

(iv) The edge to which the burner flame is applied must not consist of the
finished or protected edge of the specimen but must be representative of
the actual cross-section of the material or part installed in the airplane.
When performing the test prescribed in paragraph (f) of (part I of this
securely and the exposed area of Appendix), the specimen must be
mounted in a metal frame so that all four edges are held the specimen is
at least 2 inches by 8 inches.
(c) APPARATUS:
Except as provided in paragraph (g) (Part I of this Appendix) tests must be

conducted in a draft- free cabinet in accordance with Federal Test Method Standard
191 Method 5903 (revised Method 5902) for the vertical test, or Method 5906 for
horizontal test (available from the General Services Administration, Business Service
Centre, Region 3, Seventh & D Streets, S.W., Washington, D.C. 20407) or other
approved equivalent methods. Specimens which are too large for the cabinet must be
tested in similar draft-free conditions.
(d) VERTICAL TEST:
In compliance with $25.853(a) and (b).} A minimum of three specimens must be

tested and the results averaged. For fabrics, the direction of weave corresponding to
the most critical flammability conditions must be parallel to the longest dimension.
Each specimen must be supported vertically. The specimen must be exposed to
a Bunsen or Tirrill burner with a nominal 3/8 inch I.D. tube adjusted to give a flame of
1-1/2 inches in height. The minimum flame temperature measured by a calibrated
thermocouple pyrometer in the centre of the flame must be thee fourths inch above
the top edge of the burner. The flame must be applied to the centerline of the lower
edge of the specimen. For materials covered by $25.853 (a), the flame must be
applied for 60 seconds and then removed. For materials covered by $25.853(b), the
flame must be applied for 12 seconds and then removed. Flame time, burn length, and
flaming time of drippings, if any, must a recorded. The burn length determined in
accordance with paragraph (h) of (Part I of this Appendix) must be measured to the
nearest one-tenth inch.
(e) HORIZONTAL TEST IN COMPLIANCE WITH $ 25.853(b-2) AND (b-3):
A minimum of three specimens must be tested and the results averaged. Each
specimen must be supported horizontally. The exposed surface when installed in the
aircraft must be face down for the test. The specimen must be exposed to a Bunsen
burner or Tirrill burner with a nominal 3/8 inch I.D. Tube adjusted to give a flame of 1-
1/2 inches in height. The minimum flame temperature measured by a calibrated
thermocouple pyrometer in the centre of the flame must be 1550 degree F. The
specimen must be positioned so that the edge being tested is three fourths of an inch
above the top of, and on the centre line, the burner. The flame must be applied for 15
seconds and then removed. A minimum of 10 inches of the specimen must be used

for timing purpose, approximately 1- 1/2 must burn before the burning front reaches
the timing zone, and the average burn rate must be recorded.
(f) FORTY-FIVE DEGREE TEST IN COMPLIANCE WITH $ 25.855 (A-1):
A minimum of three specimens must be tested and the results averaged. The
specimens must be supported at an angle of 45 degree to a horizontal surface. The
exposed surface when installed in the aircraft must be face down for the test. See
FAR. The minimum flame temperature measured by a calibrated thermocouple
pyrometer in the centre of the flame must be 1550 degree F. Suitable precautions
must be taken to avoid drafts. One-third of the flame must contact the materials at the
centre of the specimen and must be applied for 30 seconds and then removed. Flame
time, glow time, and whether the flame penetrates (passes through) the specimen
must be recorded.
(g) SIXTY DEGREE TEST IN COMPLIANCE WITH $ 25.1359(d):
A minimum of three specimens of each wire specification (make and size) must be
tested. The specimen of wire or cable (including insulation) must be placed at an
angle of 60 degree with the horizontal to the cabinet specified in paragraph (c)
Part I of this Appendix with the cabinet door open during the test or must be placed
within a chamber approximately 2 feet high x 1 foot x 1 foot, open at the top and at
one vertical side (front), and which allows sufficient flow of air for complete
combustion, but which is free from drafts. The specimen must be parallel to and
approximately 6 inches from the front of the chamber. The lower end of the specimen
must be held rigidly clamped. The upper end of the specimen must pass over a pulley
or rod and must have an appropriate weight attached to it so that the specimen is held
tautly throughout the flammability test. The test specimen span between lower clamp
and upper pulley or rod must be 24 inches and must be marked 8 inches from the
lower end to indicate the central point for flame application. A flame from a Bunsen
or Tirrill burner must be applied for 30 seconds at the test mark. The burner must be
counted underneath the test mark on the specimen, perpendicular to the specimen
and at an angle of 30 degree to the vertical plane of the specimen. The burner must
have a nominal bore of 3/8 inch, and must be adjusted to provide a 3-inch high flame
with an inner cone approximately one-third of the flame height. The minimum
temperature of the hottest portion of the flame, as measured with a calibrated
thermocouple pyrometer, may not be less than 1750 degree F. The burner must be
positioned so that the hottest portion of the flame is applied to the test mark on the
wire. Flame time, burn length, and flaming time of drippings, if any must be recorded.
The burn length determined in accordance with paragraph (h) Part I of this Appendix
must be measured to the nearest 1/10-inch. Breaking of the wire specimens is not
considered a failure.
(h) BURN LENGTH:

Burn length is the distance from the original edge to the farthest evidence of damage
to the test specimen due to flame impingement, including areas of partial or
complete consumption, charring, or embrittlement, but not including areas sooted,
stained, warped, or discolored, nor areas where material has shrunk or melted
away from the heat source.
PART II
FLAMMABILITY OF SEAT CUSHIONS
(a) CRITERIA FOR ACCEPTANCE:
Each seat cushion must meet the following criteria:
(1) At least, three sets of seat bottom and seat back cushion specimens must be
tested.
(2) If the cushion is constructed with a fire blocking material, the fire blocking
material must completely enclose the cushion foam core material.
(3) Each specimen tested must be fabricated using the principal

components (i.e. foam, core, flotation materials, fire blocking material, if
used, and dress covering) and assembly processes (representative seams
and closures) intended for use in the production articles. If a different
material combination is used for the back cushion than for the bottom
cushion, both material combinations must be tested as complete specimen

sets, each set consisting of a back cushion specimen and a bottom cushion
specimen. If a cushion including outer dress covering, is demonstrated to meet
the requirements of this Appendix using the oil burner test, the dress
covering of that cushion may be replaced with a similar dress covering
provided the burn length of the replacement covering, as determined by the
test specified in $25.853(b), does not exceed the corresponding burn length
of the dress covering used on the cushion subjected to the oil burner test.
(4) For at least two-thirds of the total number of specimen sets tested, the
burn length from the burner must not reach the side of the cushion opposite
the burner. The burn length must not exceed 17 inches. Burn length is the
perpendicular distance from the inside edge of the seat frame closest to the
burner to the farthest evidence of damage to the test specimen due to
flame impingement, including areas of partial or complete consumption,
charring, or embrittlement, but not including areas sooted, stained, warped,
or discoloured, or areas where material has shrunk or melted away from the
heat source.
(5) The average percentage weight loss must not exceed 10 percent. Also,
at least two-thirds of the total number of specimen sets tested must not
exceed 10 percent weight loss all droppings falling from the cushion and
mounting stand are to be discarded before the after- test weight is
determined. The percentage weight loss for a specimen set is the weight of
the specimen set before testing less the weight of the specimen set after
testing expressed as the percentage of the weight before testing.
(b) TEST CONDITIONS:
Vertical air velocity should average 25 fpm ±10 fpm at the top of the back seat
cushion. Horizontal air velocity should be below 10 fpm just above the bottom
seat cushion. Air velocities should be measured with the ventilation hood
operating and the burner motor off.
(c) TEST SPECIMENS:
(1) For each test, one set of cushion specimens representing a seat bottom
and seat back cushion specimen must be used.
(2) The seat bottom cushion specimen must be 18 ± 1/8 inches (457 ± 3 mm)
wide by 20 ± 1/8 inches (508 ± 3 mm) deep by 4 ± 1/8 inches (102 ± 3 mm)
thick, exclusive fabric closures and seam overlap.
(3) The seat back cushion specimen must be 18 ± 1/8 inches (432 ± 3 mm)
wide by 25 ± 1/8 inches (635 ± 3 mm) high by 2 ± 1/8 inches (51 ± 3 mm)
thick, exclusive of fabric closures and seam overlap.

(4) The specimens must be conditioned at 70 ± 5 º F (21 ± 2 ºC.) 55% ± 10%

relative humidity for at least 24 hours before testing.
(d) TEST APPARATUS:
The arrangement of the test apparatus is shown in Figures 1 through 5 and

must include the components described in this section. Minor details of the apparatus
may vary, depending on the model of burner used.
(1) SPECIMEN MOUNTING STAND:
The mounting stand for the test specimens consists of steel angles, as shown
in Figure 1. The length of the mounting stand legs is 12 ± 1/8 inches (305 ± 3 mm).
The mounting stand must be used for mounting the test specimen seat bottom and
seat back, as shown in figure 2. The mounting stand should also include a suitable
drip pan lined with aluminium foil, dull side up.
(2) TEST BURNER:
The burner to be used in testing must:-
(i) Be modified gun type;
(ii) Have an 80 degree spray angle nozzle nominally rated for 2.25 gallons/hour
at 100 psi.
(iii) Have a 12 inch (305 mm) burner cone installed at the end of the draft tube,
with an opening 6 inches (152 mm) high and 11 inches (280 mm) wide, as
shown in Figure 3; and
(iv) Have a burner fuel pressure regulator that is adjusted to deliver a nominal
2.0 gallon/hour of # 2 Grade kerosene or equivalent required for the test.
Burner models which have been used successfully in testing are the Lennox
Model OB-32, Carlin Model 200 CRD, and Park Model DPL 3400. FAA published
reports pertinent to this type of burner are: (1) Power plant Engineering Report
No. 3A, Standard Fire Test Apparatus and Procedure for Flexible Hose
Assemblies, dated March 1978; and (2) Report No. DOT/FAA/RD/76/213,
Re-evaluation of Burner Characteristics for Fire Resistance Tests, dated
January, 1977.
(3) CALORIMETER:
(i) The calorimeter to be used in testing must be a (0-15.0 BTU/ft 2-sec.

0-17.0 w/cm2 ) calorimeter, accurate ± 3%, mounted in a 6 inch by 12

inch (152 by 305 mm) by 3/4 inch (19 mm) thick calcium silicate
insulating board which is attached to a steel angle bracket for
placement in the test stand during burner calibration, as shown in
Figure 4.
(ii) Because crumbling of the insulating board with service can result in
misalignment of the calorimeter, the calorimeter must be monitored
and the mounting shimmed, as necessary, to ensure that the
calorimeter face is flush with the exposed plane of the insulating board
in a plane parallel to the exit of the test burner cone.
(4) THERMOCOUPLES:
The seven thermocouples to be used for testing must be 1/16 to 1/8 inch metal
sheathed, ceramic packed, type K, grounded thermocouples with a nominal 22
to 30 American wire gage (AWG) size conductor. The seven thermocouples
must be attached to a steel angle bracket to form a thermocouple rake for
placement in the test stand during burner calibration, as shown in Figure 5.
(5) APPARATUS ARRANGEMENT:
The test burner must be mounted on a suitable stand to position the exit of the
burner cone a distance of 4 ± 1/8 inches (102 ± 3 mm) from one side of the
specimen mounting stand. The burner stand should have the capability of
allowing the burner to be swung away from the specimen mounting stand during
warm-up periods.
(6) DATA RECORDING:
A recording potentiometer or other suitable calibrated instrument with an

appropriate range must be used to measure and record the outputs of the
calorimeter and the thermocouples.
(7) WEIGHT SCALE:
Weighing device - A device must be used that with proper procedures may
determine the before and after test weights of each set of seat cushion
specimens within 0.02 pounds ( 9 grams). A continuous weighing system is
preferred.
(8) TIMING DEVICE:
A stopwatch or other device (calibrated to ±1 second) must be used to measure

the time of application of the burner flame and self-extinguishing time or test
duration.

(e) PREPARATION OF APPARATUS:
Before calibration, all equipment must be turned on and the burner fuel must be
adjusted as specified in paragraph. (d)(2).
(f) CALIBRATION:
To ensure the proper thermal output of the burner, the following test must be
made:-
(1) Place the calorimeter on the test stand as shown in Figure 4 at a

distance of 4 ± 1/8 inches (102 plus minus 3 mm) from the exit of the burner
cone.
(2) Turn on the burner, allow it to run for 2 minutes for warmup, and adjust
the burner air intake damper to produce a reading of 10.5 ± 0.5 BTU/ft2-
sec.(11.9 plus minus 0.6 w/cm2 ) on the calorimeter to ensure steady state
conditions have been achieved. Turn off the burner.
(3) Replace the calorimeter with the thermocouple rake (Figure 5).
(4) Turn on the burner and ensure that the thermocouples are reading 1900
± 100 ºF (1038 ± 38 ºC) to ensure steady state conditions have been achieved.
(5) If the calorimeter and thermocouples do not read within range,

repeat steps in paragraphs 1 through 4 and adjust the burner air intake
damper until the proper readings are obtained. The thermocouples rake and
the calorimeter should be used frequently to maintain and record calibrated test
parameters. Until the specific apparatus has demonstrated consistency, each
test should be calibrated. After consistency has been confirmed, several tests
may be conducted with the pre-test calibration before and a calibration check
after the series.
(g) TEST PROCEDURE:
The flammability of each set of specimens must be tested as follows:
(1) Record the weight of each set of seat bottom and seat back cushion specimens
to be tested to the nearest 0.02 pound (9 grams).
(2) Mount the seat bottom and seat back cushion test specimens on the test
stand as shown in Figure 2, securing the seat back cushion specimen to the
test stand at the top.

(3) Swing the burner into position and ensure that the distance from the exit of the
burner cone to the side of the seat bottom cushion specimen is 4 ± 1/8 inches
(102 ± 3 mm).
(4) Swing the burner away from the test position. Turn on the burner and allow it
to run for 2 minutes to provide adequate warmup of the burner cone and flame
stabilization.
(5) To begin the test, swing the burner into the test position and simultaneously
start the timing device.
(6) Expose the seat bottom cushion specimen to the burner flame for 2 minutes
and then turn off the burner. Immediately swing the burner away from the test
position. Terminate test 7 minutes after initiating cushion exposure to the flame
by use of a gaseous extinguishing agent (i.e. Halon or Carbon dioxide).
(7) Determine the weight of the remains of the seat cushion specimen set left on
the mounting stand to the nearest 0.02 pound (9 grams) excluding all droppings.
(h) TEST REPORT:
With respect to all specimen sets tested for a particular seat cushion for which
testing of compliance is performed, the following information must be recorded:
(1) An identification and description of the specimens being tested.
(2) The number of specimen sets tested.
(3) The initial weight and residual weight of each set, the calculated
percentage weight loss of each set, and the calculated average
percentage weight loss for the total number of sets tested.
(4) The burn length for each set tested.







GOVERNMENT OF INDIA

SECTION 2 -AIRWORTHINESS
SERIES H PART III
ISSUE II, DATED 23RD SEPTEMBER 2015 EFFECTIVE: FORTHWITH
F. No. 11-690/Sec-2/H-III/2012-AI(2)
Subject: Aviation Fuel at Airport: Storage, Handling and Quality Control.
1. APPLICABILITY:
Aircraft Rule 133(B) empowers Director General of Civil Aviation to approve

organisations engaged in storage, compounding, blending of aviation fuels,
aviation lubricants and products including fuelling/de-fuelling of aircraft. Further
CAR Series E, Part-VI specifies the general requirements for approval of
organisation engaged in any one or more of : storage, compounding, blending,
testing, distribution, supply (including fuelling and defueling of aircraft) of
Aviation fuels, Aviation Lubricants and Special products. All such Organisations
must have their AVIATION FUEL STATION (AFS) approved by DGCA in terms
of the above CAR.
This part of the CAR lays down the minimum requirements that Approved
Organisation (AO) must comply and they may be summarised as ensuring that
i) Proper quality control and fuelling procedures are adhered to
ii) Sampling tests of fuel and inspections of installations are correctly completed
and Records kept.
2. SCOPE:
Reference is made in this part of the CAR to the recording of deliveries of fuel,
their sampling and testing and maintenance and cleaning of installations. The
records should be drawn up, signed and dated by the person accepting deliveries
into or dispensing fuel from the AVIATION FUEL STATION (AFS), carrying out
the fuel checks, maintenance or cleaning operations immediately after
completion of work.
It is for the AO to decide the form the records should take, but it is essential that
they are kept in an orderly fashion and in such a way as to maintain their
1
CIVIL AVIATION DEPARTMENT SECTION 2 - AIRWORTHINESS
SERIES H PART III 23RD SEPTEMBER 2015
legibility. The records/forms the AO adopt must be in line with the procedures
reflected in their Quality Control Manual.
It is responsibility of AO who has the management of an AFS at an airport to

satisfy himself on delivery of fuel into the installation that the fuel is of a grade
appropriate to the installation to which it is being delivered, that the installation is
capable of storing & dispensing the fuel in a state fit for use in aircraft, that the
installation is correctly marked to show the grade, or grades of fuel it contains
and that the fuel being delivered has been sampled and tested to ensure that it
is in a fit state for use in aircraft. He shall also satisfy himself by sampling &
testing that the fuel is fit for use before it is delivered into an aircraft. He is
required to keep written records of the dates, quantities and grade of all
deliveries, details of sample taken and the results of test and details of
maintenance and cleaning of the installation.
All procedure so adopted must be documented in the AO Quality Control Manual

and got approved by DGCA.
When the operator of an aircraft requests, the manager of an installation should

provide him with a written statement of the quantity and type of fuel supplied.
PART - I
RECEIVING BULK FUEL SUPPLIES
1 DOCUMENTATION:
1.1 When delivering aviation fuel the suppliers will normally present a Quality
Control Release Certificate/Document which he will require to be endorsed by
the person in charge of the AFS or his representative to the effect that the
fuel is as ordered.
2. PRE-DELIVERY CHECK:
2.1 An aviation delivery vehicle shall be designed as per approved specifications

and internally cleaned yearly.
2.2 Before the Quality Control Release Certificate/Document is completed and

delivery accepted the person responsible for receiving the fuel should
2.2.1 Examine the seals/locks on the delivery vehicle and ensure that they are
intact.
2.2.2 Check that the grade and quantity as shown on the certificate is as
ordered, and corresponds with the grade of fuel already in the receiving tank.
2.2.3 Carry out a water check on the fuel already in the tanks(s) in
accordance with the procedure in Part VIII and if necessary flush the water
drains until a clear and water free sample is obtained.
2
2.2.4 Check that there is sufficient available capacity in the receiving tank(s) for
the quantity of fuel to be received.
2.2.5 If a filtration system of 180 mesh or finer is not fitted in the input to storage
lines of the installation, check that cone filters are in a position on the delivery
vehicle outlets.
2.2.6 Allow the delivery vehicle to stand on level ground for minimum ten
minutes, draw a sample from the outlet tap of each vehicle compartment from
which fuel is to be delivered and check in accordance with procedure in Part VIII.
2.2.7 If the sample is unsatisfactory, the procedure should be repeated if a

third sample is necessary and also proves unsatisfactory, delivery of the fuel
should be refused.
2.2.8 If the sample is satisfactory, complete the appropriate bonding procedure

prior to delivery of the fuel into the selected and correctly grade plate receiving
point.
2.3 RECORDS:
Record the results of the pre-delivery inspection and sample tests and details
of the quantity and grade of fuel delivered (into each tank if more than one).
PART - II
STORAGE OF FUELS IN BULK
1. SETTLING TIMES:
1.1 On completion of delivery and before any aviation fuel is dispensed from
the receiving tank, the fuel should be allowed to settle for a period depending
upon the type of fuel and its depth in the tank, the type of tank and its input
filter arrangement, and the method by which fuel is drawn from the tank.
1.2 For tanks fitted with floating suction devices for dispensing fuel, the
minimum settling times are one hour for horizontal tanks and two hours for
vertical tanks. The periods are appropriate only when, in the case of AVGAS
a tank input filter of not less than 180 mesh gauze is fitted, or in the case of
aviation turbine fuels an input microfilter, or a filter separator or filter monitor
with a nominal 10 micron or finer rating as per API/EI standards , is fitted.
1.3 For tanks with floating suction devices and which do not meet the filter
criteria set out in paragraph 1.2, and for all tanks with other dispensing
systems, the minimum settling times are half an hour per foot depth of fuel in
the tank in the case of AVGAS, and one hour per foot depth for aviation turbine
fuels.
1.4 No fuel should be dispensed from the receiving tank between the beginning
of the discharge from the delivery vehicle, and the water and fuel cleanliness
3
check made after the appropriate settling time, and carried out in accordance
with the procedures in Part VIII.
2. TANKS:
2.1 Each airfield storage tank for JET A-1/JP-5/ATF K-60 shall be internally
epicoated and equipment with a floating section.
2.2 All possible precautions should be taken to avoid the entry of water and dirt
into storage tanks. Open ended pipes, hoses and sampling points should be
fitted with dust caps, plugs or other suitable protection, which should be replaced
tightly after use. With buried tanks, the manhole chamber should always be kept
clean and clear of water.
2.3 Provision should be made for withdrawing water from the lowest points
of tanks. With above ground tanks this should be by means of a drain cock fitted
at the lowest point, and with buried tanks from the tank sump by means of a
thief pump.
2.4 The cause of any contaminated samples should be investigated

immediately, and an internal inspection and cleaning of tanks carried out if
frequent evidence of contamination is found.
2.5 As a routine measure, tanks should be internally cleaned and inspected at

least every three years, if inlet to the tank are fitted with 5 micron filter elements
and once in two years in case tank are fitted with 10 micron filter element. With
a newly lined tank, inspection should be completed 1 year after the lining was
installed to check for soundness and adherence to the tank shell. Any
defects should be rectified before the tank is refilled.
2.6 Floating suctions shall be inspected once in a week for satisfactory

operation.
2.7 Tank bottom sample of ATF shall be tested for microbiological

growth once in a year.
3. FILTERS:
3.1 AVGAS installations: Tank input and output filters of not less than 180
mesh gauze should be fitted. They should be inspected weekly, cleaned if
necessary and repaired or replaced if damaged.
3.2 Aviation turbine fuel installations: Microfilters of 10 micron or finer rating

or filter separators or filter monitors should be fitted on input lines. The filter
should conform with the specifications in paragraph 1.2 above. On the output
side of tanks, filter separator with a nominal 5 micron or finer rating as per API/EI
standards shall be installed.
3.3 With filter separators, micro filters and filter monitors, the pressure differential
should be checked weekly at the maximum possible flow rate. The elements
4
should be changed when the pressure differential limit specified by the

manufacturer is reached.
3.4 Should any sudden and significant change from the previous trend of
recorded differential pressures occur, the elements of micro filters and filter
separators and filter monitors should be inspected to ensure that they are
functioning correctly. They should also be inspected and if necessary replaced:
i) on significant reduction in rate of flow;
ii) on continuing unsatisfactory drain samples.

As a matter of routine, the elements of micro filters, filter separators and filter
monitors should be inspected annually and should be replaced after three years
use or the periodicity specified by the manufacturer whichever is earlier
4. LABELING AND COLOUR CODING:
4.1 All tanks should be labeled and colour coded to identify the grade of fuel
they contain. Pipelines should also be similarly labeled and colour coded. The
form and dimensions of labeling and colour coding are illustrated in Figure 1.
The overall dimensions of the grade labels should not be less than illustrated,
but the dimensions of the coloured segments of both labels and pipelines
may be varies provided that the primary indicator colours for the grades (Red
for AVGAS, and Black for Jet A-1) predominate. The grade wording as
illustrated should always be used.
4.2 As an additional measure to avoid refuelling errors it is recommended that

the appropriate grade markings or a band of the appropriate primary grade
indicator colour referred to in 4.1 should be painted on delivery hoses or pipes
as close as practicable to the delivery nozzle, but not on the nozzle itself. Any
colour coding on the delivery nozzle should be provided by a material which will
not flake or separate from the nozzle in general use, for example a securely
attached plastic sleeve or ring.
5. SAMPLING AND CHECKS:
5.1 Storage tanks should be constructed or modified so as to allow upper, middle

and lower samples to be taken. These may be necessary from time to time for
purposes of analysis.
5
Labelling and colour codes
6
7
Fig 1 Labelling and colour codes
8
9
5.2 Sampling in accordance with the procedures in part VIII should be carried out
after sample line flushing sufficient to ensure that a tank bottom or sump sample
is obtained:
i) Each day before the first delivery from the tanks;
ii) Immediately before receipt of fuel into the tanks;
iii) After receipt when the fuel has been allowed to settle for the recommended
period.
5.3 If a sample is unsatisfactory further samples should be taken. Fuel should

not be dispensed from the tank until a satisfactory sample has been obtained.
6. PURGING:
6.1 Water should not be allowed to remain in aviation fuel storage tanks.
Any water found should be removed immediately, and in the case of
excessive water or sediment steps should be taken to find and eliminate the
source. In addition, all filter separators, filter monitors, microfilters, gauze filters
and other drain points on static equipment or pipelines should be purged
once daily, and the drawn fuel checked in accordance with the procedures
in Part VIII. If contamination is found, further samples should be drawn
until a clean sample is obtained.
6.2 When samples are found to be in good condition they can be returned to
storage to avoid waste of fuel. If contaminated, they should not be returned
to any part of the aviation fuelling system unless contaminant(s) are
completely settled out and removed.
7. HOSE CLEANLINESS:
Fuel in delivery hoses should be recirculated if no fuel has been dispensed from
an installation for a period of two days. If any fuel is left in hoses for a longer
period than this, it should not be recirculated or dispensed to aircraft unless
a sampling check in accordance with the procedures in Part VIII shows it to be
uncontaminated.
8. HOSE REQUIREMENTS:
8.1 Aviation delivery hoses shall conform to IS/BS/API specifications.
8.2 Before commissioning a new hose, aviation product on which it is going to

be commissioned shall be stored in the hose for a period of 24 hours with
both ends blanked. Subsequently a sample shall be taken of the product
stored in the hose and checked for discolouration. If the product is found to be
discoloured, the hose shall be emptied and fresh product stored in it for a further
period of 24 hours and observation as observed made. This procedure shall
be repeated till the product from the new hose shows no discolouration.
10
8.3 Alternately, 10,000 litres of the product shall be circulated through a

new hose and a sample taken at the end of circulation shall show no
discolouration.
8.4 If the fuelling equipment has not been used for 48 hours, the hose shall
be pressurized to the normal working pressure and tested. Every morning the
hoses shall be checked for abrasion, soft spot, bulgings or any other damage.
9. FLOATING SUCTION CHECKS:
9.1 Float buoyancy should be checked atleast weekly.

9.2 At monthly intervals a test should be made of the effectiveness of
devices such as check wires fitted to the system to prevent the suction head
drawing fuel from the tank bottom if the float should be punctured. Due to the
possibility of wearing of the links, the use of a chain to restrain the suction head
is not recommended.
10. LABORATORY TESTS OF FUEL STOCKS:
The quality of static bulk stocks of aviation fuels, that is those which are older
than six months from the last date of certification for Jet A-1, AVGAS should
be verified through a recertification test and re-tested every 3 months at an
approved laboratory before further issues are made. The fuel supplying
companies can provide information on DGCA approved laboratories that can
undertake these tests.If the product is dormant for 1 year or more it shall be
tested for full specification before further issues are made.
11. RECORDS:
Records should be kept of all deliveries into and from the installation; the
results of sampling, pressure differential, filter and floating suction head
checks; purging of the system; tank inspection; and any rectification of
maintenance work carried out.
PART III
AIRCRAFT FUELLING VEHICLES
1. GENERAL:
1.1 Grade identification labels of the types illustrated in Part II paragraph 4.1
should be carried in prominent positions on fuelling vehicles, including at fuel
inlets and outlets. Delivery hoses/ nozzles should also be colour coded in
accordance with Part II, paragraph 4.2.
1.2 Tanks, lined or unlined, should be kept clean and precautions taken
to prevent the entry of contaminants. Open ended pipes, hoses and sampling
points should be fitted with dust caps, plugs or other suitable protection, which
should be replaced tightly after use.
11
1.3 Each refueller tank shall be cleaned and inspected once in a year. Its Lined
tanks should be inspected for lining defects. Any defects found should be
repaired, or if the defects are extensive, the lining replaced.
2. SAMPLING AND PURGING:
2.1 As a routine measure, fuelling vehicles should be purged of water and

sediment once a day before use. This purging should encompass all drain
cocks, tank compartments, filter separators, fuel monitors, microfilters, gauze
filters and air separators.
2.2 Samples of fuel should be taken after providing a settling time of minimum
10 minute and checked in accordance with the procedures in Part VIII:
i) following each reload or top up of a fuelling vehicle;
ii) after the vehicle has been exposed to heavy rainfall, sleet, thawing snow,
or vehicle washing.
2.3 If the first sample is found to be contaminated, further samples should be

taken. If unsatisfactory samples continue to be obtained, action should be
taken to identify and remove the cause. Until satisfactory samples are
obtained no deliveries from or into the vehicle should be made.
2.4 When samples are found to be in good condition they can be returned to
storage to avoid waste of fuel. If in unsatisfactory condition, samples should
be disposed of and not returned to any part of the fuelling vehicle or aviation
fuelling system unless contaminant(s) have been completely settled out and
removed.
3. FILTERS:
3.1 Hose end protection filters of 100 mesh gauze should be fitted. They should
be inspected at least monthly, and if necessary cleaned, repaired or
replaced. Excessive contamination of a hose end filter may indicate
deterioration of the hose lining. The hose should be replaced if this is confirmed.
3.2 Deliveries of AVGAS from the vehicle should be made through a microfilter
with a nominal rating of 5 microns.
3.3 Vehicles delivering aviation turbine fuels should be fitted with a filter
separator or filter monitor with a nominal 5 micron or finer rating as per API/EI
standards..
3.4 Checks should be made at weekly intervals on the pressure differentials

at the maximum possible flow rate on microfilters, filter separators or
filter monitors (whichever are applicable). Elements should be changed when
the differential reaches the limit recommended by the manufacturer. Should
any sudden and significant change from the previous trend of recorded
differential pressures occur, the elements should also be inspected to ensure
12
that they are functioning correctly. They should also be inspected and if
necessary changed:
i) on significant reduction in flow rate;
As a matter of routine, the elements of filter separators should be replaced

after three years use, and the elements of monitors after two years use.
3.5 The filtration system in refueller/dispenser shall be subjected to milipore

test by gravimetric method once in 3 months at all airfields.
4. HOSE CLEANLINESS:
4.1 Fuel in delivery hoses should be recirculated if no fuel has been dispensed
from a fuelling vehicle for a period of two days. If any fuel is left in hoses for a
longer period than this it should not be recirculated or dispensed to aircraft unless
a sampling check in accordance with the procedures in Part VIII shows it to be
uncontaminated.
5. FUELLING VEHICLES USED FOR STORAGE:
The guidance given in this part in relation to fuelling vehicles in equally

applicable to vehicles or trailers used for fuel storage, except that after delivery
of fuel and prior to the sampling that is referred to in paragraph 2.2 (i) a settling
time of 90 minutes per metre depth of fuel should be allowed in the case of
AVGAS, and three hour per metre depth for aviation turbine fuel.
6. RECORDS:
Records should be kept of all deliveries into and from vehicles; the results of
sampling, pressure differential and filter checks; purging and tank inspections;
and any rectification or maintenance work carried out.
PART IV
SYSTEMS
1. HYDRANT PITS:
1.1 All pits should be grade marked and kept clean and free of water. They
should be checked atleast weekly and after heavy rain or snow, and any
contaminants removed. Monthly checks should also be carried out to verify the
correct operation of shut-off valves and grade selection devices.
1.2 All valves and fittings should be checked weekly for leaks, and rectification
action taken as necessary.
2. WATER SAMPLING EXTRACTION PITS:

13
2.1 These should be checked for water at least weekly. If water is found it
should be removed and the fuel sampled, following the procedures set out
in part VIII. No fuel should be dispensed until an uncontaminated sample is
obtained.
2.2 The drain point should be checked weekly for leaks, rectification action
taken as necessary, and any waste fuel in the pit removed.
3. SHOCK ALLEVIATORS:
Their condition should be checked at monthly intervals, and the pressure

adjusted as necessary to conform with the designed operating level. The gland
of the isolating valve should at the same time be checked for leaks and repaired
or replaced if defective.
4. DISPENSERS-SAMPLING,PURGING AND PRESSURE

DIFFERENTIAL CHECKS:
4.1 Hydrant dispensers, although not classed as bulk fuel carriers, may
nevertheless have dispensing systems which fall into the same category as
those on fuelling vehicles. These systems should conform with the specifications
and be
Checked in accordance with the procedures set out in Part III - AIRCRAFT
FUELLING VEHICLES.
4.2 Checks should be made at weekly intervals on the pressure differentials

on microfilters, filter separators or filter monitors (whichever are applicable),
the elements of which should be changed when the differential reaches the
limit recommended by the manufacturer. Should any sudden and significant
change from the previous trend of recorded differential pressures occur, the
elements should also be inspected to ensure that they are functioning
correctly. They should also be inspected and if necessary changed:
i) on significant reduction in flow rate;
As a matter of routine, the elements of filter separators should be replaced

after three years use, and filter monitors after two years use.
4.3 Immediately after fuelling is completed, a sample should be drawn from the
dispenser and checked in accordance with the procedures set out in Part VIII.
Ideally this sampling check should be carried out before the aircraft leaves the
refuelling point, or if this is impracticable and radio communication with the
aircraft can be established quickly, it should be completed and assessed before
the aircraft is positioned ready for take off.
4.4 If the sample is unsatisfactory a further sample should be tested. If this is

also unsatisfactory, the aircraft pilot or operator's representative should be
informed immediately so that arrangements can be made to check the state of
14
the fuel in the aircraft tanks. Take off should not be attempted until this has
been done and the fuel found to be free of contamination. No further fuellings
should be made from the system until the reason for the presence of
contaminant(s) has been established, and they have been removed.
5. RECORDS:
A record should be kept of quantities of fuel dispensed, the results of all checks
and sampling, and any maintenance and rectification action carried out.
PART V
BARRELED SUPPLIES
1. DELIVERY, HANDLING AND STORAGE:
1.1 Before accepting delivery from the fuel supplier, a check should be made
of the state of barrels and their seals. Delivery should be refused of any leaking
barrels or if their seals are broken.
1.2 The number of barrels, grade markings, and fuel company inspector's
marks should be checked against the details in the suppliers' release and
consignment notes.
1.3 The barrels should be stored under cover, clear of the ground and on their
sides with the bungs in the 3 o'clock or 9 o'clock position.
1.4 A system of storage or a procedure should be followed which will ensure

that the oldest fuel in store is used first, according to batch numbers and date
of filling of the barrels
1.5 To minimize the risk of fuelling errors, different grades of fuel should be stored
separately from each other.
2. SAMPLING:
Before fuel is decanted, or dispensed from barrels into aircraft, it should be

checked for contamination in accordance with the procedures set out in Part
VIII.
3. DECANTING AND DISPENSING:
3.1 Fuel should be decanted from barrels into fuelling vehicles or storage
preferably by means of a suitable pump and through a microfilter or filter
separator, though AVGAS may alternatively be decanted through a funnel fitted
with a 180 mesh (or 20 x 250 Hollander weave) gauze filter or a good clean
chamois leather. It is important to ensure that all chalk deposits are removed
from a new chamois leather before use.
15
3.2 If fuel is to be dispensed from barrels into aircraft, the barrels should be
stood on end and the contents allowed to settle for 10 minutes before the
sampling check referred to in paragraph 2 is completed. If satisfactory samples
are obtained the fuel should be dispensed through a suction standpipe
designed so that fuel cannot be drawn from a depth lower than 3 inches from
the barrel bottom. The bottom 3 inches of fuel should not be used in aircraft.
3.3 AVGAS should be dispensed direct into aircraft only through a 180 mesh
gauze or equivalent filter.
3.4 Delivery of aviation turbine fuel direct into aircraft tanks should be made
through a microfilter, or filter separator with a nominal 5 micron rating for solid
particles and 15 parts per million for water.
3.5 All equipment used in decanting or dispensing barrelled fuel should be kept
in a scrupulously clean condition.
3.6 After decanting or dispensing fuel, replace bungs tightly. Any barrels still
containing fuel that is to be used in aircraft should be resealed.
3.7 Barrelled fuel - If, after the barrels have been filled by the supplying
company, the periods stated in the Table below have been exceeded, barrelled
fuel should not be used unless it has been assessed as fit for use in aircraft
by laboratory tests.
AVGAS Six months

Aviation turbine fuels Six months
4. RECORDS:
Records should be kept of all barrelled deliveries, decanting and dispensing

of fuel, and sampling checks.
PART VI
DEFUELLING
1. GENERAL:
1.1 When an aircraft is to be defuelled instructions on the disposal of the

fuel should be obtained from the aircraft operator. The manager of the
aerodrome fuel installation into which the fuel is drawn should not return it
to aircraft tanks if he has reason to believe that the fuel is not fit for use in aircraft.
1.2 The acceptance of fuel from aircraft into fuelling vehicles or aerodrome
storage tanks can introduce two hazards to quality:
i) Water, other liquid or sediment in the aircraft tanks may be introduced

into the vehicle or storage tanks;
16
ii) Fuel taken from aircraft tanks, and any resultant blend with existing
contents of the vehicle or storage tanks, may not meet the appropriate
product specification.
2. PROCEDURES:
2.1 To minimize the hazards referred to above, it is recommended that aircraft

should be defuelled into an empty fuelling vehicle, or an empty storage tank
segregated from other parts of the installation, which has previously held the
grade to be defuelled. As an additional precaution, before defuelling
commences, samples should also be taken from the drain cocks of each aircraft
tank to be involved in the operation, and checked in accordance with the
procedures in Part VIII.
2.2 The obtaining of unsatisfactory samples need not preclude defuelling but
will call for particular attention to be paid to the thoroughness of the cleaning of
the installation after disposal of the defuelled product. It follows also from
paragraph 1.1 above that if unsatisfactory samples are obtained the withdrawn
fuel should not be returned to aircraft tanks.
2.3 Irrespective of the results of this sampling, after disposal of the fuel the
defuelling vehicle or storage tanks and systems used should be flushed to
remove all traces of the defuelled product before further use. Flushings should
not be returned to the aerodrome fuel installation or used in aircraft.
3. RECORDS:
Records should be kept of all defuelling operations including the registration

of the aircraft involved, the results of sampling checks, the quantity and grade
of fuel drawn off and its disposal, and the disposal of flushings.
PART VII
FUEL GRADE CHANGES
1. Changes of grades of Aviation fuels in storage tanks, fuelling vehicles

and hydrant dispensers can pose a risk of contamination of the new grade by
residues of the previous grade stored. This risk is of most significance when
changing from a 'leaded' fuel such as AVGAS 100LL to Aviation Turbine
Fuels, due to the absorption of lead into the system, particularly tank linings.
2. Changes should be avoided if possible, but where they are unavoidable the
whole of the system should be thoroughly purged and cleaned before the new
grade is introduced. When changing from AVGAS to aviation turbine fuel
the installation filter systems should be modified as necessary to conform with
the more demanding filtration specifications for aviation turbine fuel set out in the
preceding Parts of this CAR.
17
PART VIII
SAMPLING PROCEDURES
1. GENERAL:
1.1 The purpose of sampling checks is to ensure that fuel intended for use
in aircraft is in a fit state for that use.
1.2 Fuel should be assessed as unsatisfactory for use in aircraft if a sample

shows:
i) more than a trace of sediment;
ii) globules of water;
iii) cloudiness;
1.3 A sample can be checked by visual inspection to ensure that it does not
contain excessive sediment, is generally clean, and is of the colour appropriate
to its grade. AVGAS is blue; aviation turbine fuels are undyed and clear; but
fuel from different sources of production may vary in colour. However, apart
from cases where it is present in globules and thus readily evident, a conclusive
check on the presence of water in fuels can only be made using the aids
mentioned in 1. 4 below.
1.4 Free water present in AVGAS and both free and suspended water in
aviation turbine fuels should not exceed 30 ppm. Suitable water detecting
device shall be used to show the presence of free/suspended water..
2. PROCEDURES:
2.1 Water finding paste applied to the end of a dipstick should be used for
direct checking of fuel in bulk storage, fuelling vehicles or barrels. Fresh
paste should be used for each check and the dipstick allowed to rest on the
tank or barrel bottom for no longer than ten seconds.
2.2 In the case of above ground storage tanks and aircraft fuelling vehicles,
samples should be drawn from sampling of drain cocks, or with buried tanks by
means of a thief pump. Samples from barrelled supplies should be drawn with
a glass or plastic pipette.
2.3 Sufficient fuel should be drawn to enable a full and conclusive check
of the state of the fuel to be completed. As a general guide when sampling from
fuel company delivery vehicles, bulk storage and aircraft fuelling vehicles it is
recommended that 3/4-1 gallon (31/2-41/2 litres) is drawn from each
compartment or sample drain. With barrelled supplies or for the after fuelling
check on hydrant dispensers, a sample of about one pint will generally be
sufficient.
18
2.4 Ideally the sample should be drawn into a clear glass bottle or jar, though if
this is not available a stainless steel or aluminium bucket should be used, which
should be bonded to the installation. Containers made of any other material
should not be used.
2.5 Check that the sample is the correct colour for its grade, for sediment,
water globules, cloudiness and general cleanliness. Check for free and
suspended water using water finding paste or paper, and the chemical water
detector in the case of aviation turbine fuels. The presence of free or suspended
water is indicated by a distinct change in the colour of the paste, paper or
detector element.
2.6 All sampling equipment should be maintained in a scrupulously clean

condition.
2.7 If a series of samples taken from an installation are unsatisfactory,

immediate action should be taken to identify the cause. No fuel should be
dispensed from the installation until this has been done, the appropriate
measures to prevent a recurrence of the contamination have been completed,
and further sampling checks shows that the fuel in the installation is fit for use
in aircraft.
PART IX
TESTING OF AVIATION PRODUCTS
1. Aviation products must be delivered in the same òn specification'

condition in which they were procured from the producing refineries. From
the refineries, aviation products are transported by various methods such as
Ocean Tankers, Tank wagons, Tank Trucks, Refuellers, Dispensers and
packed containers to the final consuming points i.e. aircraft. During this
transportation, the aviation products are also stored for certain periods at various
intermediate stages such as Terminals, Depots and Aviation Storage Points
before the final delivery to the aircraft.
1.1 To ensure that the aviation products received from refinery are "on
specification" and to maintain the same level of quality throughout the transport
and storage till delivered to the aircraft, various types of laboratory as well
as field testings at different stages are essential.
1.2 The type of tests with characteristics for which the tests to be conducted
are furnished in the following pages. Frequency of such tests should be
covered in Quality Control Manual.
1.3 Strict following of the procedures laid down shall ensure the quality of the
products transported, handled, stored and delivered are maintained till the end
and also whether or not the "existing controls" are adequate and effective. As
such, the testings at laboratory and field levels are most important.
19
2. Sampling Procedure:
2.1 Introduction:
1. Visual examination
2. Short test
3. Monitoring test
4. Laboratory inspections or full tests
5. Preservation of records.
2.2 Proper sampling is important, as improper sampling shall lead to

unfavourable test results even though the product may be on specification.
Procedures enumerated below must be implicitly followed whenever samples
are drawn.
2.3 Types of samples.
Different types of samples are drawn depending on type of tests to be

conducted. Reference of depth of sampling is always taken from the top surface
of the product.
1. Upper sample:- One taken at a level of 1/6th of the depth of the

product below the top surface.
2. Middle sample:- One taken at a level of one-half of the product below

the top surface.
3. Lower sample:- One taken at a level of 5/6th of the depth of the product
below the top surface.
4. Single tank composite sample:- For a tank of uniform cross-section,

a composite sample consists of a blend of equal parts of upper, middle
and lower samples.
5 Bottom sam ple:- One taken from within about 12mm of the bottom
surface of the tank or from the lowest point of a pipeline.
6. All level sample:- One which is collected by submerging a closed

sample bottle to the bottom of the tank, then opening the sample bottle
and raising it at a uniform rate so that it will not be completely filled as
it emerges out from the product ensuring the entry of the product
into the bottle at all levels.
2.4 General precautions to be observed while drawing samples.
1. Sampling shall be carried out during the coolest part of the day
preferably before 8 a.m. to reduce evaporation loss.
20
2. Sampling shall be carried out in an area which is shaded from the

sun and protected from wind and dust.
3. Sampling shall be done by a responsible person fully aware of the

sampling procedures.
4. It shall be ensured that all necessary sampling equipment is at

hand and ready for use. The equipment shall be absolutely clean, dry
and in good condition.
5. Separate sampling equipment shall be used for each product.
6. Sampling equipment and sample containers shall be rinsed out several

times with the product to be sampled and allowed to drain before finally
drawing the sample.
7. Sample containers shall be protected from the weather and shall be

closed immediately after the samples are collected.
8. Sufficient space shall be left in container to take care of product

expansion.
2.5 Sampling Equipment:
1. A weighted can or bottle with stopper.
2. A tube or sampling thief of glass or metal suitable for sampling 200 liter
barrel.
3. Bottom sampling thief.
4. Decanting funnel.
5. Sample containers - One liter colored bottles or 2 liters aluminium

containers suitably encased in felt wooden boxes.
2.6 Procedures:
Bottom sample: Lower the sample thief to the bottom of the tank. On touching
the bottom the extended lever will rise opening the bottom valve. Hold the thief
for 2/3 minutes in this position to allow the product to enter from bottom and fill
up the thief. Slowly raise the thief for the lever to come down and close the
opening at the bottom of thief. Pull the thief out of the tank and transfer the
product into a bottle or sampling can.
All level sample - Lower the stoppered bottle to the bottom of the tank, pull out
the stopper with a sharp jerk of the chain (non-sparking) and raise the bottle/can
at such a uniform rate that it is nearly but not quite full as it emerges from
the product level.
21
Upper, Middle and Lower samples:- Lower the sampling quipment to the
selected level, pull out the stopper with a sharp jerk of the chain and allow the
bottle/can to fill completely by keeping it at the selected level. After complete
filling draw out the equipment and replace stopper immediately.
2.7 Barrels:
Barrels should be kept upright, tilted and sampled from the top. Remove the
bung, close the upper end of the clean dry sampling tube with the thumb and
lower the tube into the product a depth of about 30 cms. Remove the thumb
allowing the product to flow into the tube. Again close the upper end with the
thumb and withdraw the tube. Allow the product to rise in the tube by turning
the tube horizontally and discard this product. Again lower the tube into the
drum holding the thumb against the upper end. When the tube reaches the
bottom remove the thumb and allow the tube to fill. Replace the thumb,
withdraw the tube quickly and transfer the contents into sample container.
2.8 Sample containers shall be labeled immediately after the sample is

collected and despatched to the laboratory. The label shall contain the following
information:
1. Grade of product
2. Serial No. of the sample
3. Location
4. Sampled by
5. Date and time of sampling
6. Source of sample (Tank No.)
7. Type of sample (Bottom/All level)
8. Quantity of product represented
9. Reason for sampling
10. Batch Number
11. Testing laboratory
12. Test required
2.9 Samples for testing shall be despatched as per requirement.
2.10 Containers shall be ensured to be leak-proof.
2.11 Material used as washer for tight closing shall be resistant to the product.
22
3. Laboratories:
3.1 Aviation products shall be subjected for various tests in a Refinery

Laboratory or Marketing laboratory approved by DGCA under CAR Section 2
Series 'E' Part VI.
3.2 Frequency of tests for aviation products and other fluids shall be as
detailed in Quality Control Manual and as per requirements.
3.3 Laboratories shall have necessary standard testing equipments to

conduct the concerned tests.
3.4 In case of non-availability of a particular testing equipment in an

approved laboratory, such tests shall be conducted in another approved
laboratory where such equipment is available and the test result indicated in
test reports accordingly with a notation.
3.5 Calibrated testing accessories such as thermometers, Hydrometers

and Pressure Gauges, etc. shall be checked for accuracy once a year with a
Master item of the respective accessory.
3.6 Master items shall be calibrated once in 5 years.
3.7 Chief Chemists, Dy. Chief Chemists, Chemists, Quality Control

Managers, Dy. Quality Control Managers, Sr. Quality Control Officers and
Quality Control Officers of approved marketing laboratories who meet the
requirements for Test Reports signatories under CAR Series E, shall be
considered for approval by Quality Control Manager as Test Report Signatories.
3.8 Chief Chemists, Dy. Chief Chemists, Chemists, Quality Control

Managers, Dy. Quality Control Managers, Sr. Quality Control Officers and
Quality Control Officers of approved Refinery laboratories meeting the
requirements of Test Report Signatories under CAR Series È' shall be
considered for approval by Quality Control Manager as Test Report Signatories.
3.9 Aviation product test report issued by a DGCA approved laboratory shall
be signed (manually or electronically) and released by such an approved Test
Report Signatory only.
3.10 Any additions or changes in the personnel set-up at an approved

laboratory with regard to approved test report signatories, shall be intimated
to Quality Control Manager, Head Office immediately for advising the DGCA
to update their records.
(M Sathiyavathy)
23
GOVERNMENT OF INDIA

SERIES H PART II
ISSUE II, DATED 29th SEPTEMBER 2015 EFFECTIVE : FORTHWITH
F. No. 11-690/Sec. 2/H-II/2012-AI(2)
SUBJECT: AIRCRAFT FUELLING PROCEDURES.
1. SCOPE
1.1 Rule 25A of the Aircraft Rules, 1937 prescribes the procedures of fuelling of
aircraft. This part of CAR gives the procedures adopted for the fueling of
aviation fuel and similar products of an aircraft. These standard procedures
are recommended to provide guidance to the aircraft operators, oil
companies and other concerned authorities in order to minimize the hazards
arising out of fuelling operations.
1.2 Much of this guidance will also apply to fuelling of aircraft and to cases
of maintenance of aircraft fuel systems. But supplementary instructions may
generally be necessary to provide for specific cases.
2. DEFINITION
For the purpose of this CAR the following definitions shall apply.
2.1 Fuelling - shall mean dispensation of fuels and power boost fluids into an
aircraft for the generation of engines power and augmentation of thrust, and
shall include both fuelling and defuelling.
2.2 Fuelling Zone or Precautionary Area - is regarded as the area extending 6

metres radially from the aircraft fuelling point, venting point and fuelling
equipment.
3. GENERAL
3.1 No persons shall fill or replenish the fuel tanks of an aircraft from vehicles
or vessels containing petroleum in bulk or from fuel hydrant installations except
from vehicles or installations of a type approved by the Chief Inspector of
Explosives or from barges licenced under the Petroleum Rule 1937. The fuel
and other products delivered by the oil companies shall be of a quality already
1
SERIES 'H' PART II 29th September 2015
agreed to between the purchaser and the supplier but shall conform to
approved specifications.
3.2 All the statutory rules regarding transportation, storage and handling of
aviation fuels and similar products and for illumination of the fuelling zone as
agreed by DGCA shall be followed by the concerned personnel.
3.3 No leaking or defective fuelling equipment shall be used.
4. SUPERVISION OF FUELLING
4.1 The fuelling of an aircraft shall be done under the supervision of a person
nominated by operator or as specified in the Quality Control Manual and
shall be carried out by authorised person from the oil company. The
Operator's representative shall ensure that the fuelling of an aircraft is carried
out in accordance with the prescribed manner, following the conditions laid
down by the aircraft manufacturer. The approved personnel shall not move
from the place of fuelling leaving the aircraft and fuelling vehicles unattended.
5. FUELLING CONDITIONS
5.1 The aircraft operator shall furnish written instructions to the fuelling company
regarding the correct procedure of fuelling and precautions to be taken for
particular types of aircraft. These instructions shall include the fuelling pressure,
rate of delivery, etc. Special precautions, such as in the case of switch
refuelling (see 20) shall also be intimated to the oil company in advance. All
special conditions and requirements of aircraft manufacturers during their
servicing and fuelling shall be followed by all concerned.
6. FUELLING PLACE
6.1 The refuelling of an aircraft shall be done in an open place so designated. As

a general guide, the fuelling places should be atleast 15 metres away from
the nearest building except those parts of building, which are constructed
for the purpose of direct loading/unloading of aircraft. The aircraft shall not
be fuelled within 30 metres of radar equipment under test or in use in
aircraft or ground installations. The refuelling shall be carried out on a level
surface as far as possible. The nominated person shall ensure that there is
adequate restraint of the aircraft by checking that the brakes are applied
and the wheel chocks are placed properly before the fuelling operations
are started.
7. APPROACH TO AN AIRCRAFT
7.1 While placing the refuelling equipment oblique approach to the aircraft shall be
followed. The equipment driven shall be marshalled in position. Similarly
withdrawal of refuelling equipment shall be done under supervision. The
refuelling equipment shall never be reversed towards the aircraft.
2
8. POSITIONING OF FUELLING EQUIPMENT
8.1 The refuelling equipment shall be placed in such a way that a clear exit path is
maintained all round the equipment to and from the aircraft to allow its quick
removal in case of need.
8.1.1 In such cases when the fuelling vehicle is parked under the aircraft, it shall be
ensured that any accidental spillage from the aircraft air vent does not fall on
the fuelling equipment.
8.2 The vehicles and equipments shall not be placed where they may cause
obstruction to the evacuation of persons from occupied portions of the aircraft
in case of an emergency.
9. MANNING OF FUELLING VEHICLES
9.1 Every refuelling vehicle shall be manned by atleast one competent person.
The operation of the vehicle shall be done only by the competent person(s).
Adequate manpower shall be available to the competent person(s) in order to
shut off the flow of fuel and or manoeuvre /retreat the equipment in case of
an emergency.
10. FUEL QUANTITY DELIVERY
10.1 The exact quantity of fuel in terms of volume along with its break up distribution
in various tanks if desired shall be detailed to the oil company representative.
The oil company representative shall issue a delivery voucher indicating the
quantity of fuel refuelled in the aircraft. The density of fuel supplied shall be
declared on this receipt, if so desired.
11. APPROVAL OF FUEL SAMPLES AND STARTING OF FUELLING
11.1 Fuelling of an aircraft by the oil company shall be started only after the fuel
samples have been approved by the aircraft operator and a clearance has
been given to the oil company to start the fuelling operations and the
confirmation of sample approval shall be duly signed by an authorized person
of operator on the delivery voucher after completion of fuelling..
11.2 It shall be ensured that the fuel samples are free from water and other
contaminants by suitable checks .
12. SPECIAL PRECAUTIONS TO BE TAKEN IN THE FUELLING ZONE
12.1 Within Fuelling Zone, smoking, the use of naked lights or operation of switches
on lighting systems of other than approved pattern shall be forbidden.
3
12.2 Unless fuelling takes place in a designated `No Smoking Area', `No Smoking'
signs shall be predominantly displayed not more than 15 metres away from the
fuelling equipment and aircraft tank vents.
12.3 Persons engaged in fuelling operations shall not carry matches or other means
of ignition. They shall also not use foot wear with exposed iron or steel studs,
nails or lips.
12.4 Equipment with all metal wheels or rod capable or producing sparks shall not
be moved in the fuelling zone while fuelling is in progress.
12.5 Aircraft borne auxiliary power units (APUs) which have an exhaust influx
discharging into the zone shall be started before filler caps are removed or
fuelling connections made.
12.6 No auxiliary power unit in the fuelling zone shall be started in the fuelling
zone when fuelling operation has been commenced. If an APU has stopped
for any reason, it shall not be started when the fuelling is continuing and there
is a risk of fuel vapour ignition.
12.7 Ground Power Units (GPUs) whenever used shall be positioned not less than
6 metres from the aircraft filling and venting points and the fuelling equipment.
12.8 Only approved vehicles and equipment shall be run in the fuelling zone.
These vehicles and equipments shall be subjected to regular inspection and
maintenance to preserve their safety characteristics (see also 17.1).
12.9 Exhaust of the refuelling vehicle shall not pass over the fuelling hose intake
hose.
13. SAFETY PRECAUTIONS AGAINST STATIC ELECTRICITY

DISCHARGE BONDING AND EARTHING
13.1 During fuelling, the prevention of fire risk due to static electricity discharge is
dependent upon efficient bonding between the aircraft and the fuel supply
source. Ideally, earthing should be through apron earthing points designed for
this purpose. Dragchains and conductive tyres normally accepted for earthing
purposes are seldom effective under all climatic conditions.
13.2 The aircraft, fueller, hose nozzle, filters, funnels or any other appliance
through which fuel passes shall be electrically bonded throughout the
fuelling operation. Connection shall be made to designated points on clean
and unpainted metal surfaces of the aircraft and the fueller.
13.3 Before transfer of fuel commences, following procedures shall be carried

out in respect of bonding the fueller and the aircraft.
13.3.1 Whenever apron earthing points exist the aircraft and fuelling equipment
shall be earthed to them.
4
13.3.2 The aircraft shall be effectively bonded to the fuelling equipment.
13.3.3 Whenever wing fuelling is employed, the nozzle of the hose shall be bonded
to the aircraft structure before filler cap is removed.
13.3.4 In case of pressure fuelling, metal to metal contact between the aircraft
filling and the fuelling hose coupling shall be ensured. In addition a bonding
pin or clip from the fuelling hose coupling to the aircraft structure near the fuel
receptacle may be used to provide additional safeguard.
13.3.5 When refuelling from drums, barrels or similar equipment is carried out,
similar precautions shall be taken to bond the pumping equipment, hose
nozzle and fuel container.
13.3.6 Whenever funnels are used, they shall be bonded both to the nozzle of the
hose or can and to the aircraft. If a chamois leather is used, the metal ring
around the leather shall be bonded to the funnel.
13.4 The fuel valve shall not be opened before bonding connections are made.
Similarly, at the end of the fuelling operations, first the fuel valve shall be
closed, fuelling coupling disconnected or the fuelling nozzle removed as the
case may be and then only shall the bonding connections be broken.
13.5 All cables, clips and plugs used for bonding or earthing shall be maintained
in proper condition and regularly tested for electrical continuity and a record
thereof maintained.
14. SAFETY PRECAUTIONS AGAINST FIRE HAZARD
14.1 When any part of undercarriage assembly has become abnormally heated
during landing or taxying, the aircraft shall not be fuelled until heat has
dissipated. Fuelling equipment shall not be positioned until the Operator's
representative has satisfied himself that there is no risk from heated
components.
14.1.1 In checking for high temperatures, care shall be taken in approaching the
wheels. The wheels shall be approached from the fore or aft and never
from the sides.
14.2 Fire extinguishers of adequate capacity and approved type shall be readily
available before the transfer of fuel begins. The straps securing them to the
refuelling equipment shall be unfastened before the fuelling operations are
started. Adequate number of trained persons shall be readily available to
operate these units.
14.3 The fire extinguishers shall be maintained to the standards recommended by

their manufacturers.
14.4 Fuelling crew shall be instructed in the procedure for summoning the
aerodrome fire service.
5
14.5 Fuelling operation shall cease when a turbo prop jet aircraft manoeuvres
so as to bring the rear jet outlets within 43 metres of the fuelling equipment
or the aircraft fuelling point and vent system (see also 16.1).
15. SAFETY FROM ELECTRICAL STORMS/HEAVY RAIN
15.1 Extreme care shall be exercised while fuelling during electrical storms.
Fuelling shall be suspended during severe lightning disturbances in the
vicinity of the aerodrome or helipad.
15.2 Overwing fuelling shall not be carried out during electrical storms. Fuelling
shall be suspended during heavy storm/rain.
16. HAZARDS FROM ADJACENT AIRCRAFT OPERATION
16.1 Before and during fuelling, it shall be ensured that no hazard arises to the
personnel or equipment from the efflux from other aircraft or APUs. If the
hazardous conditions exist, fuelling operation shall immediately by
suspended until conditions permit resumption of fuelling operations (see also
14.5).
NOTE: It may be noted that the engine efflux of modern jet aircraft when taxying
could have speeds up to 65 knots and a temperature above 50 degree
Celsius even at a distance of 30 metres from the exhaust point. This
temperature may not be dangerous from the fire point of view, but the
personnel and the equipment could be effected.
17. MAINTENANCE OF REFUELLING VEHICLE AND EQUIPMENT USED
17.1 All vehicles, their engines and equipment shall be subject to regular inspection
and maintenance to preserve their safety characteristics. The engine, the
electrical and exhaust systems of such vehicles shall not make any sparks or
flames. Vehicles moving in the danger zone shall be fitted with spark arrestors
and flame traps.
18. USE OF PHOTOGRAPHIC FLASH EQUIPMENT
18.1 No photographic flash bulbs and electronic flash equipments shall be permitted
to be used within 6 metres filling or venting points of an aircraft or fuelling
equipment.
19. OPERATION OF RADAR
19.1 Aircraft shall not be fuelled within 30 metres of radar equipment under test
or in use in aircraft or ground installations.
6
20. SPECIFIC PRECAUTIONS IN CASE OF FUEL MIXTURES
20.1 Mixture of wide cut and kerosene turbine fuels could result in the air fuel mixture
in the tank being in the combustible range at common ambient temperatures
during fueling. The risk of this type of sparking would be minimum if antistatic
additive is present in fuel.
20.2 In cases of fuel mixtures a reduced rate of fuelling shall be adopted. The amount
of reduction in flow rate needed is dependent upon the fuelling equipment in
use and the type of filtration employed on the aircraft fuelling distribution
system (see also 5.1).
21. SERVICING AND MAINTENANCE OF AIRCRAFT DURING FUELLING
21.1 While fuelling is in progress, servicing, maintenance test and repair activities
shall be carried out subject to the conditions stipulated in 21.1 to 21.12. Aircraft
or other maintenance work which may create a source of ignition shall not be
carried out while fuelling is in progress.
21.2 All ground equipment, such as platform steps shall be clear of the aircraft.
Because after fuelling, the aircraft has a tendency to settle down due to
increase in weight and this changed attitude of the aircraft may thus cause
damage to the aircraft/such equipment.
21.3 The main engines of the aircraft shall not be operated. Operation of APUs &
GPUs shall be in accordance with the provisions of 12.6, 12.7 and 12.8.
21.4 Only those switches which are essential in carrying out the fuelling or servicing
operation shall be operated when fuelling in progress.
21.5 Strobe lighting which is likely to give spark shall not be operated.
21.6 All connections between the ground equipment and the aircraft shall be made
before the filler caps are removed and shall not be broken until the fuelling
ceases.
21.7 In case of the use of battery trolleys, the electrical circuit shall remain unbroken
till the fuelling operation is completed.
21.8 Vehicles operating in the fuelling zone shall not pass under or park near the
aircraft unless specifically required to do so for maintenance or fuelling
purposes.
21.9 Aircraft combustion heaters shall not be used.
21.10 Only checking and limited maintenance work such as the exchange of units
shall be carried out on radio, radar and electrical equipment. Testing of such
equipments shall be deferred until the fuelling is completed.
7
21.11 Portable Electronic Devices (Mobile phones, radio devices etc.) shall not be
used in the fuelling zone except those essential for carrying out the fueling /
defueling operation
21.12 All hand torches and inspection lamps and their cable connections used in the
fuelling zone shall be of explosion proof/intrinsically safe type.
21.13 Only authorized persons and vehicles shall be permitted within the fuelling zone
and their number shall be kept to the minimum.
22. FUELLING WITH PASSENGERS ABOARD AND DURING EMBARKATION

AND DISEMBARKATION
22.1 To reduce transit time and for security reasons, sometimes airlines allow
passengers to embark and disembark or remain on board during fuelling
operations.
22.2 An operator shall ensure that no aeroplane is refueled /defueled with Avgas or
wide cut type fuel or when a mixture with these types of fuel might occur,
when passengers are embarking, on board or disembarking. In all other cases
necessary precautions shall be taken and the aeroplane must be properly
manned by qualified personnel ready to initiate and direct an evacuation of the
aeroplane by the most practical and expedious means available.
Note:- Qualified personnel mentioned above are those who are trained and assessed
by the aircraft operator to assist the passengers in the event of emergency
evacuation .
22.3 The decision to allow passengers to embark, disembark or remain on board

during fuelling is the responsibility of the airline and following precautions shall
be exercised by the airline concerned. Aircraft operators shall establish the
procedures for the same in their manual.
a) Passengers are warned that fuelling will take place and that they shall not
smoke, operate switches or otherwise produce sources of ignition.
b) The `No Smoking' and Èxit' signs are illuminated.
c) Provision is made for safe evacuation of passengers via at least two of

the main passenger embarkation and disembarkation doors in the event of
the emergency. A responsible person should be positioned at each door
in order to supervise evacuation of passengers, if needed.
d) If during fuelling, the presence of fuel vapor is detected in the aircraft

interior, or any other hazard arises, fuelling should be stopped.
e) Ground servicing activities and work within the aircraft should be

conducted in such a manner that they do not create a hazard or obstruct
exits.
8
f) Access to and egress from the areas where aircraft escape chutes may be
deployed should be kept clean.
g) When passengers are embarking or disembarking during fuelling, their

route should avoid areas where fuel vapours are likely to be present and
be under the supervision of an airline official. `No smoking' should be
enforced strictly during such passenger movements.
23. FUEL SPILLAGE
23.1 In the case of a spillage covering an area greater than 5 square metres,
fuelling operations shall stop. All persons shall be evacuated from the effected
area to a place at least 15 metres from the spillage. Movement of persons
and vehicles in the affected area shall be avoided. It shall be ensured that all
activities are restricted to reduce the risk of ignition.
23.2 Engines of vehicles within 6 metres of a spillage shall not be started until the
area is declared safe.
23.3 Prior to recommencing fuelling, action must be taken to clean the spilled
fuel. Fuel must not be washed into sewers or drains.
24. HELICOPTERS
24.1 Because of design features of helicopters namely close proximity of fuel

intake and tanks to the passenger compartments, passengers shall not be
allowed to remain in the aircraft and be away from the fuelling zone when
fuelling is in progress. Engines should not be operated when fuelling is in
progress.
25. TRAINING
25.1 It is essential that all personnel connected with the fuelling operations are
adequately trained by their employers and are supplied with appropriate
instructions and guidance on safe operating procedures. All such personnel
shall be fully conversant with the operation of fire fighting equipment
provided for the fuelling operations.
(M Sathiyavathy)
9
GOVERNMENT OF INDIA

SERIES 'I', PART VII
28th MAY, 1999 EFFECTIVE: FORTHWITH
F. No. DGCA-25012(07)/7/2021-AW
SUBJECT: GROUND PROXIMITY WARNING SYSTEM (GPWS).
1 INTRODUCTION
ICAO introduced Ground Proximity Warning System (GPWS) carriage

requirements in 1978 to alleviate the Controlled Flight Into Terrain (CFIT) problem.
A significant decline in the number of incidents was observed after installation of
GPWS. The CFIT, however, continued to be a critical flight safety problem. ICAO
has, therefore, amended the GPWS provisions in Annex 6. This issue of CAR
brings out the revised requirements for installation of GPWS keeping in view the
amendments to Annex 6 issued by ICAO and also the Indian experience of CFIT
problem.
Rule 57 of the Aircraft Rules, 1937 stipulates that every aircraft shall be fitted and
equipped with instruments and equipment, including radio apparatus and special
equipment, as may be specified according to the use and circumstances under
which the flight is to be conducted. This CAR is issued under the provisions of
Rule 133A of the Aircraft Rules, 1937.
2 DEFINITION
Ground Proximity Warning System (GPWS): An equipment installed in an

aeroplane for the purpose of providing automatically a timely and distinctive
warning to the flight crew when the aeroplane is in potentially hazardous proximity
to the earth's surface.

3 REQUIREMENTS
3.1 All turbine-engined aeroplanes of a maximum certificated take-off mass in excess

of 5 700 kg or authorized to carry more than nine passengers shall be equipped
with a ground proximity warning system which has a forward-looking terrain
avoidance function.
3.2 The operator shall implement database management procedures that ensure the
timely distribution and update of current terrain and obstacle data to the ground
proximity warning system.
3.3 All turbine-engined aeroplanes of a maximum certificated take-off mass of 5 700 kg

or less and authorized to carry more than five but not more than nine passengers
should be equipped with a ground proximity warning system which provides the
warnings as para 4.1 a) and c), warning of unsafe terrain clearance and a forward
looking terrain avoidance function.
3.4 All turbine-engined aeroplanes of a maximum certificated take-off mass of 5 700 kg

or less and authorized to carry more than five but not more than nine passengers
for which the individual certificate of airworthiness is first issued on or after 1
January 2026, shall be equipped with a ground proximity warning system which
provides the warnings of 4.1 a) and c), warning of unsafe terrain clearance and a
forward looking terrain avoidance function.
3.5 All piston-engined aeroplanes of a maximum certificated take-off mass in excess

of 5 700 kg or authorized to carry more than nine passengers shall be equipped
with a ground proximity warning system which provides the warnings in para 4.1 a)
and c), warning of unsafe terrain clearance and a forward-looking terrain avoidance
function.
3.6 A ground proximity warning system shall provide automatically a timely and
distinctive warning to the flight crew when the aeroplane is in potentially hazardous
proximity to the earth’s surface.
Note: The forward looking terrain avoidance warning equipment is commonly known
Enhanced Ground Proximity Warning System (EGPWS) or Ground Collision
Avoidance System (GCAS).
4 OPERATIONAL REQUIREMENTS
4.1 A ground proximity warning system shall provide, unless otherwise specified
herein, warnings under the following circumstances :
a) excessive descent rate ;

b) excessive terrain closure rate ;
c) excessive altitude loss after take-off or go-around ;
i) unsafe terrain clearance while not in landing configuration gear not locked
down ;
ii) flap not in landing position ; and
e) excessive descent below the instrument glide path.
4.2 Prior to operation of the aeroplane fitted with GPWS as required by para 3, the
aeroplane flight manual shall contain appropriate procedures for-
a) the use of GPWS equipment;

b) amendment to the checklist to include GPWS;
c) flight crew action with respect to the warnings provided by GPWS
equipment;
d) de-activation for planned abnormal and emergency conditions;
e) inhibition of mode 4 warnings based on flap being in other than the landing
configuration if the system incorporates a mode 4 flap warning inhibition
control.
4.3 Deactivation of GPWS can only be in accordance with the

procedurescontained in the aeroplane flight manual.
4.4 Whenever GPWS is de-activated, an entry shall be made in the aeroplane
maintenance record that includes the date and time of the de-activation and the
deactivation properly placarded in the cockpit.
5. The operators are encouraged that in addition to the warning modes given in
para 4.1, the following modes may also be provided for the purpose of enhanced
safety of flight operations:
5.1 Forward-looking wind shear warning system - jet aeroplanesAll turbo-jet

aeroplanes of a maximum certificated take-off mass in excess of 5 700 kg or
authorized to carry more than nine passengers may be equipped with a
forward-looking wind shear warning system. A forward-looking wind shear
warning system should be capable of providing the pilot with a timely aural and
visual warning of wind shear ahead of the aircraft, and the information required
to permit the pilot to safely commence and continue a missed approach or go-
around or to execute an escape manoeuvre, if necessary. The system should
also provide an indication to the pilot when the limits specified for the
certification of automatic landing equipment are being approached, when such
equipment is in use.
5.2 Altitude call-out and excessive bank angle alert.
6.1 The GPWS shall be of an approved type and meet the specifications given in
the FAA TSO C-92 C or any other specification acceptable to DGCA. In case

of EGPWS and GCAS they should meet the specifications given in FAA TSO-
C151a or JAA JTSO C151a or any other specifications acceptable to DGCA.
The Forward looking Wind shear Warning Systems should meet the
requirements given in FAA TSO-C117a or any specifications acceptable to
DGCA.
6.2 The GPWS shall be installed in an approved manner by an approved

organisation/manufacture and shall be maintained in serviceable condition.
6.3 Engineers certifying the maintenance of GPWS should hold appropriate type
rated CAR 66 AME licence as applicable and should be adequately trained
on this equipment.
6.4 The Operations Manual shall be amended to reflect any change in the
operating procedures, where applicable.
(Arun Kumar)

GOVERNMENT OF INDIA

SERIES X PART VI
ISSUE II, 28TH DECEMBER 2023 EFFECTIVE: FORTHWITH
F. No. DGCA-25011(02)/1/2022-AW
Subject: Log Books.
1. INTRODUCTION: - Rule 67 of the Aircraft Rules 1937, stipulates that following Log
books shall be kept and maintained in respect of all aircraft registered in India.
i. Journey Log Book;

ii. Aircraft Log Book;
iii. Engine Log Book for each engine installed in the aircraft;
iv. A Propeller Log Book for every variable pitch propeller installed in the aircraft;
v. A Radio Apparatus Log Book, for aircraft fitted with radio apparatus;
vi. Any other logbook that may be required by the Director General.
Further, the said rule stipulates ‘Director-General may require that a technical log
or flight log be provided in respect of an aircraft and be maintained in such manner
as may be specified by him.
This CAR lays down the contents of Journey Log Book besides maintenance of other
logbooks mentioned above.
This Civil Aviation Requirement is issued under the provision of Rule 133A of the Aircraft
Rules, 1937.
2. APPLICABILITY: This CAR is applicable to all aircraft operators engaged in

Scheduled, Non Scheduled, State Government, Aerial Work, Private, flying club
operations and other operators engaged in the aircraft operations and maintenance.
3. JOURNEY LOG BOOK (JLB):
3.1 The Journey log book shall contain the following information:
i. Aircraft nationality and registration
ii. Date
iii. Names of crew members.
iv. Duty assignments of crew members.
1
SERIES X PART VI 28TH DECEMBER 2023
v. Place of departure.
vi. Place of arrival.
vii. Time of departure.
viii. Time of arrival.
ix. Hours of flight.
x. Incidents, observations, if any.
xi. Signature of pilot in command.
xii. Details of Fuel and Oil uplift.
4. AIRCRAFT, ENGINE, PROPELLER AND RADIO APPARATUS LOG BOOK:
A manufacturer, in respect of each newly manufactured aircraft; engine or propeller

may issue a logbook along with the release documents. If he does not, then the
owner/ operator may raise a logbook on his own. Each logbook shall be in three
sections: -
The first section will contain records of

a) hours flown date wise,
b) all routine inspection/maintenance, including higher checks carried out.
c) test flight
d) minor repairs and certification thereof,
e) the information required in the vertical columns,
i. the date of flight,
ii. total flight time since manufacture,
iii. time since last overhaul/ major inspection, number of landings/cycles, etc.
Note: The routine inspections, mentioned in the Log Book may be identified
by an identification number mentioned on the routine inspection sheet.
The second section will consist of differently coloured sheets, ruled horizontally.
Each page will bear the caption, namely, "Replacement, Major Repairs &
Overhaul". A detailed report of the Replacement, Major Repairs & Overhaul
done under these headings shall be certified in this section.
Note: Major repair signifies a repair to a damage, which would affect the safety
of the aircraft or the safety of persons on board.
The third section will consist of a set of still differently colored pages also
horizontally ruled, and each page will bear the heading, namely, 'Modification
Record'. Details of the modifications/service bulletins including mandatory
modification (s) complied with and certified should be recorded along with date
and time of compliance in this section. A total DGCA mandatory modifications
status of the aircraft, engine and its components shall be reflected even though
they are not applicable.
5. TECHNICAL LOG/ FLIGHT LOG
5.1 The contents for the technical log/ flight log have been specified in CAR M.
5.2 Scheduled, Non-Scheduled, Aerial work, and Flying club Operators may maintain the
journey log book and technical Log/ flight log in a single document ‘Flight Report Book
2
(FRB)’. Section 3 of the FRB shall be maintained in triplicate. One copy each of the
filled Section 3 page shall be retained at the departure station, one copy shall be
provided to the CAMO along with Engineering documents, one copy to be carried on
board as part of the FRB.
5.3 State Government and Private Operators shall maintain the journey log book as per in
the format as given in Appendix A. The Appendix A to the Journey log Book shall be
maintained in duplicate. The second copy each of the filled Appendix A page shall be
retained on ground along with engineering documents and first copy be carried on
board as part of the document.
Note: In case the operator is authorized for special operations, the operator shall
maintain a technical log/ flight log in accordance with CAR M.A. 306 in addition
to the journey log book.
5.4 The format including the contents of the journey log book, technical log/ flight log or
Flight Report Book shall be approved by the Regional Airworthiness Office for each
type of aircraft for an operator.
Note: Guidance for electronic logbook, electronic signature, records and documents is
given in AAC 4 of 2023.
5.5 The CAME shall include the format, content and the manner of maintaining the
journey log book, technical log/ flight log or ‘Flight Report Book’, as the case may
be including its preservation depending upon the type of aircraft operated.
a. All the Pages of a Log Book shall be serially numbered. Also each logbook should
be serially numbered.
b. A Log Book shall contain a detailed engineering record of the life of the aircraft,
engine, propeller, radio apparatus including full particulars of all accidents,
overhauls, replacements, repairs and modifications.
c. The entries in the Log Book shall be completed within 48 hours of the completion
of the work. In case the aircraft is away from the main base, the "entry" containing
the work details and certification thereof shall be completed in duplicate, and one
copy shall be mailed to main base for placing in the Log Book and the other
copy shall be kept along with Journey Log Book.
d. The CAM shall be responsible for the proper maintenance of logbook. Omission to
make Log Book entries shall render the aircraft, engine, propeller, radio apparatus
as un-airworthy and the authorized officer of the Regional Airworthiness Office may
require such inspection as considered necessary by him to restore the
airworthiness.
e. Entries in the Log Book shall be made in ink or indelible pencil and signed and dated
by appropriately licensed AME/Approved individual carrying out the work or by a
person, specially authorized by DGCA for the same, quoting, beneath the
signature, the Licence/Approval/ Authorization number.
3
Note: Computerised records of aircraft and components are acceptable. Wherever

records are computerized, hard copies may not be required. The operator should
satisfy and demonstrate the accuracy of the system and procedure for creating
backups to the Regional airworthiness office. The procedure of using computerized
records shall be documented in the CAME or equivalent document.
7. RECORDING OF FLIGHT TIME FOR THE PURPOSE OF MAINTENANCE PLANNING: -
a. Flight Time:
(i) In respect of an aeroplane, means the total time from the moment the aeroplane
first moves for the purpose of taking off until the moment it finally comes to rest at
the end of the flight
(ii) In respect of a helicopter, means the total time from the moment the helicopter’s
rotor blade start turning until the moment it finally comes to rest at the end of the
flight, and the rotor blades are stopped
Note: Flight time as herein defined is synonymous with the term “block to block” time,
or “chock to chock” time in general usage which is calculated from the time an
aeroplane first moves for the purpose of taking off until it finally stops at the end
of the flight.
b. Flight time for the aircraft, engine, VP propellers and radio apparatus shall be
recorded in the appropriate Log Books.
Note: Where the manufacturer has defined maintenance periodicity on the basis of
actual Flight Time i.e. Chocks OFF to Chocks ON or any other consideration
like power etc., operator may follow the same with approval of Regional
Airworthiness Office. The approved CAME should detail the procedure followed
for calculating the flight time for the purpose of maintenance of aircraft and
components.
8. CERTIFICATE OF RELEASE TO SERVICE:
a. All work involving repair, overhaul, replacement, modification, special inspection

performed on the aircraft, is required to be covered with the issuance of "Certificate
of Release to Service" signed by an appropriately licensed AME/Approved or
authorised individuals.
b. Significance of signatures in the Log Book:
Signatures appearing in the appropriate column of Log Book against the relevant
entry shall be taken as issuance of certificate, signifying that the work has been
performed in accordance with approved procedures, using approved equipment
and material and in accordance with the directives issued by DGCA.
Note: Guidance for electronic logbook, electronic signature, records and documents is
given in AAC 4 of 2023.
4
c. Overhauls:
Details of overhaul work, including any test data, should be entered in the
appropriate Log Book. A Certificate of Release to Service must be appended to the
entry for all overhaul work recorded in log books. Test data should be preserved
with cross-reference in the logbooks for traceability.
d. Repairs:
A summary of the repair should be entered in the appropriate log book, together
with an indication of the reason for the repair. Details of repair work should be
preserved with cross-reference in the logbooks for traceability.
e. Replacements:
When a component having its own log book (i.e. an engine or a variable-pitch
propeller) is removed from an aircraft, the reason for removal should be entered in
that log book, e.g. 'metal in oil filter', 'time expired'. In addition, an entry should
be made in the aircraft log book stating the serial number of the component
removed, the serial number of the replacement component and the position the
component occupies on the aircraft.
When an engine is changed, the hours flown and the serial numbers and part
numbers, as appropriate, of lifed parts, which are not changed with the engine,
should be entered in the log book of the replacement engine and in the aircraft
log book.
When a component, not having an individual log book, is removed, the reason
for removal and its serial number, and in some cases the part number, of the item
should be entered in Aircraft Log Book and also, with the exception of standard
parts such as split pins, nuts and washers, the origin and numbers of release
note.
When a serviceable part is removed from one aircraft and fitted on to another, the
number of flying hours logged for the part should be entered in the appropriate log
book together with an identification (i.e. registration letters) of the aircraft/ engine
from which it was removed.
Where a replacement involves disturbing a flying or engine control system, or

any system associated therewith, an independent inspection as covered in CAR M
must be carried out and a certified entry to that effect included in the log book.
9. MODIFICATIONS:
After embodiment of a modification, an entry must be made in the appropriate

Log Book quoting the number and title of the modification, as applicable.
Whenever a major component is changed, the modification standard, particularly
in regard to mandatory modification of the replacement component should be
entered in the appropriate log book.
5
10. CARRIAGE OF LOG BOOKS ON BOARD:
Journey log book and technical log/ flight log or ‘Flight Report Book (FRB), as the
case may be, shall be carried on board during flight unless the aircraft is engaged
in local flights i.e. making a series of flights over the same airport, on any day. Other
log books shall not be carried during flight and shall be maintained at the main
base. However, if an aircraft is likely to remain away from its main base, where Log
Books are maintained, "working copies” of Log Books giving necessary information
as required for effecting due maintenance shall be carried on board. On return
to main base, entries shall be transferred from the "working copies" to the regular
Log Book, within 48 hours of the return to main base.
11. PRESERVATION:
Log Books shall be preserved for the periods shown as under:
a) Aircraft Log book
i. The aircraft log books shall be preserved until such time as the aircraft is
permanently withdrawn from use and its Certificate of Registration is cancelled
by the Director General.
ii. In case of an aircraft meeting with an accident resulting in damage beyond

economical repairs to the aircraft, engine, propeller, the aircraft log book, engine
log book and propeller log book shall be preserved for a period of two years after
the date of the accident.
b) The engine and propeller log books shall be preserved until such time as the engine/
propeller is permanently withdrawn from use.
c) Journey log book and technical log/ flight log or ‘Flight Report Book (FRB)’, as the
case may be, shall be retained for 36 months after the date of the last entry.
d) Other log books shall be preserved for t h r e e years from the date of the last
entry therein.
e) Where log books in respect of aircraft, engines or variable pitch propellers or

radio apparatus are not kept in the manner and form prescribed in this CAR, the
aircraft shall be deemed as not being maintained in an airworthy condition.
(Vikram Dev Dutt)

6
APPENDIX A
FORMAT OF JOURNEY LOG BOOK
7
JOURNEY LOG BOOK
Name of the operator
……………………………………….
VT-
8
INFORMATION INSTRUCTIONS:-
The contents of the JLB shall be as approved by DGCA.

First page of the JLB will be issued by DGCA.
It shall be carried on board the aircraft during every flight.
Entries in this logbook in respect of each journey shall be correctly made by the crew and the pilot-in-command of the aircraft shall ensure that such entries are made in accordance with the
requirements of Rule 67 of the Indian Aircraft Rules, 1937.
Entries shall be made in ink or indelible pencil and shall be made before presenting the logbook to the Aerodrome, Customs, Health or other authorities concerned on completion of the flight. The
entries shall be certified by the signature of the commander or person in charge for each flight (except as provided in para 5 below)
In this book must be entered all relevant data and particulars concerning each flight. In the case of series of short flights in a close circuit, carried out with the same purp ose and under the
control of the same responsible commander it will suffice in respect of columns 6, 7 and 8 to enter the time of departure and of the last arrival and the total duration of the whole of these flights
as well as the number of landings.
A flight comprises the period between the time of departure and the time of next landing. A separate folio shall be used for each separate journey but a series of flights forming part of one
journey may be entered on one folio.
All columns shall be invariably filled.
9
AIRCRAFT
a) Aircraft Nationality and Registration Marks. VT …..

b) Classification of aircraft (Category, Sub Division)………
c) Main Base…………….
d) Constructor ………………..
e) Type………………………
f) Constructor Serial Number……………………….
OPERATOR
g) Name of the Operator…………………….

h) Address………………………
OWNER
i) Name of the owner……………………………..

j) Address………………………………………………
PLACE OF ISSUE ----------------------------- Signature --------------------

DATE
10
CIVIL AVIATION REQUIREMENTS SECTION 2- AIRWORTHINESS
SERIES ‘X’ PART VI 20TH AUGUST, 1977
FLIGHT SECTOR REPORT Operators Name:
Aircraft Type : VT- OIL RECORD IN LTS.
Name of the Captain Eng Oil AME/ Sign Time Date

CHPL
Name of the Co-pilot No
Name of the FE
Name(s) of the cabin crew
SECTOR DETAILS FUEL RECORDS IN LTS

Date From To Dep Arr Block Airborne Night Total Sign of Transit Inspn Fuel Fuel Total AME/ Sign
Time Time Time Time Flying No of Pilot in Sign of AME/ in Uplift Fuel CHPL Time
ldgs Command Approved tank No.
person before
flight
Sector 1
Sector 2
Sector 3
PILOT’S DEFECT Total Note : Fuel Check as per
Upliftment DGCA requirement
REPORT carried out.
Defect details Rectification Action PILOT'S SPECIAL REPORT

Sector
Time Date _____ AME Signature_________
Date
Pilots Signature
Time _______ Licence No_____________
Sector
Time Date _____ AME Signature_________
Date
Pilots Signature
Time _______ Licence No_____________ (Pilots Licence No. Signature)
Parameters to be recorded at Stabilized cruise by pilot as per the applicable engine installed Pilot’s Acceptance certificate Certified that
the conditions stipulated in CAR Section
The parameters may be recorded as per the performance log depending on the type of engine
8series O Part __ have been complied with.
installed. (refer A to D on the next page)
Sector 1--------------------Sign with date & time
11
The parameters to be recorded by the pilot for performance log will depend on the type of engine installed. The operator may customize the performance log accordingly.
A Performance log (Piston Engine) Fixed Wing
Sector Time Alt IAS RPM Eng oil Eng oil MAP CHT
Pr Temp
Note: Parameters to be recorded, provided, trend monitoring procedure is given by the manufacturer and followed by the operator
Parameters to be recorded under stabilized engine conditions and the sector time is not less than 60 minutes
OR
B Performance log (Piston Engine) Helicopter
Sector Time Alt IAS OAT NR Eng Oil Pr Eng oil Manifold CHT
Record RPM Temp pressure
OR
C Performance log (Jet engine) FIXED WING
Thrust
EGT N2 FUEL FLOW Eng oil Pr Eng Oil Temp Vib
Sector Time Alt OAT IAS N1/ EPR
P S P S P S P S P S P S P S
OR
12
D Performance log for JET ENGINE Helicopters
Sector Time Alt IAS OAT MGT Torque
P S
Note : Parameters to be recorded at every sector.
Deferred Maintenance (MEL release)
Date Sector Defect Details of defect Deferred To AME’s Sign Rectification carried out. Attended AME’s Sign
Time reported and Lic. No. statin. and Lic. No.
by AME/ Time
Pilot date
- END -
13
GOVERNMENT OF INDIA
TECHNICAL CENTRE, OPP. SAFDARJUNG AIRPORT, NEW DELHI-110 003

SERIES ‘X’ PART III
DATED 12TH JUNE, 1997 EFFECTIVE: 1st MARCH 2011
F No. 11-690/CAR X-II/2010/AI(2)
Subject: PROVISION OF MEDICAL SUPPLIES IN AIRCRAFT
1. INTRODUCTION:
Rule 57 of aircraft rules, 1937 requires that every aircraft shall be fitted and
equipped with the instrument and equipment including radio apparatus and
special equipment as may be specified according to the use and circumstances
under which the flight is to be conducted. This part of Civil Aviation
Requirements lays down the requirement for placement and use of First-aid Kit,
Medical Kit and Universal Precaution kit on aircraft registered in India, and is
issued under Rule 133A of the aircraft rules.
2. DEFINITIONS
2.1 First-aid kit: A kit containing such items which can be used for the purpose of
first-aid treatment of injuries which may occur in flight or as a result of minor
accidents.
2.2 Medical kit: A kit containing such life saving drugs intended to be administered
only by a qualified medical practitioner if and when available.
2.3 Universal precaution kit: A kit for the use of cabin crew members in managing
incidents of ill health associated with a case of suspected communicable
disease, or in the case of illness involving contact with body fluids.
2.4 “Small Aircraft” means an aircraft, classified as an aeroplane with a maximum

take-off mass of less than 5700 kg, or a single engined helicopter.
Rev. 5 , 1st December 2010 1

SERIES 'X' PART III 12TH JUNE, 1997
3. REQUIREMENT OF MEDICAL SUPPLIES:
3.1 All Indian Registered aircraft shall carry medical supplies as follows:
(a) First-aid kits for carriage on all aircraft,
(b) Medical Kit for carriage where the aircraft is authorized to carry more than
100 passengers, on a sector length of more than two hours, and
(c) a universal precaution kits for carriage on all aircraft that require a cabin
crew member.
3.2 The number of first-aid kits, Medical Kit and Universal Precaution kits should be
appropriate to the number of passengers which the aircraft is authorized to carry:
Passenger First-aid kits Medical kit
0 -- 100 1 -
101 -- 200 2 1
201 -- 300 3 1
301 -- 400 4 1
401 -- 500 5 1
More than 500 6 1
Universal Precaution kit:-- For routine operations, one universal precaution kit
should be carried on aircraft that are required to operate with at least one cabin
crew member, (two for aeroplanes authorized to carry more than 250
passengers). Additional kit(s) should be made available at times of increased
public health risk, such as during an outbreak of a serious communicable
disease having pandemic potential. Such kits may be used to clean up any
potentially infectious body contents such as blood, urine, vomit and faeces and
to protect the cabin crew members who are assisting potentially infectious cases
of suspected communicable disease.
4. CONTENTS OF THE FIRST-AID KIT:
4.1 Each First-aid Kit shall contain at least the following or other approved contents:
List of contents Quantity

Antiseptic swabs (10/ pack) 2
Bandage: adhesive strips 20
Bandage: gauze 7.5 cm × 4.5 m 2
Bandage: triangular; safety pins 2
Dressing: burn 10 cm × 10 cm 5
Dressing: compress, sterile 7.5 cm × 12 cm 5
Dressing: gauze, sterile 10.4 cm × 10.4 cm 5
Tape: adhesive 2.5 cm (roll) 2
Steri-strips / equivalent adhesive strip/ suture material 2
Pad with shield (or tape) for eye 1
Scissors: 10 cm 1

Tape: Adhesive, surgical 1.2 cm × 4.6 m 1
Tweezers: splinter 1
Disposable gloves (multiple pairs) 2
Thermometers (non-mercury) 1
Ambu Bag* 1
Mild to moderate analgesic 10
Antiemetic 10
Antiemetic drops# 1
Nasal decongestant 1
Antacid 10
Antihistamine 10
First-aid manual, current edition 1
Incident record form 5
Antibiotic tablet 10
Antibiotic ointment 1
Antibiotic Eye drops 1
Anti-diarrhoeal 10
Anti- allergy 10
Anti-spasmodic tablet/ capsule 10
Anti-spasmodic drops# 1
Anti-pyretic tablet 10
Anti-pyretic syrup# 1
Anti-angina – Sorbitrate 10
Analgesic ointment 1
Crepe bandage 2
Oral Rehydration Solution sachets 5
Tourniquet 1
* May be kept separately in close proximity of the FAK/ MK/ AED.
#
May be omitted from smaller aircraft.
5. MEDICAL KIT:
5.1 Large public transport aircraft, capable of carrying more than 100
passengers, shall in addition to the First-aid kit be equipped with Medical kit
which shall contain the life saving drugs.
5..2 All Scheduled Airlines operating transport category aircraft when engaged in
domestic commercial flights, shall on the basis of a risk assessment, taking
into account the particular need of operation, number of passengers and
duration of sector lengths, may carry one approved Automated External
Defibrillators(AED) to provide the option to treat any serious medical
events during flight time. The operators may carry Automated External
Defibrillators because they offer the only effective treatment for cardiac
fibrillation. Also the present generation AEDs have voice instructions which
need to be followed by cabin crew/doctor on board.
5.2.1 All Scheduled Airlines operating transport category aircraft when engaged in
International commercial flights of duration more than 2 hours shall carry
Automated External Defibrillators.

5.2.1 The approved Automated External Defibrillators if carried:
i. May be stored in the passenger cabin
ii. Shall meet Technical Standard Order or equivalent requirements
for power sources for electronic devices used in aviation.
iii. Be maintained in accordance with the manufacturers specifications

iv. Should be operated by a cabin crew trained for this purpose.
5.3 CONTENTS OF MEDICAL KIT

Equipment
Stethoscope 1
Sphygmomanometer (electronic preferred) 1
Airways, oro-pharyngeal (3 sizes) 1 each
Syringes (appropriate range of sizes ) 5/3/2
Needles (appropriate range of sizes) 10
Intravenous catheters (appropriate range of sizes) 3
Antiseptic wipes 20
Gloves (disposable) 3
Needle disposal box 1
Urinary catheter 2
System for delivering intravenous fluids 2
Surgical mask 4
Emergency tracheal catheter (or large gauge intravenous 2
canula)
Umbilical cord clamp 1
Basic life support cards 1
Flashlight and batteries 1
Medication
Epinephrine 1:1000 2
Antihistamine – injectable 2
Dextrose 50% (or equivalent) – injectable: 50ml 2
Nitroglycerin tablets/ spray/ patch 1
Major analgesic 10
Injectable analgesic 1
Injectable anti-spasmodic 1
Injectable bronchodilator 1
Sedative anticonvulsant – injectable 3
Antiemetic – injectable 3
Bronchial dilator – inhaler 1
Atropine – injectable 10

Adrenocortical steroid – injectable 2
Diuretic – injectable 2
Medication for postpartum bleeding 2
Sodium chloride 0.9% (minimum 250 ml) 2
Acetyl salicylic acid (aspirin) for oral use 10
Oral beta blocker 10
Epinephrine 1:10000 (can be a dilution of epinephrine 2
1:1000)
If a Cardiac monitor is available with or without AED it may be added
6. CONTENTS OF UNIVERSAL PRECAUTION KIT

Dry powder that can convert upto one litre liquid spill into a As required
sterile granulated gel
Germicidal disinfectant for surface cleaning 50 ml
Skin wipes 20
Face/ eye mask (separate or combined) 2
Gloves (disposable) 2 pairs
Protective apron 1
Large absorbent towel 2
Pick-up scoop with scraper 1
Bio-hazard disposal waste bag 2
Instructions 1
7. PERIODIC EXAMINATION OF THE KIT:
7.1 The stowage and the intact condition of the seal of the First-aid kits, Medical kits
and Universal precaution kit, as applicable, shall be ensured prior to every flight
by a person designated by the organisation. The responsibility of the designated
person with regard to this check shall be included in the Operations Manual.
7.2 The contents of such Kits shall be examined and certified by Registered
Medical Practitioners/ Medical Officers holding atleast MBBS degree once in a
year. In case any of the content of such kit has life expiry before one year, the
validity should be restricted to that date.
8. TRAINING OF CREW MEMBERS IN THE APPLICATION OF FIRST-AID:
8.1 In the case of transport aircraft engaged in scheduled and non-scheduled

services, it will be the responsibility of the owner/ operator to ensure that
cabin crew are adequately and properly trained in the proper use of equipment
in accordance with CAR Section 7 Series M Part I.
9.GENERAL REQUIREMENTS:
9.1 The First-aid kits, Medical kits and Universal precaution kit containers must be
moisture and dust-proof and readily accessible to cabin attendants/flight crew,

in flight, except in the case of gliders, where it can be located at any practically
convenient place.
9.2 The First-aid kits, Medical kits and Universal precaution kit containers shall
marked with a white cross of size atleast 5 Cm to 5 Cm in green background
and the words "FIRST-AID KIT"/”MEDICAL Kit”/“UNIVERSAL PRECAUTION
KIT”, as the case may be in prominent letters shall appear on the front surface
of the container.
9.3 First-aid kits, Medical kits and Universal precaution kit shall be sealed and the
contents duly certified and signed by a Registered Medical Practitioner/
Medical Officer holding atleast an MBBS degree and also sign Appendix
'A'.
9.4 The First-aid kits, Medical kits and Universal precaution kit must remain sealed
till the time of its use. After use it must be replenished and certified by a
medical practitioner and resealed. If the seal is broken during bomb threat
inspection or due security reasons or due to usage of the kit and cannot be
recertified due to non availability of qualified doctor, the kits may be carried on
board in unsealed condition provided it is recertified at the first available
opportunity or arrival at base, which ever is earlier.
9.5 The First-aid kits, Medical kits and Universal precaution kit containers must
bear a Sl. No. given by the Operator for the purpose of identification.
9.6 First-aid and universal precaution kits should be distributed as evenly as

practicable throughout the passenger cabins. They should be readily
accessible to cabin crew members.
9.7 The stowage locations shall be similarly (as in para 10.2) and conspicuously
marked for easy identification.
9.8 When a First-aid Kit or Medical Kit or a universal precaution kit is opened, a cabin
log entry shall be made by the cabin crew indicating the purpose of breaking the
seal and requesting replacement as per Appendix “B”
(Dr. Nasim Zaidi)


APPENDIX ”A”
CERTIFICATE
FIRST AID KIT / MEDICAL KIT / UNIVERSAL PRECAUTION KIT
Certified that the contents of the First Aid Kit / Medical Kit / Universal Precaution
Kit are in accordance with the items as listed in Civil Aviation Requirements
Section 2 – Airworthiness, Series “X” Part – III and sealed in my presence.
Signature of the Registered Medical

Practitioner/Medical Officer
Name and Registration No.

APPENDIX ”B”
FORM “A”
FIRST AID KIT / MEDICAL KIT / UNIVERSAL PRECAUTION KIT
Date : Time :
Patient’s Name : Age :
Name and dose of drug given :
Remarks regarding condition of Patient/injuries :
Signature and address of Physician :
Name and Registration No.

GOVERNMENT OF INDIA

SERIES 'B', PART I
Dated 21ST AUGUST, 1990 EFFECTIVE: FORTHWITH
F. No. 11-690/CAR/B-1/08-AI(2)
Subject: Minimum Equipment List (MEL)
1. Applicability
Sub rule (5) of rule 60 of the Aircraft Rules, 1937 interalia states that no aircraft
shall be released for flight with defects/ damage unless these are covered in the
approved deficiency list/ Minimum Equipment List (MEL). All Scheduled, Non-
scheduled and General Aviation operators shall prepare MEL on the basis of
Master Minimum Equipment List (MMEL) issued by the State of design/
manufacture. This part of Civil Aviation Requirements specifies the procedure for
framing, approval and the use of the acceptable deficiency list (MEL) for aircraft
engaged in scheduled, non-scheduled and general aviation operations.
This CAR is issued under the provision of Rule 133A of the Aircraft Rules, 1937.
2. Operator’s Minimum Equipment List and responsibilities
2.1 The operator is required to prepare the MEL based on the MMEL issued by the
state of design / manufactures for the use and guidance of flight and ground
operation person. The MEL should be tailored to the individual operator’s routes
and procedures within the constraints imposed by the MMEL. The MMEL is not
normally part of the required aircraft documentation and it is frequently necessary
for an operator utilizing aircraft manufactured in another State to request a copy of
the current MMEL and amendments as they occur, in order to develop and maintain
an MEL for approval by DGCA.
2.2 In developing an MEL, the philosophy should be to authorize continuation of flight

with inoperative equipment only when the inoperative equipment does not render
the aircraft unairworthy for the particular flight. Limitations, procedures and
substitutions may be used to provide conditions under which the inoperative
equipment will not make the operation unsafe or the aircraft unairworthy. This is
not a philosophy which permits reduced safety in order to fly to a base where
Rev 7 dated 10th May 2022 1

SERIES ‘B’ PART I 21ST AUGUST, 1990
repairs can be made, rather a philosophy which permits safe operations for a take
off from a maintenance base or en-route stop. It is emphasized that the operator
should exercise close operational control to ensure that the aircraft are not
dispatched with multiple MEL items inoperative without first determining that any
interface or interrelationship between the inoperative systems or components will
not result in a degradation in the level of safety or an undue increase in crew
workload.
2.3 The MEL is not intended to provide for continued operation of the aircraft for
extended periods with MEL items unserviceable. In the case of unserviceable MEL
items, the operator should generally make repairs at the first station where repairs
or replacement can be made, but in any case repair should be accomplished at the
flight termination station, since additional unserviceability may require the aircraft
to be removed from service.
2.4 MEL need not include items like wings, flight controls, complete engines, landing
gears etc., the airworthiness and correct functioning of which is absolutely
necessary before any flight. It may also not include items like galley equipment,
entertainment systems, passenger convenience equipment, which do not affect the
airworthiness of an aircraft.
2.5 All items which affect the airworthiness of aircraft or safety of those carried on
board and are not included in MEL are automatically required to be operative.
3. Framing of MEL
3.1 The operator while framing MEL shall ensure the following:
(i) The MEL shall be prepared based on the MMEL. It shall be ensured that the
MMEL has all the latest revisions approved by the regulatory authority of the
country of design/ manufacture. The operator shall customize its MEL and its
preamble keeping in view the operational specifications, configuration of the
particular aircraft, modifications status, applicability of regulatory requirements
etc. The MEL may not deviate from requirements of the flight manual limitations
section, emergency procedures or other airworthiness requirements stipulated
by DGCA, unless DGCA or flight manual provides otherwise.
(ii) The operator shall specify his philosophy for invoking MEL in the preamble to
the MEL.
(iii) Where included in the MMEL, the Preamble to the MEL shall define the
rectification interval of the defects. In general, the MEL items may be
categorized as follows:
Category ‘A’: Items in this category shall be repaired within the time interval
specified in the remarks column of the MEL.
Category ‘B’: Items in this category shall be repaired within three (3)
consecutive calendar days, excluding the day the malfunction
was recorded in the aircraft maintenance record/logbook. For
Rev 7 dated 10th May 2022

2
example, if it was recorded at 10 a.m. on January 26th, the three-
day interval would begin at midnight of the 26th and end at
midnight of the 29th.
Category ‘C’: Items in this category shall be repaired within ten (10) consecutive
calendar days, excluding the day the malfunction was recorded in
the aircraft maintenance record/logbook. For example, if it was
recorded at 10 a.m. on January 26th, the 10 day interval would
begin at midnight of the 26th and end at midnight of February 5th.
Category ‘D’: Items in this category shall be repaired within one hundred and
twenty (120) consecutive calendar days, excluding the day the
malfunction was recorded in the aircraft maintenance log and/or
record.
For the purpose of catgorisation, the ‘Flight Day’ as used in the MEL shall mean
a 24 hour period (from midnight to midnight) either Universal Coordinated time
(UTC) or local time, as established by the operator in their preamble, during
which at least one flight is initiated for the affected aircraft.
(iv) The preamble of the MEL shall also stipulate that whenever the MEL is invoked,
the flight dispatch shall be informed.
(v) The preamble shall include the procedures of acceptance of defects and the
requirement of making technical entries in Aircraft Technical log. Procedure for
invoking MEL after commencement of flight (chocks off) shall also be included.
(vi) Explanation of the following shall be included in the preamble;
i) ‘O’ & ‘M’ items

ii) ETOPS items, RVSM items and other comments on MEL items.
3.2 The regulatory requirements referred to in the MMEL such as TCAS, GPWS,
CVR, DFDR, Emergency Escape Path Mark lighting etc. should be included
based on the relevant requirements in the CAR. A list of such MEL items shall
be submitted to the local Airworthiness Office.
3.3 While seeking approval, the operator shall submit a certificate that the MEL has
been prepared in consultation with the operations department.
3.4 The MEL shall include all the maintenance and operational procedures given by
the manufacturer in Dispatch and Deviation Procedures Guide (DDPG)/
Operations procedures.
3.5 It shall be ensured by the operator that the MEL is not less restrictive than the
MMEL.
3.6 For items not included in the MMEL, but forming part of the MEL, due justification
for the same shall be provided by the operator.

3
3.7The operators MEL shall also include the relevant definitions and abbreviations.
4. Approval of MEL
4.1 The MEL (in duplicate) along with a copy of the MMEL shall be submitted to the
Regional Airworthiness Office (RAO) at the station, where the aircraft is mainly
based for approval. While submitting the MEL and its revisions for approval, the
operator shall ensure that these conform to the latest revision of MMEL. The MMEL
revision number shall be indicated on the MEL.
4.2 After scrutiny, the head of RAO shall submit the MEL to the assigned FOI for further
scrutiny from operational angle. The MEL cases, where the operator is based in a
sub-regional office shall, after thorough scrutiny from the airworthiness angle, be
forwarded to RAO for scrutiny by FOI.
4.3 Any deficiency noticed during scrutiny either by Airworthiness office or FOI shall
be referred to the operator by the RAO for corrective action.
4.4 On being satisfied that the proposed MEL meets the MMEL and DGCA regulatory
provisions from maintenance and operational aspects, the MEL shall be approved
by the Regional office under intimation to the DGCA Headquarters (Attn.
Airworthiness Directorate) along with a copy of approved MEL.
4.5 Approval of any revision/ amendment to the MEL shall be done following the same
procedure as given above. The proposed revision in MEL shall be submitted to
respective Airworthiness Office for approval within 90 days of the MMEL revision
date.
Note:- The extension of applicability of MEL to include same type of aircraft having
similar configuration may be done through temporary revision. However in case of
any change in the MEL item for such aircraft, the MEL requires approval.
4.6 A copy of the approved MEL shall be carried on board the aircraft as part of the
Operations Manual. The manual will contain procedures for continuation of flight
should any items of equipment required for operation of flight become
unserviceable.
5. Use of MEL
5.1 Operator shall mention in their Continuing Airworthiness Management Exposition

(CAME) the procedure for revoking the MEL.
5.2 Operator (Continuing Airworthiness Manager) shall be responsible for exercising

necessary control to ensure that no aircraft is dispatched with multiple items
inoperative, which will increase the crew workload. In such cases crew should be
consulted.
5.3 Notwithstanding the MEL, an AME need not certify the aircraft for 'Flight' or a Pilot
need not accept the aircraft for flight if it is considered that it is unsafe to do so.

4
5.4 The AME responsible for releasing the aircraft, after invoking the provisions of MEL
shall inform the Pilot of the aircraft of the same, and also make a mention of it in
the technical log and placard the inoperative system suitably. He should take
maintenance action as prescribed in Despatch Deviation Guide/ Procedure
Manual and crew should take operation action as mentioned in the above guide.
Despatch Deviation Guide should be on board.
5.5 As a normal practice the defects carried forward under MEL shall be rectified and
deficiencies made good at the first available opportunity where facilities exist.
5.6 MEL can be invoked by certifying staff authorised by the maintenance

organisation/ approved pilot. However, approved pilot shall invoke MEL in respect
of those items only, which do not require maintenance actions/ procedures.
Note- Approved Pilot means the pilot who is trained and authorised by Quality
Manager of CAR-145 approved organisation under the provision of CAR
145.A.30(j)(4)
6. Status of MMEL
A link for the MMEL issued by the FAA of USA and Transport Canada of Canada
has been provided on the DGCA’s website (http://dgca.gov.in). Operators may
obtain updated/ latest copies of the MMEL from the web site.
7. Maintenance of MEL/ MMEL
Operators shall maintain approved MELs and updated copies of MMEL for those
aircraft for which manufacturers have issued MMELs. Upon receipt of revision
status of MMEL, operators shall revise the MEL for aircraft operated by them
accordingly and follow the procedure given in para 4 for approval.
8. Record of defects carried forward under MEL
Operators shall maintain a record of all releases under MEL. The records shall be
checked by DGCA officers / inspectors during their surveillance.
(Arun Kumar)

5
SECTION 6 – DESIGN STANDARDS

AND TYPE CERTIFICATION
SERIES ‘C’ PART II
AIRCRAFT NOISE CERTIFICATION –

STANDARDS AND PROCEDURES
ISSUE II (Revision 0)
October 2017

TECHNICAL CENTRE, OPP. SAFDARJUNG AIRPORT, NEW DELHI
RECORD OF REVISION
This CAR has been issued to formulate regulations towards aircraft noise certification
based on International Civil Aviation Organization’s International Standards and
Recommended Practices (SARPs) as contained in Annex-16, Environmental
Protection, Volume-I “Aircraft Noise”. The CAR was initially developed and issued on
7th February, 2011. Thereafter, the CAR has undergone revisions due to the
recommendations made by the Committee on Aviation Environmental Protection
(CAEP) in their subsequent meetings. The Record of Revisions to the aforesaid CAR
is as follows:
Sl. Issue Revision Date Remarks

No. Number Number
1. Issue - I Revision - 0 7 February Initial issue of CAR to adopt noise
standards as contained in Annex-16,
2011
Volume-I including Amendment 9.
2. Issue - I Revision – 1 October Revisions due to Amendment 10.
2011
3. Issue - I Revision - 2 October Revisions due to Amendment 11.
2014
4. Issue - II Revision - 0 5 October Revisions due to Amendment 12.
2017
Issue-II, Rev.0, October 2017

i
INTRODUCTION
Rule 49 of the Aircraft Rules, 1937 stipulates requirements for a Type Certificate (TC)
in respect of a new type of aeronautical products such as aircraft, engine and propeller
or change in type design in case of its derived version, designed and manufactured in
India. The Type Certificate Data Sheet (TCDS), which forms the part of the Type
Certificate, contains the applicable certification basis in respect of that aircraft as
mentioned in CAR 21.17 and environmental protection requirements as mentioned in
CAR 21.18. With the objective of demonstrating compliance with the above mentioned
requirements, CAR, Section-6, Series-C, Part-II has been developed based on the
International Standards and Recommended Practices (SARPs) contained in ICAO
Annex-16, Volume-I.
This CAR is issued under the provisions of Rule 133A of the Aircraft Rules, 1937, for
information, guidance and compliance by all such organizations who intend to design
and develop aeronautical products including Auxiliary Power Unit (APU) in India for
which a Type Certificate is to be issued by DGCA under the provisions mentioned in
CAR 21 and apply for issuance of Certificate of Airworthiness thereafter for operations
or intend to import an aircraft for operations in India.
The requirements contained in this CAR are in-line with the requirements as
mentioned in ICAO Annex 16, Volume I incorporating all changes due to its
amendments thereon including amendment no. 12 dated May, 2017. It prescribes
applicability, evaluation measures, measurement points, maximum noise levels, trade-
offs and test procedures along with relevant calculations for different category of
aircraft depending upon their maximum certificated take-off mass, number of engines
and date of applicability for a type certificate application submitted to DGCA, for
demonstrating compliance for issue of noise certificate in respect of the type aircraft.
This CAR Issue II supersedes earlier issued CAR, Issue-I, Revision-3 October, 2014.

ii
CONTENTS
AIRCRAFT NOISE CERTIFICATION PROCEDURES FOR AIRCRAFT

Sl. No SUBPART TOPIC
1. SUBPART – A General Certification Requirements
2. SUBPART – B Chapter 2 Aeroplane - Subsonic Jet Aeroplanes –

Application for Type Certificate submitted before 6
October 1977.
3. SUBPART – C Chapter 3 Aeroplane - Subsonic Jet Aeroplanes –

Application for Type Certificate submitted on or after 6
October 1977 and before 1 January 2006 and Propeller-
driven Aeroplanes over 8618 kg – Application for Type
Certificate submitted on or after 1 January 1985 and
before 1 January 2006.
4. SUBPART – D Chapter 4 Aeroplane - Subsonic Jet Aeroplanes and

Propeller-driven Aeroplanes with Maximum Certificated
Take-off mass 55000 kg and over – Application for Type
Certificate submitted on or after 1 January 2006 and
before 31 December 2017; Subsonic Jet Aeroplanes
with Maximum Certificated Take-off mass less than
55000 kg – Application for Type Certificate submitted on
or after 1 January 2006 and before 31 December 2020
and Propeller-Driven Aeroplanes with Maximum
Certificated Take-off mass over 8618 kg and less than
55000 kg – Application for Type Certificate submitted on
or after 1 January 2006 and before 31 December 2020.
5. SUBPART – E Chapter 5 Aeroplane - Propeller-driven Aeroplanes

over 8618 kg – Application for Type Certificate
submitted before 1 January 1985.
6. SUBPART – F Chapter 6 Aeroplane - Propeller-driven Aeroplanes not

exceeding 8618 kg – Application for Type Certificate
submitted before 17 November 1988.
7. SUBPART – G Chapter 7 Aeroplane - Propeller-driven STOL

Aeroplanes
8. SUBPART – H Chapter 8 - Helicopters.
9. SUBPART – I Chapter 9 - Installed Auxiliary Power Units (APU) and

associated Aircraft Systems during Ground Operations.

iii
10. SUBPART – J Chapter 10 Aeroplane - Propeller-driven Aeroplanes
not exceeding 8618 kg – Application for Type Certificate
or Certification of derived version submitted on or after
17 November 1988.
11. SUBPART – K Chapter 11 - Helicopters not exceeding 3175 kg

Maximum Certificated Take-off mass.
12. SUBPART – L Chapter 12 Aeroplane - Supersonic Aeroplanes.
13. SUBPART – M Chapter 13 - Tilt-Rotors.
14. SUBPART – N Chapter 14 Aeroplane - Subsonic Jet Aeroplanes and

Take-off mass 55000 kg and over – Application for Type
Certificate submitted on or after 31 December 2017;
Subsonic Jet Aeroplanes with Maximum Certificated
Take-off mass less than 55000 kg – Application for Type
Certificate submitted on or after 31 December 2020 and
Take-off mass over 8618 kg and less than 55000 kg –
Application for Type Certificate submitted on or after 31
December 2020.
15. SUBPART – O Noise Measurement for Monitoring Purposes.
16. SUBPART – P Assessment of Airport Noise.
17. SUBPART – Q Balanced Approach to Noise Management.
18. APPENDIX – I Definitions.
19. APPENDIX – II Symbols.
*********

iv
SUBPART – A: General Certification Requirements
1. APPLICABILITY:
The provision of this CAR shall apply to the following:
1.1 All aircraft (i.e., propeller driven aeroplanes, subsonic jet aeroplanes,
helicopters, installed auxiliary power units and associated aircraft systems
during ground operations) that is designed, developed and manufactured in
India for operation at subsonic speed after 1st June, 2011.
1.2 All aircraft imported in India by type acceptance or validated, for civil operations,
shall meet the required design standards and environmental protection
requirements in accordance with the provisions contained in CAR 21.16(A) and
CAR 21.18 respectively.
1.3 For aircraft designed, developed and manufactured in India, noise certificate
shall be part of the type certification process and same shall be satisfactorily
demonstrated by the manufacturer/TC Holder on the basis of compliance with
applicable requirements contained in CAR 21, Subpart-I and the noise
standards as per the current ICAO Annex-16, Volume-I and its latest
amendments thereafter.
2. GENERAL REQUIREMENTS:
2.1 All civil aircraft, operating in India, shall have a valid Noise Certificate on board
in accordance with the provisions contained in CAR, Section-2, Series-F, Part-
III and CAR 21, Subpart-I.
2.2 Noise certification shall be granted or validated by DGCA for an aircraft on the
basis of satisfactory evidence that the aircraft complies with requirements that
are equal to the applicable standards specified in this CAR.
2.3 If noise recertification is requested, it shall be granted or validated by DGCA for

an aircraft on the basis of satisfactory evidence that the aircraft complies with
requirements that are equal to the applicable standards specified in this CAR.
Date to determine the recertification basis shall be the date of acceptance of
the application for recertification by DGCA.
2.4 The noise certificate issued by DGCA shall be required to be carried on the
aircraft.
2.5 The documents with respect to noise certification for an aircraft shall provide at
least the following information:
1
Item 1. Aircraft Registration Mark,
Item 2. Aircraft Manufacturer,
Item 3. Aircraft Model,
Item 4. Aircraft Serial Number,
Item 5. Date of Manufacture,
Item 6. Flight Manual Reference,
Item 7. Maximum Take-off Mass,
Item 8. Maximum Landing Mass,
Item 9. Engine Manufacturer,
Item 10. Engine Model, Type and Serial Number,
Item 11. Propeller Type, Model and Serial Number,
Item 12. Noise Certification Standards,
Item 13. Additional modifications incorporated, if any, for the purpose of
compliance with the applicable noise certification standards.
Item 14. Lateral/full-power noise level,
Item 15. Approach noise level,
Item 16. Flyover noise level,
Item 17. Over flight noise level,
Item 18. Take-off noise level,
Item 19. Statement of compliance including reference to Annex 16, Vol. I,
Item 20. Date of issuance of the noise certification document.
2.6 Item listed on the noise certification documents shall be uniformly numbered as
indicated in paragraph 2.5 above.
2.7 DGCA shall recognize noise certificate issued/granted by Civil Aviation

Authority of other contracting state provided that the requirements under which
such certification was granted, are equal to the applicable standards as
specified in this CAR.
2.8 DGCA shall suspend or revoke the noise certification of an aircraft on its
register, if the aircraft ceases to comply with the applicable noise standards.
DGCA shall not remove the suspension of a noise certification or grant a new
noise certification unless the aircraft is found, on reassessment, to comply with
the applicable noise standards.
2.9 This CAR shall also apply for which the applicant has submitted an application
to DGCA for the following purpose:
a) A Type Certificate in the case of a new type, or

b) Approval of a change in type design in the case of a derived version.
2
2.10 Unless otherwise specified in this CAR, the date in determining the applicability
of the standards shall be the date on which the application for the Type
Certificate was submitted to DGCA.
2.11 For derived versions where the provisions governing the applicability of the
standards of this CAR refer to “the application for the certification of the change
in type design”, the date to be used in determining the applicability of the
standards in this CAR shall be the date the application for the change in type
design was submitted to the Contracting State that first certified the change in
type design.
2.12 An application shall be effective for the period specified in the designation of
the airworthiness regulations appropriate to the aircraft type, except in special
cases where DGCA accepts an extension of this period. When this period of
effectivity is exceeded, the date to be used in determining the applicability of
the standards in this CAR shall be the date of issue of the Type Certificate or
approval of the change in type design.
*********
3
SUBPART – B: Chapter 2 Aeroplane - Subsonic Jet Aeroplanes –
Application for Type Certificate submitted before 6
October 1977.
NOT APPLICABLE.
*********
4
SUBPART – C: Chapter 3 Aeroplane - Subsonic Jet Aeroplanes –
Application for Type Certificate submitted on or after
6 October 1977 and before 1 January 2006 and
Propeller-driven Aeroplanes over 8618 kg –
Application for Type Certificate submitted on or after
1 January 1985 and before 1 January 2006.
NOT APPLICABLE.
*********
5
SUBPART – D: Chapter 4 Aeroplane - Subsonic jet aeroplanes and
propeller-driven aeroplanes with maximum certificated
take-off mass 55,000 kg and over – Application for
Type Certificate submitted on or after 1 January 2006
and before 31 December 2017, and Subsonic jet
aeroplanes with maximum certificated take-off mass
less than 55,000 kg – Application for Type Certificate
submitted on or after 1 January 2006 and before 31
December 2020 and Propeller-driven aeroplanes with
maximum certificated take-off mass over 8,618 kg and
less than 55,000 kg – Application for Type Certificate
submitted on or after 1 January 2006 and before 31
December 2020.
1. APPLICABILITY:
1.1 The standards of this chapter shall, with the exception of those aeroplanes
which require a runway (with no stopway or clearway) length of 610 m or
less at maximum certificated mass for airworthiness or propeller-driven
aeroplanes specifically designed and used for agricultural or fire fighting
purposes, be applicable to:
a) All subsonic jet aeroplanes and propeller-driven aeroplanes, including

their derived versions, with a maximum certificated take-off mass of
55,000 kg and over for which the application for a Type Certificate was
submitted on or after 1 January 2006 and before 31 December 2017,
b) All subsonic jet aeroplanes, including their derived versions, with a
maximum certificated take-off mass less than 55,000 kg for which the
application for a Type Certificate was submitted on or after 1 January
2006 and before 31 December 2020,
c) All propeller-driven aeroplanes, including their derived versions, with a
maximum certificated take-off mass of over 8,618 kg and less than
55,000 kg, for which the application for a Type Certificate was submitted
on or after 1 January 2006 and before 31 December 2020, and
d) All subsonic jet aeroplanes and all propeller-driven aeroplanes
certificated originally as Annex-16, Volume-1, Chapter-3 or Chapter-5,
for which recertification to Chapter-4 is now requested.
1.2 The following situations for jet aeroplanes and propeller-driven aeroplanes
over 8,618 kg maximum certificated take-off mass, however, do not require
demonstration of compliance with the provisions of the standards of this
CAR:
6
a) Gear down flight with one or more retractable landing gear down during
the entire flight,
b) Spare engine and nacelle carriage external to the skin of the aeroplane
(and return of the pylon or other external mount), and
c) Time-limited engine and/or nacelle changes, where the change in type
design specifies that the aeroplane may not be operated for a period of
more than 90 days, unless compliance with the provisions of this CAR,
is shown for that change in type design. This applies only to changes
resulting from a required maintenance action.
2. Noise Measurements:
2.1 Noise evaluation measure: The noise evaluation measure shall be the
effective perceived noise level in EPNdB as described in Appendix-2 of
ICAO, Annex-16, Volume-I.
3. Noise measurement points:
3.1 Reference Noise Measurement Points: An aeroplane, when tested in

accordance with these standards, shall not exceed the noise level specified
at paragraph 4 at the following points:
a) Lateral full-power reference noise measurement point:
1) For jet-powered aeroplanes: the point on a line parallel to and 450

m from the runway centre line, where the noise level is a maximum
during take-off,
2) For propeller-driven aeroplanes: the point on the extended centre
line of the runway 650 m vertically below the climb-out flight path at
full take-off power, as defined in paragraph 5.
b) Flyover reference noise measurement point: the point on the

extended centre line of the runway and at a distance of 6.5 km from the
start of roll;
c) Approach reference noise measurement point: the point on the

ground, on the extended centre line of the runway, 2000 m from the
threshold. On level ground this corresponds to a position 120 m (394 ft)
vertically below the 3° descent path originating from a point 300 m
beyond the threshold.
3.2 Test Noise Measurement Points: If the test noise measurement points are
not located at the reference noise measurement points, any corrections for
the difference in position shall be made in the same manner as the
corrections for the differences between test and reference flight paths.
7
3.3 Sufficient lateral test noise measurement points shall be considered to
demonstrate that the maximum noise level on the appropriate lateral line
has been clearly determined.
4. Maximum Noise Levels:
4.1 The maximum noise levels, when determined in accordance with the noise
evaluation method as contained in Appendix-2 of ICAO Annex-16, Volume-
I, shall not exceed the following:
4.2 At Lateral Full-power Reference Noise Measurement Point: 103 EPNdB

for aeroplanes with maximum certificated take-off mass of 4,00,000 kg and
over and decreasing linearly with the logarithm of the mass down to 94
EPNdB at 35,000 kg, after which the limit remains constant.
4.3 At Flyover Reference Noise Measurement Point:

a) Aeroplanes with two engines or Less: 101 EPNdB for aeroplanes with
maximum certificated take-off mass of 3,85,000 kg and over and
decreasing linearly with the logarithm of the aeroplane mass at the rate
of 4 EPNdB per halving of mass down to 89 EPNdB, after which the limit
is constant.
b) Aeroplanes with three engines: As at paragraph (a) above but with
104 EPNdB for aeroplanes with maximum certificated take-off mass of
3,85,000 kg and over.
c) Aeroplanes with four engines or more: As at paragraph (a) above but
with 106 EPNdB for aeroplanes with maximum certificated take-off mass
of 3,85,000 kg and over.
4.4 At Approach Reference Noise Measurement Point: 105 EPNdB for

aeroplanes with maximum certificated take-off mass of 2,80,000 kg or over
and decreasing linearly with the logarithm of the mass down to 98 EPNdB
at 35,000 kg, after which the limit remains constant.
4.5 The maximum permitted noise levels as defined at paragraphs 4.2, 4.3 and
4.4, shall not be exceeded at any of the measurement points.
4.6 The sum of the differences at all three measurement points between the
maximum noise levels and the maximum permitted noise levels as defined
at paragraphs 4.2, 4.3 and 4.4, shall not be less than 10 EPNdB.
4.7 The sum of the differences at any two measurement points between the
maximum noise levels and the corresponding maximum permitted noise
levels as defined at paragraphs 4.2, 4.3 and 4.4, shall not be less than 2
EPNdB.
8
5. Noise certification reference procedures:
5.1 For the demonstration of maximum noise levels, the reference procedures
shall comply with the appropriate airworthiness requirements and shall be
acceptable to DGCA. The calculations of reference procedures and flight
paths shall be approved by DGCA.
5.2 The applicant shall follow the take-off and approach reference procedures
as specified by DGCA.
5.3 The reference procedures shall be calculated under the reference

atmospheric conditions as specified by DGCA.
6. Test Procedures:
6.1 The test procedures adopted by the applicant shall be acceptable to DGCA.
6.2 The test procedures and noise measurements shall be conducted and
processed in an approved manner to yield the noise evaluation measure
designated as effective perceived noise level, EPNL, in units of EPNdB, as
described in Appendix-2 of ICAO Annex-16, Volume-I.
6.3 Acoustic data shall be adjusted by the methods outlined in Appendix-2 of

ICAO Annex-16, Volume-I to the reference conditions as specified at
paragraph 5.3 above. Adjustments for speed and thrust shall be made as
described in Section 8 of Appendix-2 of ICAO Annex-16, Volume-I.
6.4 If the mass during the test is different from the mass at which the noise
certification is requested, the necessary EPNL adjustment shall not exceed
2 EPNdB for take-offs and 1 EPNdB for approaches. Data approved by
DGCA shall be used to determine the variation of EPNL with mass for both
take-off and approach test conditions. Similarly, the necessary EPNL
adjustment for variations in approach flight path from the reference flight
path shall not exceed 2 EPNdB.
6.5 For the approach conditions the test procedures shall be accepted if the
aeroplane follows a steady glide path angle of 3° ± 0.5°.
6.6 If equivalent test procedures different from the reference procedures are
used, the test procedures and all methods for adjusting the results to the
reference procedures shall be approved by DGCA. The amounts of the
adjustments shall not exceed 16 EPNdB on take-off and 8 EPNdB on
approach, and if the adjustments are more than 8 EPNdB and 4 EPNdB,
respectively, the resulting numbers shall be more than 2 EPNdB below the
noise limits specified in paragraph 4 above.
9
6.7 For take-off, lateral, and approach conditions, the variation in instantaneous
indicated airspeed of the aeroplane must be maintained within ±3 per cent
of the average airspeed between the 10 dB-down points. This shall be
determined by reference to the pilot’s airspeed indicator. However, when
the instantaneous indicated airspeed varies from the average airspeed over
the 10 dB-down points by more than ±5.5 km/h (±3 kt), and this is witnessed
by DGCA representative on the flight deck to be due to atmospheric
turbulence, then the flight so affected shall be rejected for noise certification
purposes.
7. Recertification:
7.1 For aeroplanes specified in paragraph 1.1 (c), recertification shall be granted
on the basis that the evidence used to determine compliance with this
subpart is as satisfactory as the evidence associated with aeroplanes
specified in paragraphs 1.1 (a) and (b).
*********
10
SUBPART – E: Chapter 5 Aeroplane - Propeller-driven Aeroplanes
over 8,618 kg – Application for Type Certificate
submitted before 1 January 1985.
NOT APPLICABLE.
*********
11
SUBPART – F: Chapter 6 Aeroplane - Propeller-driven Aeroplanes
not exceeding 8,618 kg – Application for Type
Certificate submitted before 17 November 1988.
NOT APPLICABLE.
*********
12
SUBPART – G: Chapter 7 Aeroplane - Propeller-driven STOL
Aeroplanes.
NOT APPLICABLE.
*********
13
SUBPART – H: Chapter 8 - Helicopters.
1. APPLICABILITY:
1.1 The standards of this chapter shall be applicable to all helicopters except
those specifically designed and used for agricultural, fire fighting or external
load-carrying purposes.
1.2 For all helicopters, including their derived versions, for which the application
for the Type Certificate was submitted on or after 21 March 2002, the
maximum noise levels as mentioned at paragraph 8.4.2 shall apply.
1.3 Certification of helicopters which are capable of carrying external loads or

external equipment shall be made without such loads or equipment fitted.
Note – Helicopters which comply with the standards with internal loads may
be excepted when carrying external loads or external equipment, if such
operations are conducted at a gross mass or with other operating
parameters which are in excess of those certificated for airworthiness with
internal loads.
1.4 An applicant under 1.1 may alternatively elect to show compliance with
Subpart K (Chapter 11 Aeroplane) of this CAR, instead of these standards
if the helicopter has a maximum certificated take-off mass of 3,175 kg or
less.
2. Noise Measurements:
2.1 Noise evaluation measure: The noise evaluation measure shall be the
effective perceived noise level in EPNdB as described in Appendix-2 of
ICAO, Annex-16, Volume-I.
3. Noise measurement points:
3.1 A helicopter, when tested in accordance with these standards, shall not
exceed the noise levels specified in paragraph 4 at the following points:
3.2 Take-off reference noise measurement points:
1) A flight path reference point located on the ground vertically below

the flight path defined in the take-off reference procedure and 500 m
horizontally in the direction of flight from the point at which transition
to climbing flight is initiated in the reference procedure,
14
2) Two other points on the ground symmetrically disposed at 150 m on
both sides of the flight path defined in the take-off reference
procedure and lying on a line through the flight path reference point.
3.3 Over flight reference noise measurement points:
1) A flight path reference point located on the ground 150 m (492 ft)
vertically below the flight path defined in the over flight reference
procedure,
both sides of the flight path defined in the over flight reference
3.4 Approach reference noise measurement points:
1) A flight path reference point located on the ground 120 m (394 ft)
vertically below the flight path defined in the approach reference
procedure. On level ground, this corresponds to a position 1140 m
from the intersection of the 6.0° approach path with the ground
plane,
both sides of the flight path defined in the approach reference
Note –Guidelines for Obtaining Helicopter Noise Data for Land-use

Planning Purposes that defines acceptable supplemental land-use
planning (LUP) data procedures are given at Attachment-H of ICAO
Aneex-16, Volume-I.
4. Maximum Noise Levels:
4.1 The maximum noise levels, when determined in accordance with the
noise evaluation method as contained in Appendix-2 of ICAO Annex-
16, Volume-I, shall not exceed the following:
4.2 For take-off: 106 EPNdB for helicopters with maximum certificated
take-off mass, at which the noise certification is requested, of 80,000 kg
and over and decreasing linearly with the logarithm of the helicopter
mass at a rate of 3 EPNdB per halving of mass down to 86 EPNdB after
which the limit is constant.
4.3 For over flight: 104 EPNdB for helicopters with maximum certificated
15
4.4 For approach: 109 EPNdB for helicopters with maximum certificated
5. Trade-off:
5.1 If the noise level limits are exceeded at one or two measurement points:
a) The sum of excesses shall not be greater than 4 EPNdB,

b) Any excess at any single point shall not be greater than 3 EPNdB,
and
c) Any excess shall be offset by corresponding reductions at the other
point or points.
6.1 For the demonstration of maximum noise levels, the reference

procedures shall comply with the appropriate airworthiness
requirements and shall be acceptable to DGCA.
6.2 The applicant shall follow the take-off, over flight and approach
reference procedures as specified by DGCA.

7. Test Procedures:
7.1 The test procedures adopted by the applicant shall be acceptable to

DGCA.
designated as effective perceived noise level, EPNL, in units of EPNdB,
as described in Appendix-2 of ICAO Annex-16, Volume-I.
7.3 Test conditions and procedures shall be closely similar to reference

conditions and procedures or the acoustic data shall be adjusted, by the
methods outlined in Appendix-2 of ICAO Annex-16, Volume-I, to the
reference conditions and procedures specified in this subpart.
7.4 Adjustments for differences between test and reference flight

procedures shall not exceed:
16
a) For take-off: 4.0 EPNdB, of which the arithmetic sum of Δ1 and the
term –7.5 log (QK/QrKr) from Δ2 shall not intotal exceed 2.0 EPNdB,
b) For over flight or approach: 2.0 EPNdB.
7.5 During the test, the average rotor rpm shall not vary from the normal
maximum operating rpm by more than ±1.0 per cent during the 10 dB-
down period.
7.6 The helicopter airspeed shall not vary from the reference airspeed
appropriate to the flight demonstration by more than ±9 km/h (±5 kt)
throughout the 10 dB-down period.
*********
17
SUBPART – I: Chapter 9 - Installed Auxiliary Power Units (APU) and
associated Aircraft Systems during Ground Operations.
1. APPLICABILITY:
1.1 As standards and recommended practices for Auxiliary Power Units

have not fully developed yet by ICAO, however, guidelines provided
in Attachment C of ICAO, Annex-16, Volume-I may be used for
noise certification of installed Auxiliary Power Units (APU) and
associated aircraft systems in:
a) All aircraft for which the application for a Type Certificate was
submitted to DGCA, on or after 6 October 1977, and
b) Aircraft of existing type design for which the application for a

change of type design involving the basic APU installation was
submitted to DGCA, on or after 6 October 1977.
*********
18
SUBPART – J: Chapter 10 Aeroplane - Propeller-driven Aeroplanes
not exceeding 8,618 kg – Application for Type
Certificate or Certification of derived version submitted
on or after 17 November 1988.
1. APPLICABILITY:
1.1 The standards of this chapter shall be applicable to all propeller-driven

aeroplanes with a certificated take-off mass not exceeding 8,618 kg,
except those aeroplanes specifically designed and used for aerobatic,
agricultural or fire-fighting purposes and self-sustaining powered
sailplanes.
1.2 For aeroplanes for which the application for the Type Certificate was
submitted on or after 17 November 1988, except for those aeroplanes
specified in 1.4 below, the maximum noise levels of 4.1 (a) shall apply.
1.3 For derived versions for which the application for certification of the
change in type design was submitted on or after 17 November 1988,
except for those derived versions specified in 1.4 below, the maximum
noise levels of 4.1 (a) shall apply.
1.4 For single-engined aeroplanes, except float planes and amphibians:
a) The maximum noise levels of 4 (b) shall apply to those aeroplanes,

including their derived versions, for which the application for the
Type Certificate was submitted on or after 4 November 1999,
b) The maximum noise levels of 4 (b) shall apply to those derived

versions of aeroplanes for which the application for the Type
Certificate was submitted before 4 November 1999 and for which the
application for certification of the change in type design was
submitted on or after 4 November 1999.
2. Noise evaluation measure
2.1 The noise evaluation measure shall be the maximum A-weighted noise
level (LASmax) as defined in Appendix-6 of ICAO Annex-16, Volume-I.
3. Reference Noise Measurement Points:
3.1 An aeroplane, when tested in accordance with these standards, shall

not exceed the noise level specified in paragraph 4 below at the take-
off reference noise measurement point.
19
3.2 The take-off reference noise measurement point is the point on the
extended centre line of the runway at a distance of 2500 m from the start
of take-off roll.
4. Maximum noise levels:
4.1 The maximum noise levels determined in accordance with the noise
evaluation method of Appendix-6 shall not exceed the following:
a) For aeroplanes specified in 1.2 and 1.3, a 76 dB(A) constant limit up

to an aeroplane mass of 600 kg varying linearly from that point with
the logarithm of aeroplane mass until at 1,400 kg the limit of 88 dB(A)
is reached after which the limit is constant up to 8,618 kg, and
b) For aeroplanes specified in 1.4, a 70 dB(A) constant limit up to an

aeroplane mass of 570 kg increasing linearly from that point with the
logarithm of aeroplane mass until at 1,500 kg the limit of 85 dB(A) is
reached after which the limit is constant up to 8,618 kg.

5.2 The applicant shall follow the take-off reference procedures as

prescribed by DGCA.

6. Test Procedures:
6.1 The test procedures adopted by applicant shall be acceptable to DGCA.
in units of LASmax as described in Appendix-6 of ICAO Annex-16,
Volume-I.
6.3 Acoustic data shall be adjusted by the methods outlined in Appendix 6

of ICAO Annex-16, Volume-I to the reference conditions specified in this
subpart.
20
6.4 If equivalent test procedures are used, the test procedures and all
methods for correcting the results to the reference procedures shall be
approved by DGCA.
*********
21
SUBPART – K: Chapter 11 - Helicopters not exceeding 3,175 kg
Maximum Certificated Take-off mass.
1. APPLICABILITY:
1.1 The standards of this subpart shall be applicable to all helicopters having
a maximum certificated take-off mass not exceeding 3,175 kg, except
those specifically designed and used for agricultural, fire-fighting or
external load-carrying purposes.
1.2 For all helicopters, including their derived versions, for which the
application for the Type Certificate was submitted on or after 21 March
2002, the maximum noise levels of 4.1 shall apply.
1.3 Certification of helicopters which are capable of carrying external loads

or external equipment shall be made without such loads or equipment
fitted.
1.4 Alternatively, an applicant may also chose to show compliance with

standards as mentioned in Subpart H instead of complying with the
standards mentioned in this subpart.
Note - Helicopters which comply with the standards with internal loads
may be excepted when carrying external loads or external equipment, if
such operations are conducted at a gross mass or with other operating
parameters which are in excess of those certificated for airworthiness
with internal loads.
2.1 The noise evaluation measure shall be the sound exposure level (SEL)
3.1 A helicopter, when tested in accordance with these standards, shall not
exceed the noise levels specified at paragraph 4 below at a flight path
reference point located on the ground 150 m (492 ft) vertically below the
flight path defined in the over flight reference procedure.
Note –Guidelines for Obtaining Helicopter Noise Data for Land-use

Planning Purposes that defines acceptable supplemental land-use
planning (LUP) data procedures are given at Attachment-H of ICAO
Aneex-16, Volume-I.
22
4.1 The maximum noise levels determined in accordance with the noise
evaluation method of Appendix-4 of ICAO Annesx-16, Volume-I shall not
exceed 82 decibels SEL for helicopters with maximum certificated take-
off mass, at which the noise certification is requested, of up to 1,417 kg
and increasing linearly with the logarithm of the helicopter mass at a rate
of 3 decibels per doubling of mass thereafter.

5.2 The applicant shall follow the overfligt reference procedures as

prescribed by DGCA.

6. Test Procedures:

DGCA.
6.2 The test procedure and noise measurements shall be conducted and
designated as sound exposure level (SEL), in A-weighted decibels, as
described in Appendix-4 of ICAO Annex-16, Volume-I.
6.3 Test conditions and procedures shall be closely similar to reference

conditions and procedures or the acoustic data shall be adjusted, by the
methods outlined in Appendix-4 of ICAO Annex-16, Volume-I, to the
reference conditions and procedures specified in this Subpart.
6.4 During the test, flights shall be made in equal numbers with tailwind and
headwind components.
6.5 Adjustments for differences between test and reference flight procedures
shall not exceed 2.0 dB(A).
6.6 During the test, the average rotor rpm shall not vary from the normal
maximum operating rpm by more than ±1.0 per cent during the 10 dB-
down period.
23
6.7 The helicopter airspeed shall not vary from the reference airspeed
appropriate to the flight demonstration as described in Appendix-4 of
ICAO Annex-16, Volume-I by more than ±5.5 km/h (±3 kt) throughout the
10 dB-down period.
6.8 The helicopter shall fly within ±10° from the vertical above the reference
track through the reference noise measurement position.
6.9 Tests shall be conducted at a helicopter mass not less than 90 per cent
of the relevant maximum certificated mass and may be conducted at a
mass not exceeding 105 per cent of the relevant maximum certificated
mass.
*********
24
SUBPART – L: Chapter 12 - Supersonic Aeroplanes.
RESERVED.
*********
25
SUBPART – M: Chapter 13 Aeroplane - Tilt-Rotors.
RESERVED.
*********
26
SUBPART – N: Chapter 14 Aeroplane - Subsonic Jet Aeroplanes And
Take-off mass 55,000 kg and over – Application for Type
Certificate submitted on or after 31 December 2017;
Subsonic Jet Aeroplanes with Maximum Certificated
Take-off mass less than 55,000 kg – Application for
Type Certificate submitted on or after 31 December
2020 and Propeller-driven Aeroplanes with Maximum
Certificated Take-off mass over 8,618 kg and less than
55,000 kg – Application for Type Certificate submitted
on or after 31 December 2020.
1. APPLICABILITY:
1.1 The standards of this subpart shall, with the exception of those
aeroplanes which require a runway length of 610 m or less at maximum
certificated mass for airworthiness or propeller-driven aeroplanes
specifically designed and used for agricultural or fire-fighting purposes,
be applicable to:
a) All subsonic jet aeroplanes and propeller-driven aeroplanes, including

their derived versions, with a maximum certificated take-off mass of
55,000 kg and over for which the application for a Type Certificate was
submitted on or after 31 December 2017,
b) All subsonic jet aeroplanes, including their derived versions, with a

maximum certificated take-off mass of less than 55,000 kg for which
the application for a Type Certificate was submitted on or after 31
December 2020,
c) All propeller-driven aeroplanes, including their derived versions, with

a maximum certificated take-off mass of over 8,618 kg and less than
55,000 kg for which the application for a Type Certificate was
submitted on or after December 2020,
d) All subsonic jet aeroplanes and all propeller-driven aeroplanes

certificated for which the original compliance was demonstrated
against the standards as prescribed in Subpart-C, Subpart-D or
Subpart-E, for which recertification to Subpart-N is now requested.
Note – Guidance material on applications for recertification is provided in

the Environmental Technical Manual (Doc 9501), Volume I – Procedures for
the Noise Certification of Aircraft.
1.2 The following situations for jet aeroplanes and propeller-driven

aeroplanes over 8,618 kg maximum certificated take-off mass, however,
27
do not require demonstration of compliance with the provisions of the
standards of this subpart:
a) Gear down flight with one or more retractable landing gear down
during the entire flight,
b) Spare engine and nacelle carriage external to the skin of the

aeroplane (and return of the pylon or other external mount), and
c) Time-limited engine and/or nacelle changes, where the change in type

design specifies that the aeroplane may not be operated for a period
of more than 90 days unless compliance with the provisions of this
CAR, is shown for that change in type design. This applies only to
changes resulting from a required maintenance action.
2.1 The noise evaluation measure shall be the effective perceived noise in
EPNdB as described in Appendix-2 of ICAO Annex-16, Volume-I.
3.1 An aeroplane, when tested in accordance with these standards, shall not
exceed the noise level specified at paragraph 4 at the following points:
a) Lateral full-power reference noise measurement point:
1) For jet-powered aeroplanes: the point on a line parallel to and 450

m from the runway centre line, where the noise level is a maximum
during take-off,
2) For propeller-driven aeroplanes: the point on the extended centre
line of the runway 650 m vertically below the climb-out flight path at
full take-off power, as defined in paragraph 5.
b) Flyover reference noise measurement point: the point on the

extended centre line of the runway and at a distance of 6.5 km from the
start of roll,
c) Approach reference noise measurement point: the point on the

ground, on the extended centre line of the runway, 2,000 m from the
threshold. On level ground this corresponds to a position 120 m (394 ft)
vertically below the 3° descent path originating from a point 300 m
beyond the threshold.
3.2 Test Noise Measurement Points: If the test noise measurement points
are not located at the reference noise measurement points, any
corrections for the difference in position shall be made in the same
28
manner as the corrections for the differences between test and reference
flight paths.
3.3 Sufficient lateral test noise measurement points shall be considered to

demonstrate that the maximum noise level on the appropriate lateral line
has been clearly determined.
4.1 The maximum noise levels, when determined in accordance with the
noise evaluation method of Appendix-2 of ICAO Annex-16, Volume-I,
shall not exceed the following:
4.2 At the lateral full-power reference noise measurement point: 103

EPNdB for aeroplanes with maximum certificated take-off mass, at which
the noise certification is requested, of 4,00,000 kg and over, decreasing
linearly with the logarithm of the mass down to 94 EPNdB at 35,000 kg,
after which the limit is constant to 8,618 kg, where it decreases linearly
with the logarithm of the mass down to 88.6 EPNdB at 2,000 kg, after
4.3 At the flyover reference noise measurement point:
a) Aeroplanes with two engines or less: 101 EPNdB for aeroplanes

with maximum certificated take-off mass, at which the noise certification
is requested, of 3,85,000 kg and over, decreasing linearly with the
logarithm of the mass at the rate of 4 EPNdB per halving of mass down
to 89 EPNdB, after which the limit is constant to 8,618 kg, where it
decreases linearly with the logarithm of the mass at a rate of 4 EPNdB
per halving of mass down to 2,000 kg, after which the limit is constant.
b) Aeroplanes with three engines: As a) but with 104 EPNdB for

aeroplanes with maximum certificated take-off mass of 3,85,000 kg and
over.
c) Aeroplanes with four engines or more: As a) but with 106 EPNdB

for aeroplanes with maximum certificated take-off mass of 3,85,000 kg
and over.
4.4 At the approach reference noise measurement point: 105 EPNdB for
aeroplanes with maximum certificated take-off mass, at which the noise
certification is requested, of 2,80,000 kg and over, decreasing linearly
with the logarithm of the mass down to 98 EPNdB at 35,000 kg, after
which the limit is constant to 8,618 kg, where it decreases linearly with
29
the logarithm of the mass down to 93.1 EPNdB at 2,000 kg, after which
the limit is constant.
4.5 The sum of the differences at all three measurement points between the
maximum noise levels and the maximum permitted noise levels specified
in 4.2, 4.3 and 4.4, shall not be less than 17 EPNdB.
4.5 The maximum noise level at each of the three measurement points shall
not be less than 1 EPNdB below the corresponding maximum permitted
noise level specified in paragraphs 4.2, 4.3 and 4.4.

5.2 The take-off and approach reference procedures shall be defined in a

manner acceptable to DGCA.

6. Test Procedures:

DGCA.
designated as effective perceived noise level, EPNL, in units of EPNdB,
6.3 Acoustic data shall be adjusted by the methods outlined in Appendix-2 of

ICAO Annex-16, Volume-I to the reference conditions specified in this
subpart. Adjustments for speed and thrust shall be made as described in
Appendix-2 of ICAO Annex-16, Volume-I.
6.4 If the mass during the test is different from the mass at which the noise
certification is requested, the necessary EPNL adjustment shall not
exceed 2 EPNdB for take-offs and 1 EPNdB for approaches. Data
approved by the certificating authority shall be used to determine the
variation of EPNL with mass for both take-off and approach test
conditions.
30
6.5 Similarly the necessary EPNL adjustment for variations in approach flight
path from the reference flight path shall not exceed EPNdB.
6.6 For the approach conditions the test procedures shall be accepted if the
aeroplane follows a steady glide path angle of 3° ± 0.5°.
6.7 If equivalent test procedures different from the reference procedures are
used, the test procedures and all methods for adjusting the results to the
reference procedures shall be approved by the certificating authority. The
amounts of the adjustments shall not exceed 16 EPNdB on take-off and
8 EPNdB on approach, and if the adjustments are more than EPNdB and
4 EPNdB, respectively, the resulting numbers shall be more than 2
EPNdB below the noise limits specified in
Note - Guidance material on the use of equivalent procedures is provided

in the Environmental Technical Manual (Doc 9501), Volume-I -
Procedures for the Noise Certification of Aircraft.
6.8 For take-off, lateral, and approach conditions, the variation in

instantaneous indicated airspeed of the aeroplane must be maintained
within ±3 per cent of the average airspeed between the 10 dB-down
points. This shall be determined by reference to the pilot’s airspeed
indicator. However, when the instantaneous indicated airspeed varies
from the average airspeed over the 10 dB-down points by more than ±5.5
km/h (±3 kt), and this is judged by the certificating authority representative
on the flight deck to be due to atmospheric turbulence, then the flight so
affected shall be rejected for noise certification purposes.
*********
31
SUBPART – O: Noise Measurement for Monitoring Purposes.
RESERVED.
*********
32
SUBPART – P: Assessment of Airport Noise.
RESERVED.
*********
33
SUBPART – Q: Balanced Approach to Noise Management.
RESERVED.
(B. S. Bhullar)
34
APPENDIX -I
1. Aeroplane: A power-driven heavier-than-air aircraft, deriving its lift in flight chiefly

from aerodynamic reactions on surfaces which remain fixed under given
conditions of flight.
2. Aircraft: Any machine that can derive support in the atmosphere from the
reactions of the air other than the reactions of the air against the earth’s surface
and includes balloon whether fixed or free, airship, kites, gliding and flying
machines.
3. Associated aircraft systems: Those aircraft systems drawing

electrical/pneumatic power from an auxiliary power unit during ground operations.
4. Auxiliary power-unit (APU): A self-contained power-unit on an aircraft providing

electrical/pneumatic power to aircraft systems during ground operations.
5. Bypass ratio: The ratio of the air mass flow through the bypass ducts of a gas
turbine engine to the air mass flow through the combustion chambers calculated
at maximum thrust when the engine is stationary in an international standard
atmosphere at sea level.
6. Derived version of a helicopter: A helicopter which, from the point of view of

airworthiness, is similar to the noise certificated prototype but incorporates
changes in type design which may affect its noise characteristics adversely.
7. Derived version of an aeroplane: An aeroplane which, from the point of view of

airworthiness, is similar to the noise certificated prototype but incorporates
changes in type design which may affect its noise characteristics adversely.
8. External equipment (helicopter): Any instrument, mechanism, part, apparatus,

appurtenance, or accessory that is attached to or extends from the helicopter
exterior but is not used nor is intended to be used for operating or controlling a
helicopter in flight and is not part of an airframe or engine.
9. Helicopter: helicopter means a heavier-than-air aircraft supported in flight by the

reactions of the air on one or more power-driven rotors on substantially vertical
axis.
10. Human performance: Human capabilities and limitations which have an impact
on the safety and efficiency of aeronautical operations.
11. Powered-lift: A heavier-than-air aircraft capable of vertical take-off, vertical

landing, and low-speed flight, which depends principally on engine-driven lift
devices or engine thrust for the lift during these flight regimes and on non-rotating
aerofoil(s) for lift during horizontal flight.
35
12. Recertification: Certification of an aircraft with or without a revision to its
certification noise levels, to a Standard different to that to which it was originally
certificated.
13. Self-sustaining powered sailplane: A powered aeroplane with available engine

power which allows it to maintain level flight but not to take off under its own power.
14. State of Design: The State having jurisdiction over the organization responsible
for the type design.
15. Subsonic aeroplane: An aeroplane incapable of sustaining level flight at speeds

exceeding flight Mach number of 1.
16. Tilt-rotor: A powered-lift capable of vertical take-off, vertical landing, and

sustained low-speed flight, which depends principally on engine-driven rotors
mounted on tiltable nacelles for the lift during these flight regimes and on
nonrotating aerofoil(s) for lift during high-speed flight.
17. Type Certificate: Type certificate means a document issued, validated or

accepted by Director General to signify that the design of an aircraft or engine or
propeller, complies with the applicable type design standard specified by Director
General.
*********
36
APPENDIX -II
NOMENCLATURE: SYMBOLS AND UNITS
Following is the list of definitions and symbols used in this CAR. Many of the following
definitions and symbols are specific to aircraft noise certification. Some of the
definitions and symbols may also apply to purposes beyond aircraft noise certification.
Velocity:
Symbol Unit Meaning
CR m/s Reference speed of sound. Speed of sound at reference
conditions.
MATR — Helicopter rotor reference advancing blade tip Mach number.
The sum of the reference rotor rotational tip speed and the
reference speed of the helicopter, divided by the reference
speed of sound
MH — Propeller helical tip Mach number. The square root of the sum
of the square of the propeller test rotational tip speed and the
square of the test airspeed of the aeroplane, divided by the
test speed of sound.
MHR — Propeller reference helical tip Mach number. The square root
of the sum of the square of the propeller reference rotational
tip speed and the square of the reference speed of the
aeroplane, divided by the reference speed of sound.
Best R/C m/s Best rate of climb. The certificated maximum take-off rate of
climb at the maximum power setting and engine speed.
VAR km/h Adjusted reference speed. On a non-standard test day, the
helicopter reference speed adjusted to achieve the same
advancing tip Mach number as the reference speed at
reference conditions
VCON km/h Maximum airspeed in conversion mode. The never-exceed
airspeed of a tilt-rotor when in conversion mode.
VG km/h Ground speed. The aircraft velocity relative to the ground.
VGR km/h Reference ground speed. The aircraft true velocity relative to
the ground in the direction of the ground track under reference
conditions. VGR is the horizontal component of the reference
aircraft speed VR.
VH km/h Maximum airspeed in level flight. The maximum airspeed of
a helicopter in level flight when operating at maximum
continuous power.
VMCP km/h Maximum airspeed in level flight. The maximum airspeed of
a tilt-rotor in level flight when operating in aeroplane
mode at maximum continuous power.
VMO km/h Maximum operating airspeed. The maximum operating limit
airspeed of a tilt-rotor that may not be deliberately exceeded.
37
VNE km/h Never exceed airspeed. The maximum operating limit
airspeed that may not be deliberately exceeded.
VR km/h Reference speed. The aircraft true velocity at reference
conditions in the direction of the reference flight path.
Symbol Unit Meaning
VREF km/h Reference landing airspeed. The speed of the aeroplane, in a
specific landing configuration, at the point where it descends
through the landing screen height in the determination of the
landing distance for manual landings.
VS km/h Stalling airspeed. The minimum steady airspeed in the landing
configuration.
Vtip m/s Tip speed. The rotational speed of a rotor or propeller tip at
test conditions, excluding the aircraft velocity component.
VtipR m/s Reference tip speed. The rotational speed of a rotor or
propeller tip at reference conditions, excluding the aircraft
velocity component.
VY km/h Speed for best rate of climb. The test airspeed for best take-
off rate of climb.
V2 km/h Take-off safety speed. The minimum airspeed for a safe take-
off.
Time:
Symbol Unit Meaning

t0 s Reference duration. The length of time used as a reference in
the integration equation for computing EPNL, where t0 = 10 s.
tR s Reference reception time. The reference time of reception
calculated from time of reference aircraft position and
distance between aircraft and microphone used in the
integrated procedure.
Δt s Time increment. The equal time increment between one-third
octave band spectra, where Δt = 0.5 s.
δtR s Reference time increment. The effective duration of a time
increment between reference reception times associated with
PNLT points used in the integrated method.
Indices:
Symbol Unit Meaning

i — Frequency band index. The numerical indicator that denotes
any one of the 24 one-third octave bands with nominal
geometric mean frequencies from 50 to 10 000 Hz.
k — Time increment index. The numerical indicator that denotes
any one of the 0.5 second spectra in a noise time history. For
the integrated method, the adjusted time increment associated
with each value of k will likely vary from the original 0.5 second
time increment when projected to reference conditions.
kF — First time increment identifier. Index of the first 10 dB-down
point in the discrete measured PNLT time history.
kFR — Reference first time increment identifier. Index of the first 10
dB-down point in the discrete PNLT time history for the
integrated method.
38
kL — Last time increment identifier. Index of the last 10 dB-down
point in the discrete measured PNLT time history.
Symbol Unit Meaning
kLR — Reference last time increment identifier. Index of the last 10
dB-down point in the discrete PNLT time history for the
integrated method.
kM — Maximum PNLTM time increment index. Time increment
index of PNLTM.
t s Elapsed time. The length of time measured from a reference
zero.
t1 s Time of first 10 dB-down point. The time of the first 10 dB-
down point in a continuous function of time. (Kindly refer kF).
t2 s Time of last 10 dB-down point. The time of the last 10 dB-
down point in a continuous function of time. (Kindly refer kL).
Noise Metrics:
Symbol Unit Meaning

EPNL EPNdB Effective perceived noise level. A single-number evaluator for
an aircraft pass-by, accounting for the subjective effects of
aircraft noise on human beings, consisting of an integration
over the noise duration of the perceived noise level (PNL)
adjusted for spectral irregularities (PNLT), normalized to a
reference duration of 10 seconds.
EPNLA EPNdB Approach EPNL. Effective perceived noise level at the
aeroplane approach reference measurement points.
EPNLF EPNdB Flyover EPNL. Effective perceived noise level at the
aeroplane flyover reference measurement points.
EPNLL EPNdB Lateral EPNL. Effective perceived noise level at the aeroplane
lateral reference measurement points.
LAE dB SEL Sound exposure level (SEL). A single event noise level
for an aircraft pass by, consisting of an integration over the
noise duration of the A-weighted sound level (dBA),
normalized to a reference duration of 1 second.
LAS dB(A) Slow A-weighted sound level. Sound level with frequency
weighting A and time weighting S for a specified instance in
time.
LASmax dB(A) Maximum Slow A-weighted sound level. The maximum value
of LAS over a specified time interval.
LASmaxR dB(A) Reference maximum Slow A-weighted sound level. The
maximum value of LAS over a specified time interval corrected
to reference conditions.
LIMITA EPNdB Approach EPNL limit. The maximum permitted noise level at
the aeroplane approach reference measurement points.
LIMITF EPNdB Flyover EPNL limit. The maximum permitted noise level at the
aeroplane flyover reference measurement points.
LIMITL EPNdB Lateral EPNL limit. The maximum permitted noise level at the
aeroplane lateral reference measurement points.
n noy Perceived noisiness. The perceived noisiness of a one-third
octave band sound pressure level in a given spectrum.
39
40
Symbol Unit Meaning
N noy Total perceived noisiness. The total perceived noisiness of a
given spectrum calculated from the 24 values of n.
PNL PNdB Perceived noise level. A perception-based noise evaluator
representing the subjective effects of broadband noise
received at a given point in time during an aircraft pass-by. It
is the noise level empirically determined to be equally as noisy
as a 1 kHz one-third octave band sample of random noise.
PNLT TPNdB Tone-corrected perceived noise level. The value of the PNL of
a given spectrum adjusted for spectral irregularities.
PNLTR TPNdB Reference tone-corrected perceived noise level. The value of
PNLT adjusted to reference conditions.
PNLTM TPNdB Maximum tone-corrected perceived noise level. The
maximum value of PNLT in a specified time history, adjusted
for the band sharing adjustment ΔB.
PNLTMR TPNdB Reference maximum tone-corrected perceived noise level.
The maximum value of PNLTR in a specified time history,
adjusted for the band sharing adjustment ΔB in the simplified
method and ΔBR in the integrated method.
SPL dB Sound pressure level. The level of sound, relative to the
reference level of 20 μPa, at any instant of time that occurs in
a specified frequency range. The level is calculated as ten
times the logarithm to the base 10 of the ratio of the time-
mean-square pressure of the sound to the square of the
reference sound pressure of 20 μPa.
SPLR dB Reference sound pressure level. The one-third octave band
sound pressure levels adjusted to reference conditions.
SPLS dB Slow-weighted sound pressure level. The value of one-third
octave band sound pressure levels with time weighting S
applied.
Δ1 TPNdB PNLTM adjustment. In the simplified adjustment method, the
adjustment to be added to the measured EPNL to account for
noise level changes due to differences in atmospheric
absorption and noise path length between test and
reference conditions at PNLTM.
dB(A) For propeller-driven aeroplanes not exceeding 8 618 kg, the
adjustment to be added to LASmax to account for noise level
changes due to the difference between test and reference
aeroplane heights.
Δ2 TPNdB Duration adjustment. In the simplified adjustment method, the
adjustment to be added to the measured EPNL to account for
noise level changes due to the change in noise duration
caused by differences between test and reference aircraft
speed and position relative to the microphone.
adjustment to be added to LASmax to account for the
propeller helical tip Mach number.
41
Symbol Unit Meaning
Δ3 TPNdB Source noise adjustment. In the simplified or integrated
adjustment method, the adjustment to be added to the
measured EPNL to account for noise level changes due to
differences in source noise generating mechanisms between
test and reference conditions.
adjustment to be added to LASmax to account for engine
power.
Δ4 dB(A) Atmospheric absorption adjustment. For propeller-driven
aeroplanes not exceeding 8 618 kg, the adjustment to be
added to the measured LASmax for noise level changes due
to the change in atmospheric absorption caused by the
difference between test and reference aeroplane heights.
ΔB TPNdB Bandsharing adjustment. The adjustment to be added to the
maximum PNLT to account for possible suppression of a tone
due to one-third octave bandsharing of that tone. PNLTM is
equal to the maximum PNLT plus ΔB.
ΔBR TPNdB Reference bandsharing adjustment. The adjustment to be
added to the maximum PNLTR in the integrated method to
account for possible suppression of a tone due to one-third
octave bandsharing of that tone. PNLTMR is equal to the
maximum PNLTR plus ΔBR.
Δpeak TPNdB Peak adjustment. The adjustment to be added to the
measured EPNL for when the PNLT for a secondary peak,
identified in the calculation of EPNL from measured data and
adjusted to reference conditions, is greater than the PNLT
for the adjusted PNLTM spectrum.
Calculation of PNL and Tone Correction:
Symbol Unit Meaning
C dB Tone correction factor. The factor to be added to the PNL of
a given spectrum to account for the presence of
spectral irregularities such as tones.
f Hz Frequency. The nominal geometric mean frequency of a one-
third octave band.
F dB Delta-dB. The difference between the original sound pressure
level and the final broadband sound pressure level of a one-
third octave band in a given spectrum.
log n(a) — Noy discontinuity coordinate. The log n value of the
intersection point of the straight lines representing the
variation of SPL with log n.
M — Noy inverse slope. The reciprocals of the slopes of straight
lines representing the variation of SPL with log n.
s dB Slope of sound pressure level. The change in level between
adjacent one third octave band sound pressure levels in a
given spectrum.
Δs dB Change in slope of sound pressure level.
*********
42
GOVERNMENT OF INDIA

SERIES F PART I
ISSUE II, 10th SEPTEMBER, 1998 EFFECTIVE: FORTHWITH
File No. 11-690/Sec-2/F-I/2008-AI (2)
DGCA-25012(07)/4/2023-AW
Subject: Registration/De-registration of Aircraft.
1. Introduction
1.1 Rule 5 of the Aircraft Rules, 1937 requires that no person shall fly or assist in
flying any aircraft unless it has been registered and bears its nationality and
registration marks and the name and residence of the owner affixed or painted
thereon in accordance with Rule 37.
1.2 Rule 30 of the Aircraft Rules, 1937 empowers the Central Government to
register an aircraft and to grant a Certificate of Registration in respect thereof.
Rule 31 to 37A further describe the legislation with regard to registration of
aircraft, its cancellation and change of ownership, the Nationality and
Registration Marks and the manner in which they are to be affixed.
1.3 This part of Civil Aviation Requirements provides detailed requirements for
registration of aircraft, which are in compliance with the Aircraft Rules and ICAO
Annex 7.
1.4 It may be noted that the registration by the DGCA is for the purpose of
controlling the safety of aviation in India and it in no way establishes the legal
ownership of an aircraft. Disputes with regard to the ownership and liabilities of
the owners, if any, will have to be decided in a Court of Law.
2. Definitions
(a) Nationality or Common Mark: A group of characters affixed on aircraft

surface to identity the country to which the aircraft belongs.
Rev. 12, 12th April 2024 1

SERIES F PART I 10th SEPTEMBER, 1998
(b) Registration Marks: A group of characters affixed on aircraft surface

following Nationality marks to identify a particular aircraft.
(c) Fireproof Material: A material capable of withstanding heat as well as or

better than
steel when the dimensions in both cases are appropriate for the specific
purpose.
(d) Heavier-than-air Aircraft: Any aircraft deriving its lift in flight chiefly from
aerodynamic forces.
(e) Lighter-than-air Aircraft: Any aircraft supported chiefly by its buoyancy in the
air.
(f) Cape Town Convention: The Convention on international interests in mobile

equipment signed at Cape Town, South Africa on the 16th of November,
2001, together with any regulations made in connection therewith as acceded
to by India on March 31, 2008;
(g) Cape Town Protocol: The Protocol to the Cape Town Convention on matters
specific to Aircraft Equipment, signed in Cape Town, South Africa on the 16th
of November, 2001, together with any regulations made in connection
therewith as acceded to by India on the 31st March, 2008;
(h) IDERA: The “Irrevocable Deregistration and Export Requested Authorization”

as contemplated in Article XIII of the Cape Town Protocol and substantially in
the form and manner provided as an Annexure to the Cape Town Protocol;
(i) IDERA Holder: The authorized party under an IDERA or its certified
designee;
(j) Registered Interest: “A Registered Interest” means any interest registered

pursuant to Chapter V of the Cape Town Convention.
(k) International Registry: means “the Registry established under Article 16 of

the Cape Town Convention”.
(l) Lease: An agreement by a person (the lessor) to furnish an aircraft to another

person (the lessee) to be used for compensation or hire purposes for a
specified period or a defined number of flights.
(m) Lessor: The party furnishing the aircraft under a lease.
(n) Lessee: The party using the aircraft under the provisions of a lease. The
lessee operator of the aircraft must hold the necessary economic and
Rev. 12, 12th April 2024 2

operating authority for the aircraft and must exercise operational control over
the aircraft. Accordingly, the lessee must provide the necessary flight and
cabin crewmembers, ground personnel, dispatchers and ground facilities to
operate the aircraft.
(o) Aircraft Leasing company- GIFT City: the leasing companies/entities

registered with International Financial Services Centre (IFSC) and approved
by International Financial Services Centres Authority (IFSCA) for undertaking
leasing of aircraft.
2 A. Classification of Aircraft
a) Aircraft shall be classified in accordance with Table 1.
b) An aircraft which is intended to be operated with no pilot on board shall be

further classified as unmanned.
c) Unmanned aircraft shall include unmanned free balloons and remotely piloted
aircraft.
Table 1
Aircraft Type
Rev. 12, 12th April 2024 3

3. Procedure for Registration of Aircraft
3.1 An aircraft may be registered in either of the following two categories, namely-
Category 'A', where the aircraft is wholly owned either-
i. by citizens of India; or
ii. by a company or corporation registered and having its principal place

of business within India; or
iii. by the Central Government or any State Government or any company or
Corporation owned or controlled by either of the said Governments; or
iv. by a company or corporation registered elsewhere than in India, provided that
such company or corporation has given the said aircraft on lease to any
person mentioned in para 3.1(i),(ii) or (iii) above; and
Category 'B', where the aircraft is wholly owned either-
i. by persons resident in or carrying on business in India, who are not

citizens of India; or
ii. by a company or corporation registered elsewhere than in India and

carrying on business in India.
3.2 No aircraft in respect of which the conditions required in 3.1 are not satisfied, or
which is already validly registered in another country, shall be registered in
India.
3.3 In a case where the usual station of an aircraft and its ordinary area of operation
are not situated in India, the DGCA may decline to accept an application for
registration of the aircraft in India, or, as the case may be, to permit the aircraft
to remain registered in India, if, in its opinion, the aircraft could more suitably be
registered in some other country.
3.4 In any particular case, the DGCA may decline to register an aircraft in India, if,
in the circumstances of the case, it appears to it to be inexpedient in the public
interest that the aircraft should be so registered.
3.5 Application for Registration of Aircraft
The owner or his authorized representative may apply for registration of the
aircraft in the prescribed form CA-28 (Appendix 'A') completed with the following
documents at least five working days for aircraft on outright purchase and ten
Rev. 12, 12th April 2024 4

working days for aircraft on lease, before the expected date of issue of
Certificate of Registration.
i. The aircraft type certificate/ restricted type certificate / recognized or validated

type certificate/ recognized or validated restricted type certificate/ design
acceptance issued by the DGCA.
Note 1: In case the aircraft is manufactured prior to April 2004, the

applicant may not be required to provide recognized or validated
type certificate/ recognized or validated restricted type certificate
and will need to provide the type certificate/ restricted type
certificate.
Note 2: Any STC/ modification carried out on the proposed aircraft will
require prior acceptance/ approval of DGCA.
ii. Customs clearance certificate / bill of entry of the aircraft.
iii. Certificate of deregistration from the previous registering authority.
iv. An evidence to the effect that the aircraft has been purchased or wholly owned
by the applicant. For this purpose, a copy of invoice shall be accepted.
v. For aircraft purchased from a previous owner, an affidavit as required.
vi. In case the aircraft is taken on dry lease, a copy of the lease agreement.
vii. In case the aircraft is owned by a company or corporation, a document of

registration of the company and the names, addresses and nationalities of
the Directors
viii. A copy of the import license issued by Director General Foreign Trade or
permission for import issued by the Ministry of Civil Aviation/DGCA. Where
the aircraft is imported for private use, it will be registered in the name of the
person or company to whom the import license has been issued.
Note: Import permission/ permission for local acquisition is not required for
aircraft leasing company approved by IFSCA
ix. In case the aircraft has been mortgaged/ hypothecated, the owner/operator
shall submit the relevant papers to this effect.
x. Fee for registration as prescribed in Rule 35 to be paid through e-GCA portal

with application.
Note: The registration of the aircraft with aircraft leasing company approved
by IFSCA as ‘Operator’ shall be for the sole purpose of preservation/
Rev. 12, 12th April 2024 5
maintenance of the aircraft and shall be permitted to undertake

maintenance check flight/ demonstration flight/ positioning flight only. Such
flights (where required) shall be conducted based on the special flight permit
issued by DGCA. To undertake such maintenance activity on the aircraft,
the Gift City based leasing company shall have DGCA approved CAMO
(own/contracted) and arrangement with a DGCA approved/ accepted
maintenance organization. Leasing company shall not be permitted to
operate aircraft for any commercial or revenue operation for carriage of
passenger, cargo or training or any aerial work.
4. For aircraft imported under Indian short term Certificate of Registration, the
Short-term Certificate of Registration shall be issued only after a confirmation
of de-registration and/ or passing of the aircraft title to the operator has been
received at DGCA.
5. Change of Owner / Operator / Amendment of C OF R
5.1 If an aircraft is sold to another person or company, or ceases to be owned by

the owner indicated on its Certificate of Registration, the registered owner shall
forthwith notify this fact to the DGCA in accordance with Rule 33 of the Aircraft
Rules.
5.2 The new owner of the aircraft previously registered in India shall forthwith inform
the DGCA of the fact of this change of ownership and shall make an application
on form CA-28 (Appendix 'A') for registration of the aircraft in their name. In
addition to that prescribed in para 3.2, the application shall be accompanied by:
(a) An affidavit duly authenticated by a Notary Public/ Oath Commissioner from

the old owner confirming his ownership and also indicating that he has sold it to
the new owner and has received the sale proceeds in full ; and
(b) Permission for local acquisition issued by DGCA.
5.3 Until the Certificate of Registration is granted to the new owner, it shall not be
lawful for any person to fly or assist in flying such aircraft except in accordance
with a written permission of DGCA.
5.4 Change of Operator
a) If an owner / lessor transfers the lease of an aircraft to a person or company,

or operator, the process as mentioned for registration of an aircraft shall be
followed. However the registration number of aircraft shall remain the same.
Rev. 12, 12th April 2024 6

b) If a leasing company approved by IFSCA repossesses the aircraft due to

expiry or termination of lease, the aircraft may be registered in the name of
the Gift City based lessor as the ‘Operator’. The changes in the C of R shall
be for the sole purpose as specified in above Note 3.5 (x).
5.5 Amendment in Certificate of registration
For amendments of any entry other than change of owner or operator, evidence
required for affecting the amendments shall be provided by the applicant.
6. Aircraft Imported by Air
If an application is made for the registration of an aircraft before it is imported

in India, for the purpose of bringing the aircraft by air, a temporary Certificate of
Registration may be granted under the provision of Rules 30 and 31 and this
CAR to the new owner of the aircraft.
6.1 The temporary Certificate of Registration will be valid only until the first landing
at a customs aerodrome in India.
6.2 The temporary Certificate of Registration shall be surrendered by the owner or

his representative to the DGCA along with the application for registration of the
aircraft.
6.3 For the operation of an aircraft with a temporary C of R, an Aeromobile station

license shall be required for which an application may be made to the Wireless
Advisor, Ministry of Communications.
7 Registration Certificate and Validity of Registration of Aircraft
7.1 On registration, DGCA will assign nationality or common marks for the aircraft.
7.2 Registration markings shall not be allotted which might be confused

with
International Code of Signals, especially:
a) Registration beginning with the letter ‘Q’

b) Registrations ‘SOS‘, ‘XXX’, ‘PAN’ and ‘TTT’
7.3 Upon registration a Certificate of Registration shall be issued to the owner,

which will be valid from the date of registration till the date indicated on the
Certificate of registration of the aircraft.
Rev. 12, 12th April 2024 7

7.4 The Certificate of Registration shall be in accordance with Article 29 of the

ICAO Convention and CAR Section 2 Series X Part VII, the Certificate of
Registration shall be carried on board each aircraft engaged in air transport
operation.
7.5 The registration of the aircraft will be deemed to have expired after the date of
validity indicated on the C of R, rendering any operation of the aircraft invalid
without revalidating its registration.
7.6 In case of aircraft registered under paragraph 3.1(iv), the registration will be
valid so long as the lease is in force and therefore, the period of validity of
Certificate in such cases shall be restricted to the date of lease agreement.
7.7 The operator may apply to DGCA Headquarters for varying any particular(s)
including extension of validity in the Certificate of Registration.
7.8 When a new type of aircraft is registered, DGCA shall advise the State of
design that it has entered such aircraft on its register.
7.9 For removing the hypothecation / mortgages name from the Certificate of
Registration the owner may apply to DGCA with documents substantiating the
same.
7A. Recording of Irrevocable De-registration and Export Request Authorization

(IDERA)
For recording IDERA with DGCA the IDERA holder or his authorized signatory
or certified designee of the authorized signatory shall submit application as
per Appendix B, along with Original IDERA and notarized copy or two
notarized copy thereof.
8. Issue of Duplicate Certificate of Registration
8.1 Where a certificate has been lost the owner may apply to Regional
Airworthiness Office for the issue of a duplicate certificate with an affidavit, a
copy of the FIR lodged with the police for the loss and the prescribed fee.
8.2 Where a certificate has been mutilated, the owner may apply for issue of a
duplicate certificate to the Regional Airworthiness Office with the mutilated
certificate and the prescribed fee.
Rev. 12, 12th April 2024 8

9. Cancellation of Registration of Aircraft

9.1 The registration of an aircraft registered in India may be cancelled at any time
by the DGCA, if it is satisfied that:-
i. such registration is not in conformity with para 3.1 of this CAR; or
ii. the registration has been obtained by furnishing false information; or
iii. the aircraft could more suitably be registered in some other country; or
iv. the aircraft has been destroyed or permanently withdrawn from use; or
v. it is inexpedient in the public interest that the aircraft should remain registered
in India; or
vi. the lease in respect of the aircraft registered pursuant to paragraph 3.1(iv)
i. has expired, or
ii. has been terminated by mutual agreement between the lessor and the
lessee, or
iii. has been otherwise terminated in accordance with the provisions of the
Lease Agreement, or terms of lease
vii. the Certificate of Airworthiness in respect of the aircraft has expired for a period
of five years or more.
9.2 For de-registration of an aircraft under sub-rule 7 of Rule 30 of the

Aircraft Rules, 1937, the IDERA holder will file a request with DGCA as
per AIC 12/2018.
Provided that the deregistration of an aircraft by the DGCA under para 9.1
and 9.2 shall not affect the right of any entity thereof, or any inter-
governmental organization, or other private provider of public services in India
to arrest or detain or attach or sell an aircraft object under its laws for payment
of amounts owed to the Government of India, any such entity, organization or
provider directly relating to the services provided by it in respect of that object.
9.3 The registered owner or his authorized representatives may apply to DGCA,
New Delhi for cancellation of registration, enclosing original C of R. The
applicant should also specify the clause of Rule 30 and the relevant paragraph
of this CAR under which cancellation is sought. In case, it is proposed to
invoke para 9.1(vi) (c) of this CAR, the request for deregistration shall be
supported by full explanation regarding the relevant provision of the lease
agreement and the justification for using the provisions.
10. Register of Aircraft
As required by Rule 36 of the Aircraft Rules, 1937, a register of all aircraft

registered in India is maintained by DGCA. The register contains the
particulars as provided for in the Certificate of Registration. This register is
available in the Airworthiness Directorate at DGCA Hdqrs and is open to
Rev. 12, 12th April 2024 9
inspection by any person desirous of doing so during working hours of

DGCA.
11. Fixation of Nationality and Registration Markings
11.1 The nationality marks to be affixed on Indian registered aircraft would be capital
letters ”VT” in Roman character and registration marking would consist of a
group of three letters in Roman Character as assigned by the Director General
of Civil Aviation. A hyphen must be placed between the nationality and
registration marks. The Nationality and Registration marks shall be painted on
the aircraft or shall be affixed thereto by any other means ensuring a similar
degree of permanence. The marks shall be kept clean and visible at all times.
11.2 Location of Nationality or Common Mark and Registration Marks
(i) Lighter-than-air aircraft:
a) Airships: The marks on an airship shall appear either on the hull, or on the
stabilizer surfaces. Where the marks appear on the hull, they shall be located
length wise on each side of the hull and also on its upper surface on the line of
symmetry. Where marks appear on the stabilizer surfaces, they shall appear
on the horizontal and on the vertical stabilizers; the marks on the horizontal
stabilizer shall be located on the right half of the upper surface and on the left
half of the lower surface, with the tops of the letters towards the leading edge;
the marks on the vertical stabilizer shall be Located on each side of the bottom
half stabilizers, with the letters placed horizontally.
b) Spherical Balloons (other than unmanned free balloons): The marks shall
appear in two places diametrically opposite. They shall be located near the
maximum horizontal circumference of the balloon.
c) Non-Spherical Balloons (other than unmanned free balloons): The marks

shall appear on each side. They shall be located near the maximum cross
section of the balloon immediately above either the rigging band or the points
of attachment of the basket suspension cables.
d) Lighter-than-air aircraft: The side marks on lighter-than-air aircraft (other than

unmanned free balloons) shall be visible both from the sides and from the
ground.
e) Unmanned free Balloons: The marks shall appear on the identification plate.
Rev. 12, 12th April 2024 10

(ii) Heavier-than-air Aircraft:
a) Wings: The marks shall appear once on the lower surface of the wing structure.
They shall be located on the left half of the lower surface of the wing structure
unless they extend across the whole of the lower surface of the wing structure.
As far as possible the marks shall be located equidistant from the leading and
trailing edges of the wings. The tops of the letters shall be towards the leading
edge of the wing.
b) Fuselage (or Equivalent Structure) and Vertical Tail Surfaces: The marks
shall appear either on each side of the fuselage (or equivalent structure)
between the wings and tail surface, or on the upper halves of the vertical tail
surfaces. When located on a single vertical tail surface they shall appear on
both sides. When located on multi vertical tail surfaces they shall appear on the
outboard sides of the outer surfaces.
c) Special Cases: If an aircraft does not possess parts corresponding to those

mentioned in 11.2 (ii) a) and 11.2 (ii) b), the marks shall appear in a manner
such that the aircraft can be identified readily.
12. Measurements of Nationality and Registration Marks
12.1 Lighter-than-air aircraft:
a) The height of the marks on lighter-than-air aircraft (other than

unmanned free balloons) shall be at least 50 centimeters.
b) The measurements of the marks related to unmanned free balloons shall

be determined taking into account the size of the Payload to which the
identification plate is affixed, and shall have prior approval of Director
General of Civil Aviation.
c) Special case: If a lighter-than-air aircraft does not possess parts of

sufficient size to accommodate the marks described in 12.1 a), the
measurements of the marks shall have prior approval of the Director
12.2 Heavier-than-air Aircraft:
a) Wings: The height of the marks on the wings shall be at least 50

centimeters.
Rev. 12, 12th April 2024 11

b) Fuselage (or equivalent structure) and vertical tail surfaces: The height
of the marks on the fuselage (or equivalent structure) and on the vertical
tail surfaces shall be at least 30 centimeters.
c) Special case: If a heavier-than-air aircraft does not possess parts

corresponding to those mentioned in 12.2 a) and 12.2 b) or if the parts
are too small to accommodate the marks described therein, the
measurements of the marks shall have prior approval of the Director
12.3 Types of Characters for Nationality and Registration Marks:
a) The letters used for Nationality and Registration marks shall be of equal
height.
b) The letters shall be capital letters in Roman characters without any

ornamentation.
c) The width of each letter (except the letter I) and the length of hyphens
shall be two-thirds of the height of a letter. W = 2/3 H
d) The letters and hyphens shall be formed by solid lines and shall be of a
Color contrasting clearly with the background. The thickness of the lines
shall be one-sixth of the height of a letter. T= 1/6H
e) Each letter shall be separated from that which it immediately precedes or

follows, by a space of not less than one quarter of a letter's width. A
Hyphen shall be regarded as a letter for this purpose.
f) The letters shall always be kept in good condition, so that they are read
clearly and easily.
13. Display of national flags on the aircraft
13.1 Subrule(4) of rule 37A of the Aircraft Rules, 1937 allows for the display of
national flags or colours on the aircraft provided they are distinct and are not
likely to create confusion with the markings used by military aircraft.
13.2 While displaying national flags on the aircraft, ‘Flag Code of India 2002’, as
amended from time to time, shall be adhered to.
14. Identification Plate
An aircraft shall carry an identification plate inscribed with Nationality and

Registration mark together with the name and address of the registered owner.
The plate shall be made of fireproof metal or other fireproof material of suitable
physical properties and shall be secured to the aircraft in a prominent position
Rev. 12, 12th April 2024 12

near the main entrance or, in the case of an unmanned free balloon, affixed
conspicuously to the exterior of the payload.
15. General
The provision of this CAR shall not apply to meteorological pilot balloons used
exclusively for meteorological purposes or to unmanned free balloons without
a payload.
16. Registration fees
Fees as per Rule 35 of the Aircraft Rules, 1937 will be applicable.
(Vikram Dev Dutt)

Rev. 12, 12th April 2024 13

CA-28 (Revised 2015)

GOVERNMENT OF INDIA
Application for Registration of Aircraft
Section 1: Aircraft Details

1. Name and
2. Type and Model
Address of
of Aircraft
Manufacturer
3. Manufacturer’s 4. Year of
Serial Number Manufacture
5. Seating Crew Passengers 6. Maximum
Certificated Take
Accommodation
off Mass (in kg.)
7. Engine
Type Power Rating Number of engines
Section 2: Aircraft History

8. The Aircraft is: No. of Hours
(Please tick the Flown and
New Used
appropriate box) Cycles since
New
Previous
9. Previously or Existing
Registered in VT
India Registratio
n Mark
10. Particulars of Previous Registration(s)
in any Country outside India, if applicable.
Note: The application shall be accompanied with the Certificate of deregistration from
the previous registering authority.
11. History of Accidents (if any). Indicate incidents/accidents met by the aircraft, the
nature and extent of damage sustained by the aircraft, details of any major repairs carried
out and by whom. If required, a separate appendix may be attached.
Rev. 12, 12th April 2024 14

Section 3: Particulars of Owner(s) / Lessor(s)

12. Owner
Name of Owner (in full)
In case of Company /
Corporation, give Residential Address of
Nationality of Owner(s)
Names of Owners / Directors Owner(s)
and their
Nationalities
13. Lessor
Name of Lessor Address Nationality Principal Place of
Business
14. Lessee
Name of Lessor Address Nationality Principal Place of
Business
Rev. 12, 12th April 2024 15

Section 4: Ownership Details

15. Is the Aircraft Owned Wholly: (Please tick the appropriate box)
Category “A”
(i) By citizens of India; or
(ii) By a company or corporation registered and having its principal place of
business within India; or
(iii) By the Central Government or any State Government or any company or
any corporation owned or controlled by either of the said Governments; or
(iv) By a company or corporation registered elsewhere than in India,
provided that such company or corporation has given the said aircraft on
lease to any person mentioned in sub - clause (i), sub-clause (ii) or sub-
clause (iii)
OR
Category “B”
(i) By persons resident in or carrying on business in India, who are not
citizens of India; or
(ii) By a company or corporation registered elsewhere than in India and
carrying on business in India.
16. Category in which Registration is

claimed (A or B) vide Rule 30 of the Aircraft
Rules, 1937.
17. In the case of aircraft owner as in 15 – Category B (i) or (ii), state

a) How long has the applicant been resident in or
carrying on business in India?
b) Nature of Business of the Owner / Lessor
c) Nature of Business of the Lessee
18. Whether the Aircraft has been Mortgaged /

Hypothecated: Yes/ No
a) If yes, the name of the mortgage/

hypothecating company
Rev. 12, 12th April 2024 16

b) Address and nationality of the mortgage /

hypothecating company
19. Usual
20. Proposed
Station of
Operations
Aircraft
21. Particulars of the Registration Fee Paid
I hereby declare that the above particulars are true in every respect and that nothing
has been concealed or withheld by me. I have studied the relevant Aircraft Rules
and Civil Aviation Requirements and shall abide by them.
Date of Application Signature of Applicant(s)

Note 1: In case the applicant is not the owner, he should provide evidence in
writing that he has been duly authorized by the owner to furnish the required
information and to sign the documents on his behalf.
Note 2: Documentary Proofs of the above items are required to be submitted by the
applicant.
FOR OFFICIAL USE ONLY
While entering the above Aircraft “VT- ….........” on the Indian Civil Aircraft Register,
it has been ensured that:
1) The Requirements of this CAR have been complied with;
2) The Civil Aircraft Register has been updated;

3) The State of Design has been advised of the
Registration (applicable for New Type of Aircraft only).
Date: (Signature of Authorized Officer)
Rev. 12, 12th April 2024 17

Appendix B
Application for Recording of Irrevocable Deregistration and
Export Request Authorisation (IDERA)
(Please complete this form in BLOCK CAPITALS using black or blue ink.)
SECTION 1 – Aircraft Details

SN. Registration Mark VT-
1. Name and address of Manufacturer
2. Type and Model of Aircraft

3. Manufacturer's serial number of Aircraft
4. Type and Model of Engines
5. Name and registered address of Owner
6. Name and registered address of Lessor
7. Name and registered address of Lessee
8. Any other person having right in or over

the object (mortgagee)
SECTION 2 IDERA holder/ Authorised Person or its certified designee details
The applicant is: (Please tick the appropriate box)
IDERA Holder *Authorised Party * Certified Designee
*Authority letter from IDERA Holder must be submitted by Authorised person or its certified
designee.
Name: Signature:
Address
Email
Telephone
SECTION 3— For Official use only
IDERA Specific Reference Number(SRN):
DGCA/IDERA/ / / /
Name: Designation:
Date: Signature:
Rev. 12, 12th April 2024 18

GOVERNMENT OF INDIA
TECHNICAL CENTRE, OPPOSITE SAFDARJUNG AIRPORT, NEW DELHI – 11 0 003

SECTION 1 – GENERAL
SERIES 'C' PART I
Issue III, 24th March 2022
EFFECTIVE: FORTHWITH
F.No. DGCA-15032(02)/1/2022-DAS
Subject: Establishment of a Safety Management System (SMS)
1. INTRODUCTION
1.1 The ICAO safety management SARPs as contained in its Annex 19 to the
convention, provide the high-level requirements, which the States are required to
implement to fulfil their safety management responsibilities related to, or in direct
support of, the safe operation of aircraft.
1.2 In compliance with the standards of ICAO Annexes, various CARs specify the
requirements for the establishment of SMS by a service provider. This CAR
specifies the minimum acceptable requirements for the establishment of SMS by
a service provider.
1.3 This CAR lays down the aviation safety-related processes, procedures and
activities for the establishment of SMS by a service provider and is issued in
accordance with rule 29D and rule 133A of the Aircraft Rules, 1937.
2. APPLICABILITY
2.1 The provisions of this CAR are applicable to an applicant for, or a holder of, one
of the following approvals/permits/licence:
i) Scheduled or Non-Scheduled Operator’s Permit issued under rule 134 or

134A.
ii) Conducting operations of large or turbojet aeroplanes for general aviation.
iii) Engaged in the operation of an aerodrome licensed under rule 78.
iv) Engaged in the type design of aircraft, engines or propellers approved
under rule 133B.
SERIES C PART I 24TH MARCH 2022
v) Engaged in manufacture of aircraft, engines or propellers approved under

rule 133B.
vi) Maintenance organization approved under rule 133B and engaged in the
maintenance of aeroplanes or helicopters.
vii) Training organization approved under rule 41B.
viii) An air traffic service provider.
3. DEFINITIONS
3.1 Acceptable level of safety performance (ALoSP): The level of safety

performance agreed by State authorities to be achieved for the civil aviation
system in a State, as defined in its State safety programme, expressed in terms
of safety performance targets and safety performance indicators.
3.2 Accountable executive: A single, identifiable person having responsibility for the
effective and efficient performance of the State’s SSP or of the service provider’s
SMS.
3.3 Change management: A formal process to manage changes within an

organization in a systematic manner, so that changes which may impact identified
hazards and risk mitigation strategies are accounted for, before the
implementation of such changes.
3.4 Defences: Specific mitigating actions, preventive controls or recovery measures

put in place to prevent the realization of a hazard or its escalation into an
undesirable consequence.
3.5 Errors: An action or inaction by an operational person that leads to deviations

from organizational, or the operational person’s, intentions or expectations.
3.6 Hazard: A condition or an object with the potential to cause or contribute to an

aircraft incident or accident.
3.7 Gap analysis: a gap analysis is basically an analysis of the safety arrangements
already existing within the organization as compared to those necessary for SMS
function
3.8 Inappropriate use: use of safety information for purposes different from the
purposes for which it was collected, namely, use of the information for disciplinary,
civil, administrative and criminal proceedings against operational personnel, and/or
disclosure of the information to the public. (ICAO Annex 13/19)
3.9 Industry codes of practice: Guidance material developed by an industry body,

for a particular sector of the aviation industry to comply with the requirements of
the International Civil Aviation Organization’s Standards and Recommended
Practices, other aviation safety requirements and the best practices deemed
appropriate.
2
Note.— Some States accept and reference industry codes of practice in the
development of regulations to meet the requirements of Annex 19, and make
available, for the industry codes of practice, their sources and how they may be
obtained.
3.10 Just Culture: It is a culture in which personnel are not punished for actions,
omissions or decisions taken by them which are commensurate with their
experience and training, but where gross negligence, wilful violations and
destructive acts are not tolerated.
3.11 Operational personnel: Personnel involved in aviation activities who are in a

position to report safety information.
Note.— Such personnel include, but are not limited to: flight crews; air traffic
controllers; aeronautical station operators; maintenance technicians; personnel of
aircraft design and manufacturing organizations; cabin crews; flight dispatchers,
apron personnel and ground handling personnel.
3.12 Risk mitigation: The process of incorporating defences, preventive controls or

recovery measures to lower the severity and/or likelihood of a hazard’s projected
consequence.
3.13 Safety. The state in which risks associated with aviation activities, related to, or
in direct support of the operation of aircraft, are reduced and controlled to an
acceptable level.
3.14 Safety information: Safety data processed, organized or analysed in a given

context so as to make it useful for safety management purposes.
3.15 Safety management system: A systematic approach to managing safety,

including the necessary organizational structures, accountabilities,
responsibilities, policies and procedures.
3.16 Safety performance: A State or service provider´s safety achievement as defined

by its safety performance targets and safety performance indicators.
3.17 Safety performance indicator: A data-based safety parameter used for

monitoring and assessing safety performance.
3.18 Safety risk: The predicted probability and severity of the consequences or
outcomes of a hazard.
3.19 Safety data: A defined set of facts or set of safety values collected from various
aviation-related sources, which is used to maintain or improve safety.
Note. — Such safety data is collected from proactive or reactive safety-related

activities, including but not limited to:
3
a) accident or incident investigations;

b) safety reporting;
c) continuing airworthiness reporting;
d) operational performance monitoring;
e) Inspections, audits, surveys; or
f) safety studies and reviews
3.20 Safety objective. A brief, high-level statement of safety achievement or desired

outcome to be accomplished by the State safety programme or service provider’s
safety management system.
Note. — Safety objectives are developed from the organization’s top safety risks
and should be taken into consideration during subsequent development of safety
performance indicators and targets.
3.21 Safety oversight: A function performed by a State to ensure that individuals and
organizations performing an aviation activity comply with safety-related national
laws and regulations.
3.22 Safety performance target: The State or service provider’s planned or intended
target for a safety performance indicator over a given period that aligns with the
safety objectives.
3.23 State of Design: The state having jurisdiction over the organisation responsible
for the type design.
3.24 State of Manufacture: The state having jurisdiction over the organisation
responsible for the final assembly of the aircraft.
3.25 Service Provider: refers to any organisation providing aviation product and/or
services. The term includes approved training organisations, organisations
responsible for type design and/or manufacture of aircraft/engines, air traffic
service providers, Ground handling service providers, airlines, aerodromes, as
applicable.
3.26 State of the Operator. The State in which the operator’s principal place of
business is located or, if there is no such place of business, the operator’s
permanent residence.
3.27 State safety programme: An integrated set of regulations and activities aimed at
improving safety.
3.28 Surveillance: The State activities through which the State proactively verifies
through inspections and audits that aviation licence, certificate, authorization or
approval holders continue to meet the established requirements and function at
the level of competency and safety required by the State.
4
4. GENERAL
4.1 A service provider or holder of an approval/certificate/ licence, as specified in para

2 of this CAR shall develop, establish, maintain and adhere to a safety
management system commensurate with the size and the complexity of its
aviation products or services. The safety management system shall be
established in accordance with the framework elements contained in this civil
aviation requirements.
4.2 SMS framework shall incorporate four components and twelve key elements,
mentioned below as the minimum requirements for SMS implementation:
4.2.1 Safety policy and objectives

i) Management commitment
ii) Safety accountability and responsibilities
iii) Appointment of key safety personnel
iv) Coordination of emergency response planning
v) SMS documentation
4.2.2 Safety risk management

i) Hazard identification
ii) Safety risk assessment and mitigation
4.2.3 Safety assurance

i) Safety performance monitoring and measurement
ii) The Management of change
iii) Continuous improvement of the SMS
4.2.4 Safety promotion

i) Training and education
ii) Safety communication
4.3 The safety management system shall be accepted by DGCA.
4.4 Detailed requirements for the acceptance of a safety management system are
laid down in the subsequent paras of this CAR.
5. SAFETY POLICY AND OBJECTIVES
5.1 Management Commitment
5.1.1 The service provider shall define its safety policy in accordance with international
and national requirements. The safety policy shall:
a) reflect service provider commitment regarding safety, including the promotion of a

positive safety culture;
5
b) include a clear statement about the provision of the necessary resources for
implementation of the safety policy;
c) include safety reporting procedures;
d) clearly indicate which types of behaviours are unacceptable related to the service
provider’s aviation activities and include the circumstances under which
disciplinary action would not apply;
e) be signed by the accountable executive of the service provider;
f) be communicated, with visible endorsement, throughout the service provider; and
g) be periodically reviewed to ensure it remains relevant and appropriate to the
service provider.
5.1.2 To reflect the organization’s commitment to safety, the safety policy shall include
a commitment to:
a) continuously improve the level of safety performance;

b) comply with all applicable regulatory requirements;
c) provide all the necessary resources to deliver a safe product or service;
d) ensure safety is a primary responsibility of all managers;
e) ensure that the safety policy is understood, implemented and maintained at all
levels.
f) promote and maintain a positive safety culture within the organization.
5.1.3 Based on the safety policy, the service provider shall define safety objectives. The
safety objectives shall:
a) form the basis for safety performance monitoring and measurement;

b) reflect the service provider’s commitment to maintain or continuously improve
the overall effectiveness of the SMS;
c) be communicated throughout the organization; and
d) be periodically reviewed to ensure that they remain relevant and appropriate to
the service provider.
5.2 Safety Accountabilities and Responsibilities
5.2.1 The service provider shall:
a) identify the accountable executive who, irrespective of other functions, is

accountable on behalf of the organization for the implementation and
maintenance of an effective SMS;
b) clearly define lines of safety accountability throughout the organization,
including a direct accountability for safety on the part of senior management;
c) identify the responsibilities of all members of management, irrespective of other
functions, as well as of employees, with respect to the safety performance of
the organization;
d) document and communicate safety accountability, responsibilities and
authorities throughout the organization; and
e) define the levels of management with authority to make decisions regarding
safety risk tolerability.
6
6. Appointment of Key Safety Personnel
6.1 The service provider shall appoint a safety manager who is responsible for the
implementation and maintenance of the SMS.
6.2 Depending on the size of the service provider and the complexity of its aviation
products or services, the responsibilities for the implementation and maintenance
of the SMS may be assigned to one or more persons.
6.3 In cases where the function is allocated to a group of persons, one of the persons
shall be designated as “lead” safety manager, to maintain a direct and unequivocal
reporting line to the accountable executive. Service provider shall document the
arrangement as adopted in its SMS manual and submit the detail of lead safety
manager/ safety manager as applicable to the DGCA for acceptance.
6.4 The safety manager’s functions include, but are not necessarily limited to:
a) manage the SMS implementation plan on behalf of the accountable executive;

b) responsible for ensuring there is a suitable safety training programme in place
c) performing/facilitating hazard identification and safety risk analysis;
d) monitoring corrective actions and evaluating their results;
e) providing periodic reports on the organization’s safety performance;
f) maintaining safety documentation and records;
g) planning and facilitating staff safety training;
h) providing independent advice on safety matters;
i) monitoring safety concerns in the aviation industry and their perceived impact
on the service provider’s operations aimed at product and service delivery; and
j) coordinating and communicating (on behalf of the accountable executive) with
DGCA and other service providers on issues relating to safety.
6.5 For selection of a safety manager, the service provider shall follow the guidance
provided in ICAO Doc 9859.
6.6 After induction, the safety manager shall be imparted knowledge of the
organization’s operations, procedures and activities as well as the applicable ICAO
Standards and Recommended Practices (SARPs).
6.7 The service provider shall establish Safety Review Board (SRB) and Safety Action
Group (SAG) depending upon size and scope of the service provider. The
guidance for composition and functions of SRB/SAG is provided in ICAO Doc
9859.
7. Coordination of Emergency Response Planning
7.1 The service provider shall establish and maintain Emergency Response Plan
(ERP) for aircraft accidents and incidents in aircraft operations and other aviation
emergencies. An emergency is a sudden, unplanned situation or event requiring
immediate action. It shall be ensured that the ERP is properly coordinated with
7
ERPs of those organisations it must interface with during the provision of its
products and services.
8. Documentation
8.1 The service provider shall develop and maintain an SMS manual that describes
its safety policy and objectives; SMS requirements; SMS processes and
procedures; accountability, responsibilities and authorities for SMS processes
and procedures. The contents of SMS Manual shall be as given in Appendix A to
this CAR.
8.2 The service provider shall develop and maintain SMS operational records as part
of its SMS documentation.
9. SAFETY RISK MANAGEMENT
9.1 Hazard Identification
9.1.1 The service provider shall develop and maintain a process to identify hazards
associated with its aviation products or services.
9.1.2 Hazard identification shall be based on a combination of reactive and proactive

methods.
9.2 Safety Risk Assessment and Mitigation
9.2.1 The service provider shall develop and maintain a process that ensures analysis,
assessment and control of the safety risks associated with identified hazards.
9.2.2 Safety risk assessments and safety risk mitigations shall be continuously reviewed
to ensure they remain effective.
9.2.3 The organizations shall adopt a methodology suited to the scope and complexity
of their activities and adaptable to their individual resources and expertise.
10. SAFETY ASSURANCE
10.1 Safety Performance Monitoring and Measurement
a. The service provider shall develop and maintain the means to verify the safety
performance of the organisation and to validate the effectiveness of safety risk
controls.
b. The service provider’s safety performance shall be verified with reference to the
safety performance indicators and safety performance targets of the SMS in
support of the service provider’s safety objectives by means of Safety Data
8
Collection and Processing System (SDCPS). A more complete and realistic

picture of the service provider’s safety performance will be achieved if SPIs
encompass a wide spectrum of indicators. This should include:
i. low probability/high severity events
ii. high probability/low severity events
iii. process performance
10.2 Management of Change
10.2.1 The service provider shall develop and maintain processes to identify changes
which may affect the level of safety risk associated with its aviation products or
services and to identify and manage the safety risks that may arise from those
changes.
10.3 Continuous Improvement of the SMS
The service provider shall monitor and assess its SMS processes to maintain or
continuously improve the overall effectiveness of the SMS.
11. SAFETY PROMOTION
11.1 The service provider shall ensure effective communication throughout all levels of
the service provider, sharing information about safety objectives and current safety
activities and issues.
11.2 The Communication shall be from the ‘bottom-up’, in an environment that allows
management to receive open and constructive feedback from operational
personnel and to demonstrate that they are taking action in response to such
feedback.
12. SAFETY TRAINING
12.1 The service provider shall develop and maintain a safety training programme to
ensure that the personnel are trained and competent to perform the SMS duties.
12.2 The scope of the safety training programme shall be appropriate to each
individual’s involvement in the SMS.
(NOTE: the guidance on safety training program is provided in Appendix- B)
13. SAFETY COMMUNICATION
13.1 The service provider shall develop and maintain formal means for safety
communication that:
a) ensures personnel are aware of the SMS to a degree commensurate with their
positions;
9
b) conveys safety-critical information;

c) explains why particular actions are taken to improve safety; and
d) explains why safety procedures are introduced or changed.
13.2 The service provider shall ensure that all SMS elements are developed and
implemented within a framework of just culture.
13.3 The organization shall ensure that policies and procedures to support just culture
are established and documented. Such policies and procedures shall include the
following, but not limited to:
i) Mandatory and voluntary safety reporting systems; and
ii) Staff management including disciplinary procedures.
13.4 The senior management shall familiarize themselves with the principles and
practice of Just Culture and incorporate a structured strategy for its development
as part of the SMS implementation.
14. INTERFACE MANAGEMENT
14.1 A service provider’s interfaces with other organizations can make a significant
contribution to the safety of its products or services. Service provider shall have
process in place for identification and management of safety risk associated with
internal (e.g. between departments) and external (e.g. other service providers or
contracted services) interfaces.
14.2 All safety issues or safety risks related to the interfaces should be documented
and made accessible to each organization for sharing and review.
14.3 The coordination between the organizations involved in the interface should
include:
a. Clarification of each organization’s roles and responsibilities;
b. Agreement of decisions on the actions to be taken (e.g. safety risk control
actions and timescales);
c. Identification of what safety information needs to be shared and
communicated;
d. How and when coordination should take place (task force, regular meetings,
ad hoc or dedicated meetings); and
e. Agreeing on solutions that benefit both organizations but that do not impair
the effectiveness of the SMS.
15. HOLDER OF MORE THAN ONE CERTIFICATE
15.1 The holder of more than one licence, approval or certificate as referred to in Para
2 of this CAR, shall integrate the requirements of these Parts into a single SMS,
subject to the acceptance of the DGCA.
10
16. GUIDANCE AND PLAN FOR IMPLEMENTATION OF SMS
16.1 A Service provider shall implement the SMS in planned phases in accordance with
in Appendix C to this CAR.
17. GUIDANCE FOR PROTECTION OF SAFETY INFORMATION
17.1 The sole purpose of safety information shall be for improving aviation safety. The
safety information so collected by DGCA and service provider shall qualify for
protection under specified conditions.
17.2 Detailed guidance on protection of safety information is given in Appendix D to this

CAR.
(Arun Kumar)
11
Appendix ‘A’
CONTENTS OF THE SMS MANUAL
The contents of the SMS manual may include the following sections:
1.1 Document control;

1.2 SMS regulatory requirements;
1.3 Scope and integration of the safety management system;
1.4 Safety policy;
1.5 Safety objectives;
1.6 Role, Safety accountability and responsibility of Personnel Involved in SMS
1.7 Safety reporting and remedial actions;
1.8 Hazard identification and risk assessment;
1.9 Safety performance monitoring and measurement;
1.10 Safety-related investigations and remedial actions;
1.11 Safety training and communication;
1.12 Continuous improvement and SMS audit;
1.13 SMS records management;
1.14 Management of change; and
1.15 Emergency/contingency response plan.
12
Appendix ‘B’
GUIDANCE ON SAFETY TRAINING
The safety training programme shall include both initial and recurrent training to maintain
competencies. The training programme should be tailored to the needs of the individual’s
role within the SMS of the organization. A suggested training program is as follows:
1. Initial safety training should consider, as a minimum, the following:
a. DGCA SMS related provisions and overview of State Safety Programme
b. Organizational safety policies and safety objectives
c. Organizational roles and responsibilities related to safety
d. Basic Safety Risk Management principles;
i. Identification of hazards
ii. Mitigation of safety risks
e. Safety reporting systems
f. Interface management
g. The organization’s SMS processes and procedures
h. Human factors.
i. The organizations safety culture.
2. Recurrent safety training should focus on changes to the SMS policies,

processes and procedures and should highlight any specific safety issues
relevant to the organization or lessons learned.
3. Specific training shall be developed for senior managers and for the accountable
executive that includes the following topics:
a. Specific awareness training on their SMS

b. Accountabilities and responsibilities
c. Importance of compliance with national and organizational safety
requirements
d. Management commitment and safety leadership
e. Data driven decision making
f. Allocation of resources
g. Promotion of the safety policy and the SMS
h. Promotion of a positive safety culture
i. Effective interdepartmental safety communication
j. Safety objective, SPIs, SPTs and alert levels
k. Disciplinary policy.
13
Appendix ‘C’
PHASE-WISE IMPLEMENTATION OF SMS
Timelines for At the time of Application for At the time of Application for + 18 Months (Phase 3) + 18 Months (Phase 4)
Implementation AOC/AOP/Approval/Certification AOC/AOP/Approval/Certification
(Phase 1) (Phase 2)
To demonstrate a) Identify SMS accountable a) Establish safety policy and a) Establish voluntary a) Enhance existing disciplinary
executive. objectives. hazard reporting procedure/ policy with due
b) Establish SMS b) Define safety management procedure. consideration of unintentional errors
implementation team. responsibilities and b) Establish safety risk or mistakes from deliberate or gross
c) Define scope of the SMS. accountabilities across management violations.
d) Perform SMS gap analysis. relevant departments of the procedures. b) Integrate hazards identified from
e) Develop SMS organization. c) Establish occurrence occurrence investigation reports with
implementation plan. c) Establish SMS/safety reporting and the voluntary hazard reporting
f) Establish key person/office coordination mechanism/ investigation system.
responsible for the committee. procedures. c) Integrate hazard identification and
administration and d) Establish departmental/ d) Establish safety data risk management procedures with
maintenance of the SMS. divisional SAGs where collection and the sub-contractor’s or customer’s
g) Establish SMS training applicable. processing system for SMS where applicable.
program for personnel, with high-consequence d) Enhance safety data collection and
e) Establish emergency
priority for the SMS outcomes. processing system to include lower-
response plan.
implementation team. e) Develop SPIs consequence events.
f) Initiate progressive
h) Initiate SMS/safety
development of SMS associated with “low e) Develop SPIs associated with “low
communication channels. probability/high
document/manual and other probability/high severity events, high
supporting documentation. severity events” and probability/low severity events,
associated targets and process performance” and
alert settings. associated targets/alert settings.
f) Establish management
f) Establish SMS audit programs or
of change procedure
integrate them into existing internal
that includes safety
and external audit programs.
risk assessment.
g) Establish internal
g) Establish other operational SMS
review/ survey programs where
quality audit program.
appropriate.
h) Establish external
quality audit program. h) Ensure that SMS training program
for all relevant personnel has been
completed.
i) Promote safety information sharing
and exchange internally and
externally.
Note:
 Actual implementation period is dependent on the scope of actions required for each element allocated and the size/complexity of the organization. The time
period will be acceptable to the DGCA as part of SMS acceptance process.
 Small and non-complex organizations should develop a simplified SMS that is workable with limited resources and expertise. While SMS should include all of
the key SMS elements described in this CAR, documentation and procedures should be limited to the scope of the organization’s activities and readily used
without excessive management effort.
14
Appendix ‘D’
GUIDANCE ON PROTECTION OF SAFETY INFORMATION
Description
Safety Data Collection and Processing System (SDCPS) refers to databases,

schemes for exchange of information, and recorded information and include, but not
limited to:
a) Records/evidence pertaining to accident and incident investigations.

b) Mandatory safety reporting system.
c) Voluntary safety reporting system.
d) Data/information captured from DGCA Oversight (regulatory audits/surveillance/
spot checks, etc.).
e) Self-disclosure reporting systems, including automatic data capture systems.
Principles of Protection
a) Safety information shall qualify for protection from inappropriate use according to
specified conditions that will include, but not necessarily be limited to, collection of
information for explicit safety purposes and disclosure of such information would
inhibit its continued availability.
b) Safety information shall not be used in a way different from the purposes for which
it was collected.
Principles of Exception
Exceptions to the protection of safety information shall only be granted when:
a) DGCA considers that circumstances reasonably indicate that the occurrence may
have been caused by conduct with intent to cause damage or conduct with
knowledge that damage would probably result, equivalent to reckless conduct,
gross negligence or willful misconduct.
b) Review by DGCA determines that the release of the safety information is
necessary for the proper administration of justice, and that its release outweighs
the adverse domestic and international impact and such a release may have on
the future availability of safety information.
Public Disclosure
Subject to the principles of protection and exception outlined above, any person
seeking disclosure of safety information shall justify its release. Formal criteria for
disclosure of safety information shall be established to include, but not necessarily be
limited to, the following:
15
a) Disclosure of the safety information is necessary to correct conditions that

compromise safety and/or to change policies and regulations.
b) Disclosure of the safety information does not inhibit its future availability in order
to improve safety.
c) Disclosure of relevant personal information included in the safety information
complies with applicable privacy laws.
d) Disclosure of the safety information is made in a de-identified, summarized or
aggregate form.
e) It shall be the responsibility of the custodian of safety information to apply all
possible protection regarding the disclosure of the information, unless:
i. There is a consent of the originator of the information for disclosure; or
ii. There is a reason that release of safety information is in accordance with the
principles of exception.
16
GOVERNMENT OF INDIA

SERIES F PART XXIII
ISSUE I, DATED 27TH DECEMBER 2017 EFFECTIVE: FORTHWITH
F. No. 11-690/F-XXIII/2017-AI(2)
Subject: Issue/Renewal and Suspension of Special Certificate of

Airworthiness.
1. Introduction:
Rule 15 requires that no aircraft shall be flown unless that all aircraft possess a
valid Certificate of Airworthiness (C of A) or Special Certificate of Airworthiness.
Rule 50 of the Aircraft Rules, 1937 empowers the Director General of Civil Aviation
(DGCA) to issue certificate of airworthiness or Special Certificate of Airworthiness
of an Aircraft. Sub-rule (4) of the said rule allows for the issuance of the special
certificate of airworthiness in one or more of the categories as specified by the
Director-General. Further, sub rule 6 of the said rule states that a special certificate
of airworthiness shall be valid for such periods as may be specified in the certificate
and maybe renewed from time to time by the Director-General.
Sub-rule 2 of Rule 55 empowers the Director-General to suspend or cancel the

Certificate of Airworthiness or Special Certificate of Airworthiness whenever
reasonable doubt exists as to the safety of an aircraft or as to the safety of the type
to which that aircraft belongs.
This CAR is issued under the provisions of Rule 133A of the Aircraft Rules, 1937,
for information, guidance and compliance by owner/ operators of aircraft and lays
down the requirements for the issuance/ renewal of Special Certificate of
Airworthiness. This CAR also specifies the categories for the issuance of Special
Certificate of Airworthiness and the conditions for revalidation of a suspended
Special Certificate of Airworthiness.
1
SERIES ‘F’ PART XXIII 27TH DECEMBER 2017
2. Accepted Airworthiness Standards for issue of special Certificate of
Airworthiness
Each aircraft either manufactured in India or imported into India for which a
Special Certificate of Airworthiness is to be issued, shall conform to the
accepted design standards and be in a condition for safe operation. To be
eligible for issuance of Special Certificate of Airworthiness, an aircraft shall
hold a:-
(i) Restricted Type Certificate issued by DGCA under Rule 49 or 49A; or

(ii) Restricted type certificate validated byDGCA under Rule 49B; or
(iii) Restricted type certificate recognized by DGCA under Rule 49E; or
(iv) A document stating that the design standard has been accepted by DGCA
under Rule 49I.
3. Categories of Special C of A
3.1 The Special Certificate of Airworthiness may be issued in one or more of the
following categories. The operation of the aircraft shall be restricted to the
categories specified in the Special C of A:
1. Primary Category
2. Restricted Category
3. Light-Sport Category
4. Amateur built Category
3.2 Primary Category
1) Purpose: The aircraft flown for recreation and personal use.
2) Condition(s) for issue of special airworthiness certificates for primary category

aircraft:
(a) New primary category aircraft manufactured under a production

certificate/ production organisation approval.
An applicant for special airworthiness certificate-primary category for a new

aircraft that meets the criteria laid down at (c) below and manufactured under a
production approval, including aircraft assembled by another person from a kit
provided by the holder of the production approval and under the supervision
and quality control of that holder, is entitled to a special certificate of
airworthiness without further showing, except that the DGCA may inspect the
aircraft to determine conformity to the type design and condition for safe
operation.
2
(b) Imported aircraft.
An applicant for a special airworthiness certificate-primary category for an

imported aircraft type accepted by DGCA is entitled to a special certificate of
airworthiness if the civil airworthiness authority of the country in which the
aircraft was manufactured certifies, and the DGCA finds after inspection, that
the aircraft conforms to an approved type design and meets the criteria laid
down in (c) below and is in a condition for safe operation.
(c) Criteria for the issue of Special C of A in ‘Primary’ Category:
The aircraft—
(i) Is unpowered; is an airplane powered by a single, naturally

aspirated engine with a 61-knot or less Vso stall speed; or is a
rotorcraft with a 6-pound per square foot main rotor disc loading
limitation, under sea level standard day conditions;
(ii) Weighs not more than 1200 Kgs; or, for seaplanes, not more than 1500
Kgs;
(iii) Has a maximum seating capacity of not more than four persons,
including the pilot; and
iv) Has an unpressurized cabin.
3.3 Restricted Category
1) Purpose: Aircraft issued with a "restricted" category type certificate,

including the aircraft used for the following purpose :
 Agricultural (spraying, dusting, and seeding, and livestock and predatory

animal control)
 Forest and wildlife conservation
 Aerial surveying (photography, mapping, and oil and mineral
exploration)
 Patrolling (pipelines, power lines)
 Weather control (cloud seeding)
 Aerial advertising (skywriting, banner towing, airborne signs and public
address systems)
 Other operations specified by DGCA
3
2) Condition(s) for issue of special airworthiness certificates for Restricted
category aircraft:
(a) Aircraft manufactured under a production certificate or type

certificate.
An applicant for the issue of a restricted category special certificate of

airworthiness for an aircraft type certificated in the restricted category, that
was not type certificated in any other category, must comply with the
appropriate provisions relating to the issue of certificate of airworthiness.
(b) Import aircraft.
An applicant for the issue of a special certificate of airworthiness for a

restricted category import aircraft is entitled to that certificate if—
(1) The aircraft is type-certificated as per criteria laid down in (c) and
produced under the authority of another State of Manufacture;
(2) The State of Manufacture certifies that the aircraft conforms to the type
design and is in condition for safe operation; and
(3) The DGCA finds that the aircraft conforms to the type design and is in
condition for safe operation.
(c) Criteria for issue of Special C of A in ‘Restricted’ Category:
(1) Aircraft is type certified in restricted category for special operations
(2) Aircraft meets airworthiness requirements except those not required/

inappropriate for special purpose for which the aircraft is to be used.
3.4 Light-Sport
1) Purpose: To operate a light-sport aircraft, Microlight, Power hang gliders,

Motor glider, ultralight, Gyro plane aircraft.
2) Conditions for issue of special airworthiness certificates for ‘Light-Sport’

category:
(a) The aircraft conforms to the DGCA accepted design standard under rule
49I and is in condition for safe operation.
(b) An applicant must provide DGCA with—
(i) The aircraft's operating instructions;
(ii) The aircraft's maintenance and inspection procedures;
4
(iii) The manufacturer's statement of compliance as described in
paragraph (e) of this section; and
(iv) The aircraft's flight training supplement.
(c) The aircraft must not have been previously issued a standard, primary,
restricted, limited, or provisional certificate of airworthiness, or an
equivalent certificate of airworthiness issued by a foreign civil aviation
authority.
(d) The aircraft must be inspected by the DGCA and found to be in a condition
for safe operation.
(e) Manufacturer's statement of compliance for light-sport category aircraft.

The manufacturer's statement of compliance required in paragraph (b)
(iii) above must—
(1) Identify the aircraft by make and model, serial number, class, date
of manufacture, and consensus standard used;
(2) State that the aircraft meets the provisions of the identified
consensus standard;
(3) State that the aircraft conforms to the manufacturer's design data,
using the manufacturer's quality assurance system that meets the
identified consensus standard;
(4) State that the manufacturer will make available to any interested
person the following documents that meet the identified consensus
standard:
(i) The aircraft's operating instructions.
(ii) The aircraft's maintenance and inspection procedures.
(iii) The aircraft's flight training supplement.
(5) State that the manufacturer will monitor and correct safety-of-flight
issues through the issuance of safety directives and a continued
airworthiness system that meets the identified consensus standard;
(6) State that at the request of the DGCA, the manufacturer will
provide unrestricted access to its facilities; and
(7) State that the manufacturer, in accordance with a production

acceptance test procedure that meets an applicable consensus
standard has—
(i) Ground and flight tested the aircraft;
5
(ii) Found the aircraft performance acceptable; and
(iii) Determined that the aircraft is in a condition for safe operation.
(f) Light-sport aircraft manufactured outside India. For aircraft

manufactured outside India to be eligible for a special certificate of
airworthiness in the light-sport category, an applicant must meet the
requirements of paragraph (2) (b) of this section and provide to DGCA
evidence that the aircraft is eligible for a special certificate of
airworthiness, flight authorization, or other similar certification in its
country of manufacture.
3.5 Amateur built Aircraft
1) Purpose: Aircraft for following purpose
(i) Research and Development

(ii) Showing compliance with regulations
(iii) Crew Training
(iv) Exhibition
(v) Air Racing
(vi) Market surveys
(vii) Operating amateur-built aircraft
(viii) Operating Primary kit-built aircraft
2) A special certificate of airworthiness in the Amateur built category is issued

to operate an aircraft that does not have a type certificate or does not
conform to its type certificate and is in a condition for safe
operation. Additionally, this certificate is issued to operate a primary
category kit-built aircraft that was assembled without the supervision and
quality control of the production certificate holder.
3) Special certificates of airworthiness may be issued in the Amateur built

category for the following purposes:
a) Research and development: Testing new aircraft design concepts,

new aircraft equipment, new aircraft installations, new aircraft
operating techniques, or new uses for aircraft.
b) Showing compliance with regulations: Conducting test flights and
other operations to show compliance to the airworthiness regulations
including flight to show compliance for issuance of type and
supplemental type certificates, flights to substantiate major design
changes, and flights to show compliance with the function and
reliability requirements of the regulations
c) Crew training: for training the applicant’s flight crews in Amateur built
aircraft for subsequent operation of aircraft being flight tested in type
certificate programs or for production flight testing.
d) Exhibition: to exhibit an aircraft’s flight capabilities, performance, or
unusual characteristics for air shows, motion pictures, television, and
6
similar productions, and for the maintenance of exhibition flight
proficiency.
e) Air racing: Participating in air races, including (for such participants)
practicing for such air races and flying to and from racing events.
f) Market surveys: Use of aircraft for purposes of conducting market
survey and crew training only as provided in (c).
g) Operating amateur-built aircraft: Operating an aircraft the major portion
of which has been fabricated and assembled by persons who
undertook the construction project solely for their own education or
recreation and meets the requirements contained in CAR Section 6
Series A Part III.
h) Operating Primary kit-built aircraft. Operating a primary category
aircraft that meets the criteria as laid down therein and that was
assembled by a person from a kit manufactured by the holder of a
production certificate for that kit, without the supervision and quality
control of the production certificate holder.
4) Special Certificate of Airworthiness in ‘Amateur built l’ Category: Aircraft to

be used for market surveys and crew training.
a) A manufacturer of aircraft manufactured within India may apply for a

Special Certificate of Airworthiness in ‘Amateur built’ Category for an
aircraft that is to be used for market surveys, sales demonstrations, or
customer crew training.
b) A manufacturer of aircraft engines who has altered a type certificated

aircraft by installing different engines, manufactured by him within India,
may apply for Special Certificate of Airworthiness in ‘Amateur built’
Category for that aircraft to be used for market surveys, sales
demonstrations, or customer crew training, if the basic aircraft, before
alteration, was type certificated in the normal, acrobatic, commuter, or
transport category.
c) A person who has altered the design of a type certificated aircraft may
apply for Special Certificate of Airworthiness in ‘Amateur built ’ Category
for the altered aircraft to be used for market surveys, sales
demonstrations, or customer crew training if the basic aircraft, before
alteration, was type certificated in the normal, utility, acrobatic, or
transport category.
d) An applicant for Special Certificate of Airworthiness in ‘Amateur built’

Category under this section is entitled to that certificate if, in addition to
meeting the requirements of 5) —
(i) He has established an inspection and maintenance program for the

continued airworthiness of the aircraft; and
(ii) The applicant shows that the aircraft has been flown for at least 50
hours, or for at least 5 hours if it is a type certificated aircraft which
7
has been modified. The DGCA may reduce these operational
requirements if the applicant provides adequate justification.
5) Special Certificate of Airworthiness in ‘Amateur built’ Category: general.
An applicant for Special Certificate of Airworthiness in ‘Amateur built’

Category must submit the following information:
(a) A statement, setting forth the purpose for which the aircraft is to
be used.
(b) Enough data (such as photographs) to identify the aircraft.
(c) Upon inspection of the aircraft, any pertinent information found

necessary by the DGCA to safeguard the general public.
(d) In the case of an aircraft to be used for experiment purposes—
(1) The purpose of the experiment;
(2) The estimated time or number of flights required for the

experiment;
(3) The areas over which the experiment will be conducted; and
(4) Except for aircraft converted from a previously certificated

type without appreciable change in the external
configuration, three-view drawings or three-view
dimensioned photographs of the aircraft.
4. Application for issue of Special C of A
4.1 After the aircraft has been registered, the owner or his authorized
representative may apply to DGCA headquarters together with
necessary fees for issue of Special Certificate of Airworthiness (CA
Form 25A- Appendix 'A' & B)
4.2 A copy of the application along with supporting documentation shall

also be submitted to the regional/ sub-regional office where the
aircraft will be based.
4.3 Documents/ technical literature
4.3.1 If the type of aircraft is being introduced/ imported into the country for
the first time (new or used), the owner/ operator shall supply, free of
cost, one set each of the following updated technical literature, to
DGCA Hdqrs and Regional/ Sub-Regional Office of DGCA
for retention:
8
(i) Restricted Type Certificate along with Type Certificate Data Sheets
issued/ validated/ recognized by DGCA or a document stating that
the design standard has been accepted by DGCA (AED) under Rule
49I.
(ii) Special Certificate of Airworthiness or equivalent document issued

by the country of Export.
(iii) Manufacturers recommended inspection document.
(iv) Pilots‘ Operating Handbook
(v) A copy of security clearance issued by DGCA based on the security

clearance issued by MHA.
Note: Documents issued by the manufacturers in electronic format in

lieu of hard copies are acceptable.
4.3.2 The owner/ operator shall ensure that any amendments to the above
documents are forwarded to DGCA Hdqrs and/ or to the respective
Regional/Sub Regional office promptly.
4.3.3 In addition to the documents required in the above paras, the following
Log Books/ Certificates/ documents shall also be submitted:
(i) Duly filled original log books along with a certificate from owner/
operator or certifying staff that all applicable modification/ /inspection
have been complied with at the time of issue of Special C of A or
equivalent document by exporting country.
(ii) In case the aircraft was imported in a dismantled condition, an

erection certificate signed by an appropriately licensed/ authorised
personal for thepurpose.
(iii) Flight Test Report for the aircraft as per para 11.6 of CAR Section 6,
Series A, Part III.
(iv) Weight schedule giving the empty weight CG location.
(v) List of component giving details of components “life” for each major
component listed in manufacturers recommended inspection
document.
4.4 Documents/ technical literature for amateur built aircraft constructed in

India
4.4.1 If the type of aircraft is being constructed in India the owner/ operator shall
supply, one set each of the following updated technical literature, to DGCA
9
Hdqrs and Regional/ Sub-Regional Office of DGCA for retention:
(i) A document stating that the design standard has been
accepted by DGCA under Rule 49I.
(ii) Recommended inspection document.
(iii) Pilots’ Operating Handbook
(iv) A copy of security clearance issued by DGCA based on the

security clearance issued by MHA.
(v) Duly filled original log books along with a certificate from owner/
operator or certifying staff that all applicable inspections have
been complied with at the time of issue of Special C of A or
equivalent document.
(vi) Flight Test Report for the aircraft as per para 11.6 of CAR
Section 6, Series A, Part III.
(vii) Weight schedule giving the empty weight CG location.
(viii) List of component giving details of components “life” for each

major component listed in manufacturers recommended
inspection document.
5. Issue of Special C of A
5.1 On receipt of the application along with the necessary fees in accordance with
Rule 62 and requisite documents, partially filled Special Certificate of
Airworthiness will be forwarded by DGCA Hdqrs to the concerned Regional/
Sub-Regional Airworthiness Office. (Format of the Special Certificate of
Airworthiness issued by DGCA is enclosed as Appendix ‘E’).
5.2 The Regional/ Sub-Regional Airworthiness Office on being satisfied that the
aircraft is in a condition of safe operation, may issue the Special Certificate of
Airworthiness on the basis of Special Certificate of Airworthiness or equivalent
document issued by the country of export, physical inspection of the aircraft and
scrutiny of other related documents.
5.3 Officers of regional/ sub-regional office shall inspect the aircraft to the extent
possible, to establish that all the instruments and equipment as applicable have
been installed and are in serviceable condition. In case any deficiency is noticed
during inspection by the Airworthiness officer, the owner / operator will be advised
to make up the deficiencies pointed out before the issuance of Special Certificate
of Airworthiness.
6. Validity of Special Certificate of Airworthiness:
10
6.1 The Special C of A shall be valid for a period not exceeding one year and may
be renewed further for a period not exceeding one year at a time. The validity of
special C of A is subject to the following conditions:
(i) all due maintenance specified in the manufacturer’s recommended

inspection document have been completed; and
(ii) all mandatory modifications issued by manufacturer, have been
complied with; and
(iii) each discrepancy recorded in the technical log has been actioned and
certified; and
(iv) all components’ lives are within the limits laid down in the manufacturers
recommended inspection document; and
(v) the operating manual or equivalent is current version for the aircraft.
7. Maintenance requirement of aircraft issued with Special C of A
7.1 Microlight, light sport aircraft, glider, balloon or an airship shall be certified by
an aircraft maintenance engineer holding a licence in Category A or Category
B1 or Category B3 or an authorised person.
7.2 The maintenance of an Amateur built /amateur built aircraft, by a licensed

Aircraft Maintenance Engineer is not mandatory. An appropriately qualified
person trained by primary manufacturer the primary builder will be granted
authorization by DGCA to inspect and certify such aircraft. DGCA will review
the background of the person and his ability to maintain the aircraft in an
airworthy condition. This is particularly applicable in situations where the
builder wants to carry out maintenance himself.
8. Renewal of Special Certificate of Airworthiness.
8.1 An application for renewal of Special C of A shall be completed and submitted

to concerned airworthiness office by the owner/ operator of the aircraft as per
the enclosed proforma at Appendix ‘C’ at least 15 days prior to the expiry of the
special certificate of airworthiness along with the necessary fees as per Rule
62. The application shall be accompanied with a certificate confirming
compliance and adherence in respect of the items listed in Appendix ‘D’ duly
signed by the owner/ operator.
8.2 The applicant shall make the aircraft available for reasonable period at a time
and place acceptable to DGCA for such checks and inspections as may be
required.
8.3 The applicant shall establish that the aircraft is in condition of safe operation in
all respects.
8.4 The applicant shall provide the necessary personnel and equipment so that
required checks and inspections may be satisfactorily carried out.
11
8.5 All relevant records of aircraft maintenance, flight tests should be made
available to the officers of DGCA at the time of inspection for renewal of Special
C of A.
8.6 Documents to be provided to DGCA for renewal of Special C of A:
8.6.1 A copy of an inspection report giving brief details of the work done
since last issue/ renewal of C of A to establish that the aircraft had
been maintained. This report should include the following documents:
i. A record of work accomplished since the last issue/ renewal of the

certificate;
ii. A record showing details of major checks carried out since the last
issue/ renewal of the certificate;
iii. A record of airframe, engine(s) and propeller(s) flying hours as follows:
a) the total flying hours for the airframe since new and the flying hours
since the last renewal;
b) the total flying hours for the engine(s) since new and the flying
hours since the last overhaul;
c) the total flying hours for the propeller(s) since new and the flying
hours since the last overhaul.
8.6.2 A record showing compliance with:
- Airworthiness Directives (if applicable);

- mandatory modification issued by the manufacturer (as applicable);
- Compliance status of manufacturer’s inspection document;
- Accident / Incident that the aircraft suffered and action taken;
8.6.3 A flight test report.
8.7 In case the Airworthiness Officer completes his final inspection of the aircraft
and its documents, after the expiry of the Special C of A, or within 30 days
before the expiry of special C of A then the currency of special C of A would
start from the date of inspection.
9. Suspension or cancellation of Special Certificate of Airworthiness:
9.1 The special C of A of an aircraft shall be deemed to be suspended when the

aircraft,
(a) ceases or fails to conform with the requirement of relevant aircraft

rules, in respect of operation, maintenance, modification, repair,
replacement, or inspection, applicable to that aircraft; or
(b) is modified or repaired otherwise than in accordance with the
provisions of the aircraft rules; or
(c) suffers major damage; or
12
(d) develops a major defect which would affect the safety of the aircraft or
its occupants in subsequent flights.
9.2 If, at any time, the Director-General is satisfied that reasonable doubt exists
as to the safety of an aircraft or as to the safety of the type to which that aircraft
belongs, he may –
(a) suspend or cancel the special certificate of airworthiness in respect of

the aircraft; or
(b) require the aircraft or an aircraft component or an item of equipment

of that aircraft to undergo such modification, repair, replacement,
overhaul, inspection including flight tests and examination under the
supervision of an approved person as the Director-General may
specify, as a condition of the special certificate of airworthiness
remaining in force;
9.3 An aircraft shall not be flown during any period for which its special certificate
of airworthiness is suspended or deemed to be suspended without a special
flight permit issued by DGCA under Rule 55A.
9.4 Whenever an aircraft suffers major damage or defect or any of the condition,
enumerated above is encountered, it shall be the responsibility of the
owner/ operator to inform the concerned Airworthiness Office, promptly,
with the extent of damage or nature of defect and circumstances, which
caused the same.
9.5 The Regional/Sub-regional Airworthiness Office may require the owner or

operator to render a survey report on the damage or nature of defect
encountered which resulted in suspension.
9.6 When the special C of A of an aircraft is suspended or deemed to be

suspended, the Officer-in-charge of the Airworthiness Office may, upon an
application made by the owner/ operator and subject to such requirements as
specified by him, having regard to the safety of the aircraft and persons thereon
permit the aircraft to be ferry flown to a place where the maintenance required
to remove the suspension of C of A can be performed under the provision of
Rule 55A.
10. Revalidation of a suspended special C of A
10.1 In case the Special C of A of aircraft is suspended on account of a major

accident or due to any other reason, the same will be revalidated, subject to the
completion of the required repair/ modification/ maintenance action, from the
date of inspection by Airworthiness Officer and will be valid only up to the date
of the previous currency of the Special C of A.
11. The issue of special C of A may be refused to an aircraft where reasonable

doubt exists regarding its airworthiness or where required document(s) have
not been made available or false information has been furnished. The DGCA
13
may withhold the issue of special C of A, if the aircraft is known or suspected
to have features, which may jeopardize safety or airworthiness of the aircraft.
12. The Special Certificate of Airworthiness of an aircraft may be cancelled, if it is

observed that the Special Certificate of Airworthiness has been obtained by
false/fraudulent means.
13. Notwithstanding the above, the DGCA may require the owner/ operator to
comply with additional requirements prior to issue/ renewal of the special C of
A of the aircraft to ensure its continued airworthiness and safe operations.
(B. S. Bhullar)
14
APPENDIX 'A'
GOVERNMENT OF INDIA CA 25A
Application for Issue of Special Certificate of Airworthiness

2. Nationality
3. Name and address of applicant

(if other than the owner of aircraft)
6. State of design
(b) Type (g) Type of propeller (where

applicable)
(c) Series (h) Passenger seating capacity
(d) Manufacturer's serial number (i) Avionics installed.
(e) Type of engine (j) Minimum crew required

(As per manufacturers
document)
9. Maximum take-off mass of aircraft (as
given in manufacturers document)
(b) Engine in hours/cycle
(a)
Port……………..………(inboard)
Aircraft…………….…hours……………
…………………(outboard)
cycles (if applicable)
Starboard………………(inboard)
……………(outboard)
11. Date of last inspection:
15
12. Is the aircraft: (Applicable for aircraft
manufactured in India)
a) a prototype,
b) Series aircraft
13. (Applicable for foreign manufactured

aircraft)
(a) State of Origin of Special Certificate

of Airworthiness presented
(b) Serial Number of the Special
Certificate of Airworthiness presented
(d) Special C of A category:
(Refer Para 3 of the CAR for Categories of Special
C of A )
14. Name and address of Organisation/

Licensed Aircraft Maintenance Personnel
with whom aircraft is available for
inspection
15. Details of fees paid
16. DECLARATION
I hereby declare that the particulars entered on this application and the appendix is
true and correct to the best of my knowledge and belief.
Date: Signature
Name:
1. Details of aircraft as per Appendix B.
2. Certificate of Erection signed by an Aircraft Maintenance Engineer/ authorized

personnel.
3. Certificate of Flight Test signed by licenced / authorized pilot.
4. Documents as required in CAR Section 2, Series ‘F’ Part XXIII.
16
Appendix B
APPENDIX TO THE CA 25A
DETAILS OF AIRCRAFT SYSTEMS, INSTRUMENTS AND EQUIPMENT

INSTALLED IN THE AIRCRAFT
1. Main batteries:
a) Nickel/ Cadmium
b) Lead/ Acid
c) Number fitted

a) Rotating beacons
b) Strobe lights
5.Type of Compass:
6. OTHER INFORMATION

8. Give details of equipment (other than
that listed above) which has been
introduced by modification action (state
manufacturer and type)
9. Give details of changes, if any,

introduced in the Flight Operating
Handbook a result of modification action
Note: All items should be completed as appropriate; in cases where items
are not relevant, the words "Not applicable" should be entered.
Date: Signature
Designation
17
APPENDIX 'C'
GOVERNMENT OF INDIA
Application for Renewal of Special Certificate of Airworthiness

Renewal of Special Certificate of Airworthiness in respect of
VT-
Special
Certificate of Special Certificate of
Airworthiness Airworthiness expiry date
No.
Section 1: Particulars of Applicant
Name of applicant (in full)
Address
Name of approved
organization/licensed aircraft
maintenance personnel with
whom aircraft is available for
inspection
Address
Section 2: Aircraft Specifications
Type Serial No. Total Hours

Flight
Landings
Hours
Aircraft
Flight Hours Date of

Components Type Serial No.
since O/H last O/H
Engines 1
2
Propeller 1
2
18
Section 3: Availability of Aircraft for Inspection
We wish inspection of aircraft on one of the

1 2 3
following dates:
Section 4: Fees
I hereby declare that the particulars entered on this application is accurate in every
respect and that all the requirements of the approved maintenance schedule,
appropriate mandatory modifications/ Airworthiness Directives (or equivalent
notices) and special inspections have been complied with.
Date of application Signature of applicant(s)
19
APPENDIX ‘D’
Certificate to be signed by the Owner/ Operator confirming compliance

and adherence in respect of the following items.
1. All required modifications/inspections due have been complied with.
2. All maintenance requirements specified by the manufacturers of Aircraft,

Engine, propeller and its system components/ equipment have been
complied.
3. Defects experienced during the preceding year have been recorded and
appropriate rectification action has been taken.
4. Work sheets and Log book entries relating to inspections carried out, list of
components with remaining life, Inspection list etc have been completed
and signed by appropriately licenced or authorised persons.
5. All components installed on aircraft are within the stipulated life.
6. It is confirmed that the aircraft flight operating handbook is up to date.
7. The performance of the aircraft is satisfactory during test flight carried out
on ________and the radio navigation/ communication equipment are
functioning satisfactorily
8. The aircraft is in a condition for safe operation.
9. All other requirements of applicable CARs have been complied with.
Signature of applicant(s)
Date : Name:
20
Appendix ‘E’
ºÉ0 /No: xÉÉ.Ê´É. 24/C.A.24
¦ÉÉ®úiÉ ú/INDIA
xÉÉMÉ®úÊ´É¨ÉÉxÉxÉ ¨É½þÉÊxÉnäù¶ÉÉ±ÉªÉ /DIRECTORATE GENERAL OF CIVIL AVIATION
पेशल =c÷xÉ-ªÉÉäMªÉiÉÉ |É¨ÉÉhÉ-{ÉjÉ/ SPECIAL CERTIFICATE OF AIRWORTHINESS
®úÉ¹]ÅõÒªÉiÉÉ iÉlÉÉ {ÉÆVÉÒEò®úhÉ ÊSÉx½ Ê´É¨ÉÉxÉ EòÉ ÊxÉ¨ÉÉÇiÉÉ iÉlÉÉ Ê´É¨ÉÉxÉ ÊxÉ¨ÉÉÇiÉÉ uùÉ®úÉ Ê´É¨ÉÉxÉ EòÉä ÊnùªÉÉ MÉªÉÉ Ê´É¨ÉÉxÉ Gò¨É ºÉ0 /
þ/Nationality and Registration xÉÉ¨É/Manufacturer and Manufacturer's Aircraft Serial No
Marks Designation of Aircraft
VT-
´ÉMÉÇ/Category:
+É´É¶ªÉEò xªÉÚxÉiÉ¨É Eò¨ÉÔ nù±É / Minimum crew necessary:
|ÉÉÊvÉEÞòiÉ +ÊvÉEòiÉ¨É EÖò±É ¦ÉÉ®ú/ Maximum all-up-weight authorised:
*<ºÉ Ê´É¨ÉÉxÉEòÉ {ÉÊ®úSÉÉ±ÉxÉ<ºÉ Ê´É¨ÉÉxÉEäò ºÉÆ¤ÉÆvÉ ¨Éå VÉÉ®úÒ EòÒ MÉªÉÒ +xÉÖ¨ÉÉäÊnùiÉ =c÷ÉxÉ ÊxÉªÉ¨ÉÉ´É±ÉÒ iÉlÉÉ =ºÉ¨Éå ÊEòªÉä MÉªÉä =kÉ®ú´ÉiÉÔ ºÉÆ¶ÉÉävÉxÉÉå Eäò +xÉÖºÉÉ®ú
ÊEòªÉÉ VÉÉªÉäMÉÉ * ªÉ½þ =c÷ÉxÉ ÊxÉªÉ¨ÉÉ´É±ÉÒ |É¨ÉÉhÉ-{ÉjÉ EòÉ BEò ¦ÉÉMÉ ºÉ¨ÉZÉÉ VÉÉªÉäMÉÉ iÉlÉÉ Ê´É¨ÉÉxÉ ¨Éå VÉÉªÉäMÉÉ
This aircraft is to be operated in accordance with the approved Flight Manual and its subsequent
amendments, issued in respect of this aircraft. The Flight Manual shall form a part of this C of A and shall
be carried on board.
ªÉ½þ =c÷xÉ-ªÉÉäMªÉiÉÉ |É¨ÉÉhÉ{ÉjÉ ={ÉªÉÖÇH òÊ´É¨ÉÉxÉ ÊVÉºÉä {ÉÖ´ÉÉæHò ¶ÉiÉÉæ B´ÉÆ ºÉ¨¤Érù {ÉÊ®úSÉÉ±ÉxÉ {ÉÊ®úºÉÒ¨ÉÉ+Éå Eäò +xÉÖ°ü{É ºÉÆÉvÉÉÊ®úiÉ +Éè®ú |ÉSÉÉÊ±ÉiÉ ÊEòªÉä VÉÉxÉä {É®ú
=c÷xÉ-ªÉÉäMªÉ ºÉ¨ÉZÉÉ VÉÉiÉÉ ½èþ, =ºÉEäò Ê±ÉB 7 ÊnùºÉ¨¤É®ú, 1944 Eäò +xiÉ®úÉ¹]ÅõÒªÉ xÉÉMÉ®úÊ´É¨ÉÉxÉxÉ Ê´É¹ÉªÉEò +Ê¦ÉºÉ¨ÉªÉ, iÉlÉÉ ºÉ¨ÉªÉ-ºÉ¨ÉªÉ {É®ú ªÉlÉÉ ºÉÆ¶ÉÉäÊvÉiÉ
Ê´É¨ÉÉxÉ ÊxÉªÉ¨ÉÉ´É±ÉÒ, 1937, Eäò +xÉÖºÉÉ®ú VÉÉ®úÒ ÊEòªÉÉ VÉÉiÉÉ ½èþ *
This Certificate of Airworthiness is issued pursuant to the Convention on International Civil Aviation dated
the 7th December, 1944, and the Aircraft Rules, 1937 as amended from time to time, in respect of the above
mentioned aircraft which is considered to be airworthy when maintained and operated in accordance
with the foregoing and the pertinent Operation Limitations.
ऊपर के अित र , िन न ितबध

ं लागू होते ह:
In addition to above the following restrictions apply:
1.
2.
3.
ªÉÊnù ={É®úÉäHò +ÊxÉ´ÉÉªÉÇ ¶ÉiÉæ {ÉÚ®úÒ Eò® únùÒ MÉªÉÒ ½éþ iÉÉä, ªÉ½þ |É¨ÉÉhÉ-{ÉjÉ, <ºÉ {É®ú nùÒ MÉ<Ç iÉÉ®úÒJÉ iÉEò ´ÉèvÉ ®ú½äþMÉÉ ¤É¶ÉiÉæ ÊEò< ºÉä =ºÉºÉä {ÉÚ´ÉÇ ´ÉÉÊ{ÉºÉ xÉ½þÓ ±Éä
Ê±ÉªÉÉ VÉÉiÉÉ +lÉ´ÉÉ ÊxÉ±ÉÎ¨¤ÉiÉ xÉ½þÓ Eò® úÊnùªÉÉ VÉÉiÉÉ *
This certificate shall remain valid, subject to the above compulsory conditions being fulfilled until the date
shown, unless withdrawn, or suspended earlier.
½þºiÉÉIÉ®ú/Signature ______________
xÉÉ¨É/ Name
{ÉnùxÉÉ¨É/¨ÉÉä½þ®ú/Designation/Seal
VÉÉ®úÒ Eò®úxÉä EòÒ iÉÉ®úÒJÉ / Date of issue:
xÉ<Ç Ênù±±ÉÒ / NEW DELHI
ªÉ½þ |É¨ÉÉhÉ-{ÉjÉxÉÒSÉänùÒ MÉªÉÒ +´ÉÊvÉ Eäò Ê±ÉªÉä ´ÉèvÉ ½èþ/ ½þºiÉÉIÉ®ú, ºÉ®úEòÉ®úÒ ¨ÉÉä½þ®ú iÉlÉÉiÉÉ®úÒJÉ/
This Certificate is valid for the period shown below. Signature, Official stamp and date
ºÉä/From iÉEò/To
21
21
GOVERNMENT OF INDIA

SERIES 'F', PART VII
ISSUE II, 10th August, 1999 EFFECTIVE: FORTHWITH
F. No. 11-690/CAR/F-Part/VII/2006-AI(2)
SUBJECT: SPECIAL FLIGHT PERMITS
1. Introduction
1.1 Rule 15 of the Aircraft Rules, 1937 states that no aircraft shall be flown unless the
aircraft holds a valid certificate of airworthiness or a special certificate of
airworthiness. Further, the said rule allows an aircraft to be flown under a special
flight permit issued by the Director General.
1.2 Subrule 3 of Rule 55 of the Aircraft Rules, 1937 states that an aircraft shall not be
flown during any period for which its certificate of airworthiness or special
certificate of Airworthiness is suspended or deemed to be suspended. Further,
subrule 4 of the said rule states that “Where the certificate of airworthiness or the
special certificate of airworthiness of an aircraft is suspended or deemed to be
suspended, the Director-General may, upon an application by the owner or
operator, issue a special flight permit under rule 55A”.
1.3 Rule 55A of the Aircraft Rules, 1937 states that the Director-General may issue
a special flight permit when an aircraft is not fully in compliance with the
airworthiness requirements but is in a condition for safe operation subject to such
conditions as are specified in the special flight permit. The owner or operator of
an aircraft may apply to the Director-General for the issue of a special flight permit
in respect of the aircraft for any of the purposes as specified by the Director-
General.
1.4 This part of the CAR lays down the conditions for the issuance of a special flight
permit in respect of an aircraft with a suspended or deemed to be suspended or
invalid C of A, which may be permitted to undertake flight.
1.5 This CAR is issued under the provisions of Rules 55, 55A and 133A of Aircraft
Rules 1937.
Rev. 7, Dated 12th April 2024 1

SERIES F PART VII 10TH AUGUST 1999
2. Definitions
"Special Flight Permit" means a document issued by the Director-General to an
aircraft which does not meet the conditions of airworthiness as defined in clause
(1GA) but is in a condition for safe operation subject to limitations as may be
specified therein; (Rule 3 (51C) of the Aircraft Rules, 1937)
"Airworthy" means the status of an aircraft, engine, propeller or part when it

conforms to its approved design and is in a condition of safe operation in
accordance with norms specified by the Director-General. (Rule 3 (1GA) of the
Aircraft Rules, 1937)
“Maintenance check flight (MCF)” means a flight carried out to provide

reassurance of the aircraft’s performance or to establish the correct functioning of
a system or equipment that cannot be fully established during ground checks:
(a) as required by the aircraft maintenance manual (AMM) or any other

maintenance data issued by a design approval holder being responsible for
the continuing airworthiness of the aircraft; or
(b) after maintenance, as required by the operator or proposed by the continuing
airworthiness management organisation; or
c) as requested by the maintenance organisation for verification of a successful
defect rectification; or
d) to assist with fault isolation or troubleshooting.
“Demonstration flight” means a flight performed with the purpose of demonstrating

an aircraft’s handling, performance, capabilities and functionalities to prospective
lessees.
3. Conditions for the issuance of a special flight permit
Defects and damages may be encountered during operation of an aircraft for

which repair facilities may not exist at en-route stations. At times in order to carry
out a mandatory modification/ inspection/ Airworthiness Directive, it is essential
for the aircraft to be dispatched to base. In certain other conditions, evacuation of
aircraft or persons from, areas of impending danger may be required. There may
be occasions where the aircraft has to be flown for experimental or test flights
including production test flights without valid C of A. In these circumstances,
special flight may be authorized, if the aircraft is otherwise safe, to conduct the
intended flight.
3.1 A special flight permit may be issued by DGCA Hdqrs./ Regional/ Sub-Regional
Airworthiness Office to an aircraft when Certificate of Airworthiness has been
suspended or deemed to be suspended or has become invalid. Such aircraft
currently may not meet applicable airworthiness requirements but is capable of
performing safe flight for the following purposes:
i) Ferry fly to a base without fare paying passengers or property onboard where
repair, modification and maintenance are to be performed to remove the
suspension of the C of A.

ii) Test flying after modification/ repair during a process of applying for a
supplementary type certificate.
iii) Evacuation of aircraft or persons from areas of impending danger or in the

case of force majeure.
iv) Ferry fly to a point of Temporary/ Permanent storage.
v) Operation of an aircraft at a weight in excess of its maximum certified take-off
weight for flight beyond the normal range over water, or over land areas where
adequate landing facilities or appropriate fuel is not available. The extra weight
that is limited to additional fuel, fuel tanks and navigation equipment necessary
for the flight.
vi) Test flying after maintenance / modification/ repair for revalidation / revocation
of C of A, if required, in accordance with CAR Section 2 Series F Part III Para
8.
vii) Test flying in case of expired ARC.
3.2 Special Flight Permit may also be issued for:
(a) a new delivery aircraft from manufacturing facility as specified in CAR

Section 2 Series F Part III.
(b) After erection of an aircraft for the purpose of conducting test flight.
(c) Undertaking maintenance check flight/ demonstration flight/ positioning flight

in respect of aircraft registered with aircraft leasing company approved by
IFSCA as ‘Operator’.
Note 1: Such Lessor/ Operator must comply with all operational requirements
for the intended flight (MCF/ Demo/ positioning).
Note 2: Lessors are only be permitted for normal routine flight for Demo
purposes. For demonstration flight, Lessor and Lessee representative(s) as
required shall only be permitted on board.
4. Procedure
4.1 The owner/ operator seeking a special flight permit shall submit an application as
per Appendix I. The operator shall substantiate how the aircraft can be flown
safely and the steps taken for safe flight. The application shall be concurred and
signed by the engineering and operations departments of the operator signifying
that the proposed operation is safe from engineering and operational aspects.
4.1.1 For a damaged aircraft:
a) the application shall be submitted to the local Regional Airworthiness /Sub
Regional Office under whose jurisdiction the aircraft has sustained damage
and will be accompanied with a report covering assessment of defect and
extent of damage sustained. A copy of the report shall also be forwarded to
the Regional/ Sub-Regional office where the aircraft is based.

b) In case the aircraft sustains damage/defect outside the country, application for
special flight permit shall be submitted to the office where the aircraft is based.
4.2 The application and the report, detailing the condition of the aircraft and the steps
taken for safe flight will be analysed and based on the assessment with regard to
safety of aircraft (also persons on board), the local Regional/ Sub regional
Airworthiness Office may grant special flight permit subject to the following
conditions/ limitations:
a) A copy of the special flight permit shall be carried on board the aircraft when
operating under this special flight permit;
b) The registration marks assigned to the aircraft shall be displayed on the aircraft
in conformity with the requirements as laid down in Aircraft Rules, 1937 and Civil
Aviation Requirements;
c) Person or property shall not be carried for compensation or hire;
d) No person shall be carried on the aircraft unless that person is essential to the
purpose of the flight and has been advised of the contents of the permit and the
airworthiness status of the aircraft;
e) The aircraft shall be operated only by flight crew members who are aware of the
purpose of the flight and any limitation imposed, and who hold appropriate licence
issued or validated by DGCA;
f) All flights shall be conducted so as to avoid areas where flights might create
hazardous exposures to person or property;
g) All flights shall be conducted within the performance operating limitations

prescribed in the Aircraft Flight Manual and any additional limitations prescribed
for the particular flight; and
h) The flight shall be conducted within the period of the validity of the Permit.
i) Before undertaking the flight, the aircraft shall be inspected and repaired to a
degree necessary to ensure safe flight, and a maintenance release signed by a
person/ organisation licensed/ authorized.
j) If the flight involves operation over States other than India, the operator of the
aircraft must obtain necessary overfly authorization from the respective authorities
of each of those States prior to undertaking the flight.
4.3. It is the responsibility of the operator / owner to ensure that the aircraft is capable
of performing safe flight for the intended purpose. However, Regional/ Sub
regional Airworthiness Office may require the applicant to make the aircraft
available for inspection especially when the aircraft is damaged or the
airworthiness/ safety of aircraft is in doubt or C of A of the aircraft is expired.
Note: In case of an aircraft possessing non-expiring C of A, the C of A will be

deemed to have expired once the ARC is not renewed.

4.4. When an aircraft has sustained damage, DGCA shall judge whether the damage
is of nature such that the aircraft is no longer airworthy.
4.5 If the damage is sustained or ascertained when the aircraft is in the territory of
another Contracting State, the authorities of the other Contracting States shall be
entitled to prevent the aircraft from resuming its flight on the condition that they
shall advise DGCA immediately, communicating to it all details necessary to
formulate the judgement necessary for ascertaining the nature of the damage and
its effect on airworthiness and safety.
4.6 When the DGCA considers that the damage is of a nature such that the aircraft is
no longer airworthy, it shall prohibit the aircraft from resuming flight until it is
restored to airworthy condition. The DGCA may however, in exceptional
circumstances, prescribe particular limiting conditions to permit the aircraft to
undertake a non-commercial operation to an aerodrome at which it will be
restored to an airworthy condition. In prescribing particular conditions the DGCA
shall consider all limitations proposed by the Contracting State that had originally,
in accordance with para 4.5, prevented the aircraft from resuming its flight. DGCA
shall permit such flight or flights within the prescribed limitations.
4.7 When DGCA considers that the damage is of a nature such that the aircraft is still
airworthy the aircraft shall be allowed to resume flight.
5. Upon completion of the flight, the operator will render a report to the Regional/
Sub Regional Airworthiness Office, where the aircraft is based and a copy
forwarded to the authority who had issued the special flight permit which shall
include.
a) Any abnormality encountered during flight.

b) Action taken at base to render aircraft airworthy.
c) Result of production test flight.
d) Any other information regarding the flight as deemed necessary.
6. Notwithstanding the above, the Regional/Sub Regional Airworthiness Office may

refuse to grant permit to any flight if there is reasonable doubt that such flight may
jeopardize the safety of the aircraft and/ or persons on board.
(Vikram Dev Dutt)


Appendix I
APPLICATION FOR ISSUE OF SPECIAL FLIGHT PERMIT
1. Details of owner:
Name Aircraft owner (as stated in the C of R)
Aircraft owner’s address Telephone number

e-mail address
2. Details of applicant :
Name of applicant
Address Telephone number
e-mail address
3. Aircraft Details:
Registration Marks Aircraft Manufacturer Aircraft type / Model Aircraft Serial Number Year of Construction
VT-
4. Purpose of Special Flight Permit:
□ Ferry for Repairs, Maintenance, Storage etc. □ Evacuating Aircraft □ Demonstration Flight
□ Test Flight □ In Excess of MTOW □ Maintenance Check Flight
□ Positioning Flight
5. Proposed Itinerary:
Flight Details
From: _______________________(Place) To: __________________________________(Place)
Period for which the Special Flight Permit is requested
From ___/___/____ To ___/___/____ Proposed Departure Date ___/___/____
6. Details of crew required to operate the aircraft:

Name(s): Licence and Rating(s): Licence validity:
7. Details of non-compliance to airworthiness requirements:

(Attach supporting documents including damage assessment report if any)
8. Details of limitation/ restriction, the applicant considers necessary for safe operation of the
aircraft:
Engineering:
Operation:
9. Proposed action to make the aircraft fit for special flight:
10. Any other information relevant to the flight for the purpose of prescribing Operating limitations:
11. Detail of Fees Paid:

Certified that the aircraft is capable of safe flight to the intended destination. The above particulars and
full documents submitted in support of this application are true in every respect.
Signature of CAM/ Quality Manager Signature of Chief of Operations*

Date: Place:
*PIC for the purpose as specified in note under para 3.2 (c) of CAR Section 2 Series F Part VII.

GOVERNMENT OF INDIA
TECHNICAL CENTRE, OPP. SAFDARJUNG AIRPORT, NEW DELHI-110 003

SERIES X PART II
14TH MAY, 1993 EFFECTIVE: FORTHWITH
File No. DGCA-25012(07)/8/2020-AW
Subject : Weight and Balance Control of Aircraft.
1. INTRODUCTION :
Rule 58 of Aircraft Rules, 1937 requires that every aircraft shall be weighed and its
centre of gravity determined. This CAR lays down the frequency of weighment and
preparation of weight schedule and also the requirement about display or carriage of
the weight schedule on board besides the manner of distribution and securing the load
in the aircraft.
2. DEFINITIONS :
2.1 Empty Weight : Means the measured or computed weight of an aircraft, excluding the
weight of all removable equipment and other items of disposable load, but including
the weight of all items of fixed operating equipment or other equipment which are
mandatory for all operations like fixed ballast, engine coolant, hydraulic fluid and fuel
and oil quantities (both trapped and unusable) in the aircraft and engine system.
2.2 Limits of Centre of Gravity : Means the most forward and most rearward Centre of
Gravity position within which an aircraft may be operated safely. These limits are
specified in Certificate of Airworthiness/Flight Manual of an aircraft.
2.3 Maximum Take-off Weight : Means the maximum weight, according to its Certificate
of Airworthiness or Flight Manual, at which an aircraft is permitted to take-off.
2.4 Removable Equipment : Means items of equipment which are carried on some of or
on all flights, but which are not included in Empty weight and which are not mandatory
Rev. 9, 17th January 2023

1
SERIES X PART II 14TH MAY, 1993
for the type of operation being conducted.
3. INITIAL WEIGHMENT :
3.1 Every aircraft shall be weighed before the issue of Certificate of Airworthiness. In
case a new aircraft is imported from outside the country, weight schedules issued by
the manufacturer or the previous operator weight schedule based on the
manufacturer's certificated weight and balance documents would be acceptable.
4. Requirements for Reweighing of an Aircraft of Maximum Take-off weight (MTOW)

less than 2000 kg.
4.1 Aircraft weighing less than 2000 kg. need not be reweighed on routine basis, unless it
is required to be reweighed in accordance with para 4.3 of this CAR.
4.2 Requirements for Reweighing Aircraft of Maximum Take-off weight (MTOW) more
than 2000 kg.
Aircraft weighing more than 2000 kg. shall be re-weighed every five years unless it is
required to be re-weighed in accordance with para 4.3 of this CAR. However operators
may approach Regional Airworthiness Offices (through the Sub-Regional Airworthiness
Offices, as applicable) for an adhoc extension of the weighment period of an aircraft by
a maximum of 3 months to tide over the operational exigencies. Such requests for
extension may be agreed upon by Regional Airworthiness Office, if satisfied with the
reasons advanced by the operator for his request. Extension of weighment beyond 3
months may be granted by Director of Airworthiness of the concerned region under
intimation to Headquarters promptly.
4.3 Requirements for Reweighing after major Repair/ Alterations:
An aircraft shall be required to be reweighed if it has undergone major repair, or major

alteration or there has been major change in the interior arrangement of pilot/pax/cargo
compartments which affect already determined weight and balance data and which
cannot be accurately computed without fresh weighment. Decision of the DGCA whether
the aircraft requires reweighing after major repair/ alteration, or change in interior
arrangement, shall be final.
4.4 The renewal of the Certificate of Airworthiness of an aircraft shall be subjected to

following of the requirements of para 4.
4. Director General of Civil Aviation may require the reweighment of an aircraft at any time
if he considers it necessary.
5. FORM OF WEIGHT SCHEDULE :

After the aircraft has been weighed as required, the following persons shall prepare
2
the weight Schedule.
(i) A person specifically approved by DGCA for the purpose in any organization.
OR
(ii) A person specifically approved by Quality Manager in an organization approved

under CAR 145 provided procedure for grant of such approval is documented in
Maintenance Organization Exposition.
OR
(iii) A Category "B" licensed AME as reflected in item no XIV (a) Annexure to the
CAR-66 licence (privileges inherited from the AME licence held prior to CAR- 66
licence).
The Weight Schedule shall contain at least the following information :-
(i) Type of Aircraft.

(ii) Registration Marking and Serial No. of aircraft.
(iii) Empty weight including weight of unusable quantity of fuel and oil (kg.).
(iv) Item wise Weight and details of removable equipment (kg.) (Including wireless
equipment).
(v) Maximum fuel capacity (Usable) in liters and kg.
(vi) Maximum oil capacity (Usable) in liters and kg.
(vii) Maximum commercial weight with fuel and oil tanks full.
(viii) MTOW (as per Certificate of Airworthiness/ Flight Manual) (kg.).
(xi) Empty weight Centre of Gravity.
(xii) Centre of Gravity Range and datum.
(xiii) Maximum number of passengers.
(xiv) Signature of appropriately licensed AME/ Approved person.
(xv) Date of weighment.
7. APPROVAL BY AIRWORTHINESS OFFICE :
The Regional/Sub-regional Airworthiness office shall be intimated in advance about the

weighing of the aircraft who may associate with the weighing process. The weighing of
the aircraft shall be done in supervision of the Quality Manager or his representative,
who shall be responsible for following the documented procedures of weighment. The
duly signed weight schedule shall be submitted to Regional /Sub-Regional Airworthiness
Office along with the computation details and weighment printout if available. After
scrutiny the weight schedule shall be approved by Regional Airworthiness Office.

3
8. DISPLAY OR CARRIAGE IN THE AIRCRAFT AND PRESERVATION OF

RECORDS :
A copy of the approved weight schedule must be displayed at a suitable and prominent
place. When carried on board it should be easily accessible to the crew/authorized
person. All persons concerned directly with the loading of the aircraft shall be duly
informed of the various weight figures for exercising proper weight and balance control
of the aircraft. A copy of the weight schedule must be retained along with other
documents of the aircraft or in the aircraft log book, till it is replaced by a fresh weight
schedule.
9. COMPUTATION OF CENTRE OF GRAVITY:
9.1 For all flights, it shall be the responsibility of the Pilot-in-Command to ensure that the
aircraft is satisfactorily loaded with respect to the total load, the distribution of the load
and proper securing of the load in aircraft (lashing of the load). The distribution of the
load shall be such that the C.G. position will remain within the specified limits at the time
of take off, during the progress of the flight and at the time of landing.
9.2 In the case of scheduled operator, the responsibility for loading, lashing and
computing C.G. position, for take-off and landing phases of flight as stated in the
previous paragraph may be delegated to a person nominated by the operator, who is
specifically trained and authorised (by the operator) for the purpose. However, Centre
of Gravity position computed by the nominated person shall be signed and dated by
him and the same shall be submitted to the Pilot-in-Command of the aircraft for his
scrutiny and acceptance; the acceptance would be denoted by the pilot by affixing the
dated signature.
9.3 In case a method other than the "direct calculating method" for the purpose of
computing C.G. is employed, the same shall be submitted to the Regional
Airworthiness Office for approval before adoption.
9.4 Every operator including scheduled, non-scheduled, State Government and private
aircraft operator shall prepare load and trim sheet for aircraft where the manufacturer
has provided necessary documentation for the purpose. The load and trim sheet shall
indicate the composition and the distribution of the total load carried on board the
aircraft as well as the calculated C.G. position for "take-off and landing" configurations
before the commencement of the flight. Such load sheets shall be prepared and
signed by the Pilot-in-Command or persons duly trained in accordance with CAR
Section 8 Series 'D' Part I and responsible for supervising the loading of aircraft. In
case the load and trim sheet is prepared by a person other than the Pilot-in-Command,
the same shall be submitted to the Pilot for his scrutiny and signatures before the
commencement of the flight. One copy of the load sheet shall be carried on board the
aircraft and one copy shall be retained by the operator for record purposes for a period
of altleast four months from the date of issue.
Rev. 9, 17th January 2023 4

10. STANDARD WEIGHT OF FLIGHT CREW/ PASSENGERS:
10.1 For preparation of load sheet and calculation of Centre of Gravity as mentioned in
para 9.4 above, the minimum standard weight (including handbag) as given below,
shall be applied in all civil registered aircraft:
1. Crew 85 (75+10) kg.

2. Adult passenger (both Male & Female) 75 kg.
3. Child (Between 2 years and 12 years age) 35 kg.
4. Infant (Less than two years) 10 kg.
10.2 Notwithstanding para 10.1, the actual weight of the passenger could be considered
for aircraft (excluding helicopter) MTOW up to 2000 kg provided the arrangement for
passenger weighment with sufficient accuracy is ensured.
10.3 For all helicopters irrespective of AUW, the actual weight of crew, passengers and
baggage shall be considered for calculation of AUW. Arrangements shall be ensured
by the operator for passenger weighment with sufficient accuracy.
11. CALIBRATION OF WEIGHING SCALES:

11.1 The weighing scales used for the purpose of weighment of passenger baggage,
goods etc. shall be calibrated at specified intervals to the satisfaction of the Quality
Manager/ DGCA. The Quality Manager is required to bring this requirement to the
notice of the concerned persons for compliance.
11.2 The weighing scales used for the purpose of weighment of aircraft shall be
calibrated at specified intervals. This requirement may be reflected in the
Maintenance Organisation Exposition.
12. INSTRUCTIONS FOR SAFE LOADING:
12.1 Specific seats shall be allotted to all passengers boarding at originating stations of
flights so that centre of gravity of the aircraft can be calculated accurately and the
C.G. is kept within the permissible limits.
12.2 During loading, it must be ensured that aircraft cabin floor loading limitations are
not exceeded.
12.3 The load must be securely tied so that there is no possibility of the load shifting in
flight and disturbing the calculated C.G. position.
12.4 The load must be tied at the specified places provided in the aircraft and the tying
ropes must be of sufficient strength to withstand the loads imposed on it in flight.

12.5 While placing cargo in the passenger cabin during mixed version( passenger cum
freight) operation, the load must be placed ahead of the passengers in the cabin, the
load must not block "emergency exit" meant to be used by the passengers
during " emergencies ".
13. OBSERVANCE OF SAFETY INSTRUCTIONS:
The safety instructions required to be observed, as detailed in para 9, 10 and 12 above,

shall be observed by Pilot-in-Command of non-scheduled operators, aerial work
aircraft operators including flying clubs and private aircraft operators.
In the case of scheduled operators, a comprehensive manual (Weight and Balance

Manual) shall be prepared describing the safety requirements of para 9, 10 and 12 for
compliance by the concerned staff.
(Arun Kumar)

SFAR 88 & Related Regulatory Sections
SFAR No.88 [Amendment 21-78, 21-82, 21-83] and

Amendment Nos. 25-102, 91-266, 121-282, 125-36, 129-30
Transport Airplane Fuel Tank System Design Review, Flammability Reduction, and Maintenance and
Inspection Requirements
SUMMARY: This rule requires design approval holders of certain turbine-powered transport category
airplanes, and of any subsequent modifications to these airplanes, to substantiate that the design of the fuel
tank system precludes the existence of ignition sources within the airplane fuel tanks. It also requires
developing and implementing maintenance and inspection instructions to assure the safety of the fuel tank
system. For new type designs, this rule also requires demonstrating that ignition sources cannot be present
in fuel tanks when failure conditions are considered, identifying any safety-critical maintenance actions, and
incorporating a means either to minimize development of flammable vapors in fuel tanks or to prevent
catastrophic damage if ignition does occur. These actions are based on accident investigations and adverse
service experience, which have shown that unforeseen failure modes and lack of specific maintenance
procedures on certain airplane fuel tank systems may result in degradation of design safety features
intended to preclude ignition of vapors within the fuel tank.
EFFECTIVE DATE: June 6, 2001.
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PART 21--CERTIFICATION PROCEDURES FOR PRODUCTS AND PARTS

[Amendment 21-78]
SFAR No. 88--Fuel Tank System Fault Tolerance Evaluation

Requirements
1. Applicability. This SFAR applies to the holders of type certificates, and supplemental type
certificates that may affect the airplane fuel tank system, for turbine-powered transport category airplanes,
provided the type certificate was issued after January 1, 1958, and the airplane has either a maximum type
certificated passenger capacity of 30 or more, or a maximum type certificated payload capacity of 7,500
pounds or more. This SFAR also applies to applicants for type certificates, amendments to a type certificate,
and supplemental type certificates affecting the fuel tank systems for those airplanes identified above, if the
application was filed before June 6, 2001, the effective date of this SFAR, and the certificate was not issued
before June 6, 2001.
2. Compliance: Except as provided in paragraph (d) of this section, each type certificate holder,
and each supplemental type certificate holder of a modification affecting the airplane fuel tank system, must
accomplish the following within the compliance times specified in paragraph (e) of this section:
(a) Conduct a safety review of the airplane fuel tank system to determine that the design meets the
requirements of §§ 25.901 and 25.981(a) and (b) of this chapter. If the current design does not meet these
requirements, develop all design changes to the fuel tank system that are necessary to meet these
requirements. The FAA (Aircraft Certification Office (ACO), or office of the Transport Airplane Directorate,
having cognizance over the type certificate for the affected airplane) may grant an extension of the 18-month
compliance time for development of design changes if:
(1) The safety review is completed within the compliance time;
(2) Necessary design changes are identified within the compliance time; and
(3) Additional time can be justified, based on the holder’s demonstrated aggressiveness in
performing the safety review, the complexity of the necessary design changes, the availability of interim
actions to provide an acceptable level of safety, and the resulting level of safety.
(b) Develop all maintenance and inspection instructions necessary to maintain the design features
required to preclude the existence or development of an ignition source within the fuel tank system of the
airplane.
(c) Submit a report for approval to the FAA Aircraft Certification Office (ACO), or office of the
Transport Airplane Directorate, having cognizance over the type certificate for the affected airplane, that:
(1) Provides substantiation that the airplane fuel tank system design, including all necessary design
changes, meets the requirements of §§ 25.901 and 25.981(a) and (b) of this chapter; and
(2) Contains all maintenance and inspection instructions necessary to maintain the design features
required to preclude the existence or development of an ignition source within the fuel tank system
throughout the operational life of the airplane.
(d) The Aircraft Certification Office (ACO), or office of the Transport Airplane Directorate, having
cognizance over the type certificate for the affected airplane, may approve a report submitted in accordance
with paragraph 2(c) if it determines that any provisions of this SFAR not complied with are compensated for
by factors that provide an equivalent level of safety.
(e) Each type certificate holder must comply no later than December 6, 2002, or within 18 months
after the issuance of a certificate for which application was filed before June 6, 2001, whichever is later; and
each supplemental type certificate holder of a modification affecting the airplane fuel tank system must
comply no later than June 6, 2003, or within 18 months after the issuance of a supplemental type certificate
for which application was filed before June 6, 2001, whichever is later.
SFAR No. 88—Fuel Tank System Fault Tolerance Evaluation Requirements

Amendment 21-82
(d) The Aircraft Certification Office (ACO), or office of the Transport Airplane Directorate, having
cognizance over the type certificate for the affected airplane, may approve a report submitted in
accordance with paragraph 2(c) of it determines that any provisions of this SFAR not compiled with
are compensated for by factors that provide an equivalent level of safety.
Issued in Washington, DC, on August 30, 2002.
SFAR No. 88—Fuel Tank System Fault Tolerance Evaluation Requirements

Amendment 21-83
2. Compliance: Each type certificate holder, and each supplemental type certificate holder of a
modification affecting the airplane fuel tank system, must accomplish the following within the
compliance times specified in paragraph (e) of this section:
*****
(e) Each type certificate holder must comply no later than December 6, 2002, or within 18 months
after the issuance of a type certificate for which application was filed before June 6, 2001,
whichever is later; and each supplemental type certificate holder of a modification affecting the
airplane fuel tank system must comply no later than June 6, 2003, or within 18 months after the
issuance of a supplemental type certificate for which application was filed before June 6, 2001,
whichever is later.
PART 25--AIRWORTHINESS STANDARDS: TRANSPORT CATEGORY AIRPLANES
[Amendment No. 25-102]
§25.981 Fuel tank ignition prevention.
(a) No ignition source may be present at each point in the fuel tank or fuel tank system where catastrophic
failure could occur due to ignition of fuel or vapors. This must be shown by:
(1) Determining the highest temperature allowing a safe margin below the lowest expected
autoignition temperature of the fuel in the fuel tanks.
(2) Demonstrating that no temperature at each place inside each fuel tank where fuel ignition is
possible will exceed the temperature determined under paragraph (a)(1) of this section. This must
be verified under all probable operating, failure, and malfunction conditions of each component
whose operation, failure, or malfunction could increase the temperature inside the tank.
(3) Demonstrating that an ignition source could not result from each single failure, from each single
failure in combination with each latent failure condition not shown to be extremely remote, and from
all combinations of failures not shown to be extremely improbable. The effects of manufacturing
variability, aging, wear, corrosion, and likely damage must be considered.
(b) Based on the evaluations required by this section, critical design configuration control limitations,
inspections, or other procedures must be established, as necessary, to prevent development of ignition
sources within the fuel tank system and must be included in the Airworthiness Limitations section of the
Instructions for Continued Airworthiness required by Sec. 25.1529. Visible means to identify critical features
of the design must be placed in areas of the airplane where maintenance actions, repairs, or alterations may
be apt to violate the critical design configuration limitations (e.g., color-coding of wire to identify separation
limitation).
(c) The fuel tank installation must include either--
(1) Means to minimize the development of flammable vapors in the fuel tanks (in the context of this
rule, ``minimize'' means to incorporate practicable design methods to reduce the likelihood of
flammable vapors); or
(2) Means to mitigate the effects of an ignition of fuel vapors within fuel tanks such that no damage
caused by an ignition will prevent continued safe flight and landing.
Appendix H to Part 25--Instructions for Continued Airworthiness
*****
H25.4 Airworthiness Limitations section.
(a) The Instructions for Continued Airworthiness must contain a section titled Airworthiness Limitations that
is segregated and clearly distinguishable from the rest of the document. This section must set forth--
(1) Each mandatory replacement time, structural inspection interval, and related structural inspection
procedures approved under Sec. 25.571; and
(2) Each mandatory replacement time, inspection interval, related inspection procedure, and all critical
design configuration control limitations approved under Sec. 25.981 for the fuel tank system.
(b) If the Instructions for Continued Airworthiness consist of multiple documents, the section required by
this paragraph must be included in the principal manual. This section must contain a legible statement in a
prominent location that reads: ``The Airworthiness Limitations section is FAA-approved and specifies
maintenance required under Sec. Sec. 43.16 and 91.403 of the Federal Aviation Regulations, unless an
alternative program has been FAA approved.
PART 91--GENERAL OPERATING AND FLIGHT RULES
§91.410 Special maintenance program requirements.
*****
(b) After December 6, 2004, no person may operate a turbine-powered transport category airplane with a
type certificate issued after January 1, 1958, and either a maximum type certificated passenger capacity of
30 or more, or a maximum type certificated payload capacity of 7,500 pounds or more, unless instructions for
maintenance and inspection of the fuel tank system are incorporated into its inspection program. These
instructions must address the actual configuration of the fuel tank systems of each affected airplane, and
must be approved by the FAA Aircraft Certification Office (ACO), or office of the Transport Airplane
Directorate, having cognizance over the type certificate for the affected airplane. Operators must submit
their request through the cognizant Flight Standards District Office, who may add comments and then send it
to the manager of the appropriate office.
Thereafter, the approved instructions can be revised only with the approval of the FAA Aircraft Certification
Office (ACO), or office of the Transport Airplane Directorate, having cognizance over the type certificate for
the affected airplane. Operators must submit their request for revisions through the cognizant Flight
Standards District Office, who may add comments and then send it to the manager of the appropriate office.
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PART 121--OPERATING REQUIREMENTS: DOMESTIC, FLAG, AND SUPPLEMENTAL

OPERATIONS
*****
(b) After December 6, 2004, no certificate holder may operate a turbine-powered transport category
airplane with a type certificate issued after January 1, 1958, and either a maximum type certificated
passenger capacity of 30 or more, or a maximum type certificated payload capacity of 7,500 pounds or more,
unless instructions for maintenance and inspection of the fuel tank system are incorporated in its
maintenance program. These instructions must address the actual configuration of the fuel tank systems of
each affected airplane and must be approved by the FAA Aircraft Certification Office (ACO), or office of the
Transport Airplane Directorate, having cognizance over the type certificate for the affected airplane.
Operators must submit their request through an appropriate FAA Principal Maintenance Inspector, who may
add comments and then send it to the manager of the appropriate office.
the affected airplane. Operators must submit their requests for revisions through an appropriate FAA
Principal Maintenance Inspector, who may add comments and then send it to the manager of the appropriate
office.
PART 125--CERTIFICATION AND OPERATIONS: AIRPLANES HAVING A SEATING
CAPACITY OF 20 OR MORE PASSENGERS OR A MAXIMUM PAYLOAD CAPACITY
OF 6,000 POUNDS OR MORE; AND RULES GOVERNING PERSONS ON BOARD
SUCH AIRCRAFT
*****
(b) After December 6, 2004, no certificate holder may operate a turbine-powered transport category
airplane with a type certificate issued after January 1, 1958, and either a maximum type certificated
passenger capacity of 30 or more, or a maximum type certificated payload capacity of 7,500 pounds or more
unless instructions for maintenance and inspection of the fuel tank system are incorporated in its inspection
program. These instructions must address the actual configuration of the fuel tank systems of each affected
airplane and must be approved by the FAA Aircraft Certification Office (ACO), or office of the Transport
Airplane Directorate, having cognizance over the type certificate for the affected airplane. Operators must
submit their request through an appropriate FAA Principal Maintenance Inspector, who may add comments
and then send it to the manager of the appropriate office.
office.
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PART 129--OPERATIONS: FOREIGN AIR CARRIERS AND FOREIGN OPERATORS OF

U.S.-REGISTERED AIRCRAFT ENGAGED IN COMMON CARRIAGE
*****
(b) For turbine-powered transport category airplanes with a type certificate issued after January 1, 1958, and
either a maximum type certificated passenger capacity of 30 or more, or a maximum type certificated
payload capacity of 7,500 pounds or more, no later than December 6, 2004, the program required by
paragraph (a) of this section must include instructions for maintenance and inspection of the fuel tank
systems. These instructions must address the actual configuration of the fuel tank systems of each affected
airplane and must be approved by the FAA Aircraft Certification Office (ACO), or office of the Transport
Airplane Directorate, having cognizance over the type certificate for the affected airplane. Operators must
submit their request through an appropriate FAA Principal Maintenance Inspector, who may add comments
and then send it to the manager of the appropriate office.
Thereafter the approved instructions can be revised only with the approval of the FAA Aircraft Certification
office.
JAA Administrative & Guidance Material
Section Two: Maintenance Part Three: Temporary Guidance
LEAFLET N° 47 – Guidance on CJAA Interim policy on Fuel Tank Safety (INT/POL/25/12)
1 INTENT
This Temporary Guidance Leaflet (TGL) provides guidelines on the interpretation and implementation
for JAA Member States, recommending a common approach for continued airworthiness of Fuel
Systems. This guidance material applies to those aeroplanes identified in paragraph 4 of this TGL 47
which has applicability to Type Certificate/ Supplemental Type certificate/Major modification holders
and in addition to JAR-Ops Operators and their maintenance organisations.
2 INTRODUCTION
In recent years the aviation industry has experienced a number of incidents or accidents involving fuel
tank explosions. These experiences suggest that on some aircraft types, the fuel tank system
installation does not provide as high a level of protection against explosion as had been expected. .
The FAA has issued a set of new rules related to fuel tank safety including SFAR 88 and appropriate
amendments to parts of 14 CFR that require fuel tank system design reviews, associated modification
reviews and improved maintenance procedures and practices.
The JAA-NAA’s were requested to mandate this policy requiring holders of Type Certificates and Major
Modification approvals directly related to the fuel tank system installation to undertake safety reviews
based upon additional failure criteria. Where identified necessary by such safety reviews the
introduction of corrective actions such as modifications, configuration critical items, improved
maintenance practices and training will be introduced.
The purpose of this TGL is to notify the current JAA policy and associated actions necessary to comply
with the above.
3 GENERAL
JAA-NAA’s have been tasked with implementing the JAA Interim Policy for continued fuel tank safety
through their national systems. This TGL interprets the interim policy by providing additional guidance
in order that a harmonised approach can be achieved within the JAA community and that of the FAA.
The JAA Interim Policy highlights the need for a safety review based on JAR 25.1309 practices, and
taking into consideration in-service experience. The reviews are to be carried out by the applicable
Type Certificate Holder, Supplemental Type Certificate Holder, major Modification Approval Holder or
an appropriately Approved Design Organisation, which for the purposes of this TGL will be referred to
as the Certificate Holder. Where such reviews identify unsafe conditions, action to correct these will be
mandated on a national basis by individual NAA’s.
Where the safety review does not identify an unsafe condition but identifies a non-compliance with JAA
interim policy, then the Certificate Holder is to establish the need for revisions to relevant continued
airworthiness instructions, maintenance requirements and improved maintenance practices required to
maintain a satisfactory level of safety. Operators and Certificate Holders will need to comply with the
contents of this TGL as appropriate.
4 APPLICABILITY
The JAA Interim Policy applies to all turbine powered Large Transport Aeroplanes certificated after 1
January 1958 with a Type Certificated passenger capacity of 30 seats or more, or a payload of 3402 kg
or more.
Section Two/Part 3 47-1 01.10.03

5 REQUIREMENT
JAA-NAA’s require holders of certificates directly related to the fuel system installation on applicable
aeroplanes to carry out a safety assessment in accordance with the principles of JAR 25.1309, using
the guidance material provided in Appendix A to this TGL. It must be shown that an ignition source
within the fuel system cannot result from a single failure and is extremely improbable. For the purpose
of this analysis, the whole fuel system should be assumed to be in the flammable range. In addition it
should be shown that no heat transfer can lead to fuel auto-ignition within the fuel system. All systems,
including the fuel system, which can release heat, in normal and failure conditions to the fuel system
should be considered.
Although the assumption is that the fuel tank will always be considered to be flammable, it is
recognised that not all non-compliances with JAR 25.1309 necessarily result in an unsafe condition.
Harmonised criteria have been developed to determine those non-compliances which result in a
potential unsafe condition that requires Mandatory corrective action. . These criteria, including
assessment of the fuel tank flammability, are defined in Appendix A to this TGL.
Operators are required to identify and list all aircraft fuel tank system major modifications installed on
their aircraft, advising the applicable Certificate Holder in order that they may carry out the above
safety review. In cases where the Certificate Holder is unable or unwilling to carry out the safety
review then the Operator must engage the services of an appropriately approved design organisation
to carry out such safety reviews.
The outcome of these review exercises is expected to be the identification of modifications and critical
configuration features etc. necessary to address unsafe conditions, additional Airworthiness Limitations,
new or revised Service Information, revised inspection standards, and amendment of Maintenance
Manuals including the revision of Standard Practices.
As a result of these safety reviews Operators and their maintenance organisations may need to
provide appropriate training for maintenance personnel, review maintenance procedures, and propose
suitable amendments to Approved Maintenance Programmes together with associated tasks and
inspections to address such reviews.
Operators must ensure that all scheduled maintenance tasks, inspection standards and maintenance
procedure revisions arising as a result of compliance with this TGL or SFAR 88 are complied with.
6 COMPLIANCE
Where safety reviews identify unsafe conditions Airworthiness Directives will be developed including
relevant compliance time frames. Where non-compliances with the Interim policy are determined,
which do not present an unsafe condition, action will be identified and their associated maintenance
and inspection tasks will be handled though the traditional methods. Operators are expected to
implement improved maintenance procedures identified by the safety reviews by 6 December 2004.
Further harmonised guidance may be found in FAA AC 120-XX, Process for Approval of SFAR 88
related Instructions for Continued Airworthiness when published.. It is also anticipated that this TGL
will be amended to provide additional information in due course.

TGL No. 47
Appendix A
Issue 1
November 2002
Interpretative Material (IM) to INT/POL/25/12

Fuel Tank Safety – Fuel Tank Ignition Sources
1 INTRODUCTION
Service history has shown that ignition sources have developed in aircraft fuel tanks due to
unforeseen failure modes or factors that may not have been considered at the time of original
certification of the aircraft. The purpose of this material is to provide guidance in order to show
st
compliance with INT/POL/25/12 published by JAA on 1 of October 2000.
Each applicant should review aircraft service records, flight logs, inspection records, and
component supplier service records to assist in establishing any unforeseen failures, wear or
other conditions that could result in an ignition source within the fuel system. In addition, in
some cases changes to components may have been introduced following certification without
consideration of possible effects of the changes to the requirements to preclude ignition sources.
Therefore, results of reviewing this service history information and a review of changes to
components from the original type design should be `documented as part of the fuel tank system
design review and safety analysis.
2 BACKGROUND
There are three primary phenomenons that can result in ignition of fuel vapours in aeroplane fuel
tanks. The first is electrical arcs. The second is friction sparks resulting from mechanical
contact of rotating equipment in the fuel tank. The third is hot surface ignition or auto ignition.
The conditions required to ignite fuel vapours from these ignition sources vary with pressures
and temperatures within the fuel tank and can be affected by sloshing or spraying of fuel in the
tank. Due to the difficulty in predicting fuel tank flammability and eliminating flammable vapours
from the fuel tank, design practices have assumed that a flammable fuel air mixture exists in
aircraft fuel tanks and require that no ignition sources be present.
Any components located in or adjacent to a fuel tank must be qualified to meet standards that
assure, during both normal and failure conditions, ignition of flammable fluid vapours will not
occur. This is typically done by a combination of design standards, component testing and
analysis. Testing of components to meet explosion proof requirements is carried out for various
single and combinations of failures to show that arcing, sparking, auto ignition or flame
propagation from the component will not occur. Testing for components has been accomplished
using standards and component qualification tests. The standards include for example Eurocae
/ RTCA DO160 and BS 3G 100 that defines explosion proof requirements for electrical
equipment and analysis of potential electrical arc and friction sparks.
Therefore the focus of this re-evaluation of the aircraft fuel system should be to identify and
address potential internal and external sources of ignition in the fuel tank system, which may not
previously have been considered to be unsafe.

FUEL SYSTEM IGNITION PREVENTION
NO TANK IGNITION SOURCES
INT/POL/25/12
MINIMIZATION MEET SAFETY

OF ELECTRICAL OBJECTIVES
SOURCES WITHIN JAR 25.901(c)
TANKS
JAR 25.1309
AMJ 25.1309
HOT SURFACES FUEL TANK BONDING AND BONDING AND LIGHTNING ELECTRICAL INTERNAL ARCS, FRICTION SPARKS HOT FILAMENTS
VENT STATIC CHARGE STATIC CHARGE HIRF EMI EQUIPMENT SPARKS
requirement PROTECTION GENERAL REFUELLING PROTECTION (Explosion (Intrinsic Safety)
JAR 25.981(a) POINTS Proofness)
Heat generated External fires Internally Requirement Requirement Requirement Standard Silver sulphide
in adjacent generated heat JAR 25X899 JAR 25.973(d) JAR 25.954 DO 160 Hot wires
compartments eg. pump faults ACJ 25.954
Requirement Requirements Requirement Advisory Material

JAR 25.863 JAR 25.1185 JAR 25.981 ACJ 25X899
JAR 25.981 JAR 25.1193(e)
Advisory Material Advisory material

ACJ 25.863(a) ACJ25.981(a)

3 IGNITION SOURCES
3.1 Electrical Arcs and Sparks
Ignition sources from electrical arcs can occur as a result of electrical component and wiring
failures, direct and indirect effects of lightning, HIRF / EMI, and static discharges.
The level of electrical energy necessary to ignite fuel vapours is defined in various standards.
The generally accepted value is 0.2 millijoules. An adequate margin needs to be considered,
when evaluating the maximum allowable energy level for the fuel tank design.
3.2 Friction Sparks
Rubbing of metallic surfaces can create friction spark ignition sources. Typically this may result
from debris contacting a fuel pump impeller or an impeller contacting the pump casing.
3.3 Hot Surface Ignition
Guidance provided in AC25-8 has defined hot surfaces which come within 30 degrees
o
Centigrade (50 F) of the autogenous ignition temperature of the fuel air mixture for the fluid as
ignition sources. It has been accepted that this margin of 30 degrees Centigrade supported
compliance to JAR 25.981(a). Surface temperatures not exceeding 200 o C have been accepted
without further substantiation against current fuel types.
4 Lessons learned
4.1 Introduction
As detailed above, the fuel system criticality may not have been addressed in the past against
current understanding as far as the ignition risk is concerned. Inspections and design review
have been performed, resulting in findings detailed below. One the main lessons learned is to
minimize electrical sources within fuel tanks (see § 4.3).
4.2 Components in-service experience
The following sections intend to present a list of faults which have occurred to fuel system
components. By its nature it cannot be an exhaustive list, but is only attempting to provide a list
of undesirable features of fuel system components that should be avoided when designing fuel
tanks.
Pumps
(a) Pump inducer failures have occurred resulting in ingestion of the inducer into the pump
impeller and generation of debris into the fuel tank.
(b) Pump inlet check valves have failed resulting in rubbing on pump impeller.
(c) Stator windings have failed during operation of the fuel pump. Subsequent failure of a
second phase of the pump caused arcing through the fuel pump housing.
(d) Thermal protective features incorporated into the windings of pumps have been
deactivated by inappropriate wrapping of the windings.
(e) Cooling port tubes have been omitted during pump overhaul.
(f) Extended dry running of fuel pumps in empty fuel tanks, violation of manufacturers
recommended procedures, are suspected causing in two incidents.
(g) Use of steel impellers which might produce sparks if debris enters the pump.
(h) Debris has been found lodged inside pumps.
(I) Pump power supply connectors have corroded allowing fuel leakage and electrical
arcing.

(j) Electrical connections within the pump housing have been exposed and designed with
inadequate clearance to pump cover resulting in arcing.
(k) Resettable thermal switches resetting at higher trip temperature.
(l) Flame arrestors falling out of their respective mounting.
(m) Internal wires coming in contact with the pump rotating group, energising the rotor and
arcing at the impeller / adapter interface.
(n) Poor bonding across component interfaces.
(o) Insufficient ground fault current capability.
(p) Poor bonding of components to structure.
(q) Loads from the aeroplane fuel feed plumbing were transferred.
(r) Premature failure of fuel pump thrust bearings allowing steel rotating parts to contact the
steel pump side plate.
Wiring to Pumps located in metallic conduits or adjacent to fuel tank walls.
Wear of Teflon sleeving and wiring insulation allowing arcing to conduit causing an ignition
source in tank, or arcing to the tank wall.
Fuel Pump Connectors
Electrical arcing at connections within electrical connectors has occurred due to bent pins or
corrosion.
FQIS Wiring
Degradation of wire insulation (cracking) and corrosion (copper sulphate deposits) at electrical
connectors, unshielded FQIS wires have been routed in wire bundles with high voltage wires.
FQIS Probes
Corrosion and copper sulphide deposits have caused reduced breakdown voltage in FQIS
wiring, FQIS wiring clamping features at electrical connections on fuel probes has caused
damage to wiring and reduced breakdown voltage. Contamination in the fuel tanks including:
steel wool, lock wire, nuts, rivets, bolts; and mechanical impact damage, caused reduced arc
path between FQIS probe walls.
Bonding Straps
Corrosion, inappropriately attached connections (loose or improperly grounded attachment

points). Static bonds on fuel system plumbing connections inside the fuel tank have been found
worn due to mechanical wear of the plumbing from wing movement, and corrosion.
Failed or aged seals
Seal deterioration may result in leak internal or external to fuel system, as well as fuel spraying.
4.3 Minimizing electrical components hazards within fuel tanks

One of the lessons learned listed above is the undesirable presence of electrical components
within fuel tanks. Power wiring has been routed in conduits when crossing fuel tanks, however,
chaffing has occurred within conduits. It is therefore suggested that such wiring should be
routed outside of fuel tank to the maximum extent possible. At the equipment level, connectors
and adjacent area should be taken into account during the explosion proofness qualification of
the equipment (typically, pumps).
However, for some wiring, such FQIS or sensor wiring, it might be unavoidable to route them
inside of tanks, and therefore they should be qualified as intrinsically safe. The Safety
Assessment section below indicates how any residual fuel tank wiring may be shown to meet the
required Safety Objectives.
5 SAFETY ASSESSMENT
5.1 Introduction
The fuel system must comply with JAR 25.901(c), which requires compliance to JAR 25.1309.
According to INT/POL/25/12, the applicant should perform a Safety Assessment of the fuel
system showing that the presence of an ignition source within the fuel system is Extremely
Improbable and does not result from a single failure, as per JAR 25.1309 and the corresponding
AMJ 25.1309 principles.
Advisory Material Joint (AMJ) 25.1309, “System Design and Analysis” describes methods for
completing system safety assessments (SSA). The depth and scope of an acceptable SSA
depends upon the complexity and criticality of the functions performed by the system under
consideration, the severity of related failure conditions, the uniqueness of the design and extent
of relevant service experience, the number and complexity of the identified causal failure
scenarios, and the ability to detect contributing failures. The SSA criteria, process, analysis
methods, validation and documentation should be consistent with the guidance material
contained in AMJ 25.1309.
Failure rates of fuel system component should be carefully established as required using in-
service experience to the maximum extent.
5.2 Assumptions and Boundary Conditions for the Analysis:
The analysis should be conducted based upon assumptions described in this section.
5.2.a Fuel Tank Flammability
The system safety analysis should be prepared considering all aircraft flight and ground
conditions, assuming that an explosive fuel air mixture is present in the fuel tanks at all times.
5.2.b Failure Condition Classification
Unless design features are incorporated that mitigate the hazards resulting from a fuel tank
ignition event, (e.g. polyurethane foam), the SSA should assume that the presence of an ignition
source is a catastrophic failure condition.
5.2.c Failure conditions
The analysis should be conducted assuming deficiencies and anomalies, failure modes
identified by the review of service information on other product as far as practical, and any other
failure modes identified by the fuel tank system functional hazard assessment. The effects of
manufacturing variability, ageing, wear, corrosion, and likely damage should be considered.
In service and production functional tests, component acceptance tests and maintenance checks
may be used to substantiate the degree to which these states must be considered. In some
cases, for example component bonding or ground paths, a degraded state will not be detectable
without periodic functional test of the feature. For these features, inspection/test intervals should
be established based on previous service experience on equipment installed in the same
environment. If previous experience on similar or identical components is not available, shorter
initial inspection/test intervals should be established until design maturity can be assured.
Fuel Pumps.
Service experience shows that there have been a significant number of failure modes, which
have the capability of creating an ignition source within the tank. Many of these are as the result
of single failures, or single failures in combination with latent failures. Where fuel pumps can be
uncovered during normal operation, modifications will be required to ensure that pumps do not
become uncovered (by fuel) or that pump failures will not cause tank fires or explosions. For the
purposes of this Fuel Tank Safety Review, this will not be applied to fuel pumps, which only
become uncovered at the point of complete fuel exhaustion.
Fuel Pump Wiring.
Despite precautions to prevent fuel pump wire chafing, arc faults have occurred. For pump wire
installations within the tank or adjacent to the tank wall to remain acceptable, additional means
must be provided to isolate the electrical supply, in the event of arc faults. The means must be
effective in preventing continued arcing to the conduit or the tank wall.
FQIS Wiring.
Although in recent times, constructors have made attempts to segregate FQIS wiring from other
aircraft wiring, it is recognised that it is not possible to be confident, at the design stage, that the
segregation will remain effective over the whole fleet life. Subsequent aircraft modifications in
service may negate the design intentions. To counter this threat to FQIS wiring, additional
design precautions must be provided to positively prevent any unwanted stray currents entering
the tank. The precautions taken must remain effective, even following anticipated future
modifications.
Bonding Schemes.
Service experience has shown that the required Safety Objectives can be met with a dual,
redundant bonding scheme, with appropriate level of inspection. No definitive advice can be
given about the inspection period, but it is expected that the design and qualification of the
bonding leads and attachments (or alternative bonding means) will be sufficiently robust, so that
frequent inspections will not be needed.
5.2.d External Environment
The severity of the external environmental conditions that should be considered are those
established by certification regulations and special conditions (e.g., HIRF, lightning), regardless
of the associated probability. For example, the probability of lightning encounter should be
assumed to be one.
5.3 Qualitative Safety Assessment
The level of analysis required to show ignition sources will not develop will depend upon the
specific design features of the fuel tank system being evaluated. Detailed quantitative analysis
should not be necessary if a qualitative safety assessment shows that features incorporated into
the fuel tank system design protect against the development of ignition sources within the fuel
tank system. For example, if all wiring entering the fuel tanks was shown to have protective
features such as separation, shielding or surge suppressors, the compliance demonstration
would be limited to demonstrating the effectiveness of the features and defining any long term
maintenance requirements so that the protective features are not degraded.
5.4 Component Qualification Review
Qualification of components such as fuel pumps, using the specifications has not always
accounted for unforeseen failures, wear, or inappropriate overhaul or maintenance. Service
experience indicates that the explosion proofness demonstration needs to remain effective
under all of the continued operating conditions likely to be encountered in service. Therefore an
extensive evaluation of the qualification of components may be required if qualitative
assessment does not limit the component as a potential ignition source.
5.5 Electrical Sparks
The Applicant should perform a failure analysis of all fuel system and sub systems with wiring
routed into fuel tanks. Systems that should be considered include, temperature indication, Fuel
Quantity Indication System, Fuel Level sensors, fuel pump power and control and indication, and
any other wiring routed into or adjacent to fuel tanks. The analysis must consider system level
failures and also component level failures mentioned in Section 4.2 and discussed below.
Component failures, which have been experienced in service, are to be considered as probable,
single failures. The analysis should include existence of latent failures, such as contamination,
damage/pinching of wires during installation or corrosion on the probes, connectors, or wiring
and subsequent failures that may lead to an ignition source within the fuel tank. The wire
routing, shielding and segregation outside the fuel tanks should also be considered. The
evaluation must consider both electrical arcing and localised heating that may result on
equipment, fuel quantity indicating system probes, and wiring.
5.5.a Electrical Short Circuits
5.5.a.1 Effects of electrical short circuits, including hot shorts, on equipment and wiring which enter the
fuel tanks should be considered, particularly for the fuel quantity indicating system wiring, fuel
level sensors and probes.
5.5.a.2 The evaluation of electrical short circuits must consider shorts within electrical equipment.
5.5.b Electromagnetic Effects, including Lightning, EMI, and HIRF
5.5.b.1 Effects of electrical transients from lightning, EMI or HIRF on equipment and wiring within the
fuel tanks should be considered, particularly for the fuel quantity indicating system wiring and
probes.
5.5.b.2 Latent failures such as shield and termination corrosion, shield damage, and transient limiting
device failure should be considered and appropriate indication or inspection intervals
established.
5.5.b.3 The evaluation of electromagnetic effects from lightning, EMI, or HIRF must be based on the
specific electromagnetic environment of a particular aircraft model. Standardized tests such as
those in EUROCAE/RTCA DO-160 Sections 19, 20 and 22 are not sufficient alone, without
evaluation of the characteristics of the specific electromagnetic environment for a particular
aircraft model to show that appropriate standardised DO-160 test procedures and test levels are
selected. Simulation of various latent failures of fuel system components within the tanks may
be required to demonstrate the transient protection effectiveness.
5.6 Friction Sparks:
The analysis should include evaluation of the effects of debris entering the fuel pumps, including
any debris that could be generated internally such as any components upstream of the pump
inlet. Service experience has shown that pump inlet check valves, inducers, nuts, bolts, rivets,
fasteners, sealant, lock wire etc. have been induced into fuel pumps and contacted the impeller.
This condition could result in creation of friction sparks and should be an assumed failure
condition when conducting the system safety assessment.
6 INSTRUCTIONS FOR CONTINUED AIRWORTHINESS FOR THE FUEL TANK SYSTEM
The analysis conducted to show compliance with INT/POL/25/12 may result in the need to
define certain required inspection or maintenance items. Any item that is required to assure that
an ignition source does not develop within the fuel tank or maintain protective features
incorporated to preclude a catastrophic fuel tank ignition event must be incorporated in the
limitation section of the instructions for continued airworthiness.
Also, any information necessary to maintain those design features that have been defined in the
original type design to preclude ignition sources should be included in the critical design
configuration control limitations. This information is essential to ensure that maintenance,
repairs or modifications do not unintentionally violate the integrity of the original fuel system type
design. The original design approval holder must define a method of ensuring that this essential
information will be evident to those that may perform and approve such repairs and
modifications.

INTENTIONALLY LEFT BLANK

GOVERNMENT OF INDIA
OPP SAFDURJUNG AIRPORT, NEW DELHI

SECTION 8 – AIRCRAFT OPERATIONS
SERIES D PART I
ISSUE II, DATED 3RD SEPTEMBER 2013
EFFECTIVE: FORTHWITH
File No. DGCA/22024/12/2020-FSD
Subject: LOAD AND TRIM SHEET – REQUIREMENTS THEREOF & TRAINING

OF CONCERNED PERSONNEL
1. APPLICABILITY:
Under sub rule 2 (b) of rule 58 of the Aircraft Rules 1937, it is stipulated that "The
load of an aircraft throughout the flight including take-off and landing shall be
so distributed that the center of gravity position of the aircraft falls within the
limitations specified or approved by the Director General." It is also necessary
that the aircraft is loaded within specified limits to ensure safe operation. This
CAR is issued under the provision of Rule 133 A of the Aircraft Rules to ensure
compliance of the above requirements.
2. SCOPE:
This Civil Aviation Requirement sets out the requirements for load and trim
sheets, necessary training of the personnel engaged in its preparation and their
approval by DGCA
3. LOAD & TRIM SHEET AND ASSOCIATED TRAINING: OVERVIEW
In order to minimize the number of loading related incidents, operators should

ensure that flight crew, cabin crew and loading personnel, or ground handling
agents, are appropriately trained, qualified and periodically examined for
competency to carry out their duties. Training for any personnel involved in any
aspect of aircraft loading should include weight and balance planning, the use
of the load sheet, aircraft loading, restraint of cargo and the carriage of
dangerous goods. It is important that the training given includes an overview of
the duties and responsibilities of the other personnel (whether employed by
operator or agent) involved in the control and execution of loading; and
particular emphasis placed on the interfaces between personnel and the
division of duties and responsibilities at the interfaces. Only with this
Rev. 4, 2nd August 2021 1

SERIES D PART I 3RD SEPTEMBER 2013
understanding can they exercise vigilance for actions omitted and
responsibilities not fully discharged.
4. REQUIREMENT OF QUALIFIED PERSONNEL:
Persons deputed by Operator for preparing load and trim sheet of aircraft shall
be:
PIC or co-pilot trained and current on type of aircraft, OR
possess the following minimum qualification and training requirements: -
(a) Education- 10+2 level or holder of a flying license.
(b) Basic level courses in Load Control/Ramp Handling/Dangerous Goods

and basic knowledge of passenger services and Cargo handling.
(c) Experience in areas of Aircraft Loading / Load Control and

Documentation.
(d) Experience within Load Control in providing aircraft Weight and Balance
services and preparing load and trim sheets.
(e) Be conversant with computerized departure control systems and with

producing load sheets manually.
5. DUTIES & RESPONSIBILITIES OF QUALIFIED PERSONNEL:
5.1 Perform all aircraft Weight and Balance and Documentation activities for the
operator concerned.
5.2 Ensure the provision of an accurate and punctual service and that activities
conform to legal and safety requirements as outlined by regulatory bodies such
as IATA, DGCA, Aircraft Manufacturers, Airline Weight and Balance manuals
etc.
5.3 Review existing operational practices, systems and procedures to create work/
process efficiencies and source opportunities to maximize aircraft space
utilization and fuel uptake, in order to exploit maximum revenue capacity and
performance capability per aircraft.
5.4 Co-ordinate the receipt, record and onward communication of relevant

information from various stakeholders including outstations required for the
preparation of weight and balance documentation (loading instruction report,
load sheet and trim sheet) for an aircraft.
5.5 Build and maintain relationships with key stakeholders to enhance customer
service standards and facilitate the exchange of information & ensure all under
the wing activities are carried out in a safe & effective manner.

SERIES D PART I 03rd SEPTEMBER 2013
6. TRAINING PROGRAMME:
6.1 The training programme for the persons engaged in preparing load and trim
sheet and supervising loading shall comprise of:
(a) Basic / Initial ground training,
(b) Conversion/Transition training,
(c) Refresher/Recurrent training,
(d) Differences training.
6.2 Each training shall include practical demonstration as applicable.
6.3 Each training should cover the differences between aircraft of the same type
operated by the operator to ensure that such personnel are adequately trained
to perform their assigned duties on different aircraft being operated.
6.4 Upgrade training programme as required from time to time.
6.5 In addition to initial, transition, upgrade, recurrent and differences training, each
training programme must also provide specific ground training, instruction and
practice as necessary to ensure that each personnel :-
(a) Remains adequately trained and currently proficient with respect to each
aircraft and type of operation in which the personnel is involved.
(b) Qualifies in new equipment, facilities, procedures and techniques,

including change in loading / weight procedures as applicable to
personnel.
7. BASIC INDOCTRINATION / INITIAL GROUND TRAINING:
7.1 Where type trained pilots are entrusted preparation of load & trim sheet, the
initial ground training requirements may be undertaken as a part of the type
training syllabus. Such syllabus shall be for a minimum of 2 programmed hours
including the following topics;
(a) Review of the company procedures and operators’ ground handling

manual /equivalent document including procedures Supervision of
loading/ unloading, baggage handling, ramp equipment, ramp safety,
boarding and disembarkation of passengers, restricted articles, dead
load, documentation and record keeping, etc.
(b) Requirements for personnel involved in supervision of loading and

preparing load and trim sheets including the provisions of the Aircraft
Rules 1937 Rule 58 sub rule 2(b), CAR Section 8 Series D Part I etc.
(c) AFM/POH/FCOM principles of performance and weight & balance

including limitations, regulated take off weights, take-off and landing
performance charts, principles of loading, preparation of load and trim
sheets etc.
(d) Specific loading limitations, movement of center of gravity and hazards

of incorrect loading.
(e) ACARS load and trim sheet (if applicable)
(f) Last minute changes.
The training shall include a practical demonstration followed by a competency

check.
7.2 The basic indoctrination/initial ground training for newly hired personnel (other
than type trained pilots) to be used for preparing load & trim sheet shall include
a minimum of 40 programmed hours of instruction in at least the following:
(a) History of Aviation.
(b) Introduction to the airlines organizational structure and scope of

operations.
(c) Introduction to the contents of the operator’s certificate, difference

between scheduled operations and non-scheduled operations, type of
aircraft permitted for operations, limitations and their significance
thereof, validity of the permit.
(d) Introduction to the airlines manual with respect to baggage handling,

ramp equipment used and ramp safety boarding and disembarkation of
passengers, loading and unloading of cargo, restricted articles.
(e) Introduction of Aircraft Rules 1937 Rule 58 sub rule 2(b), CAR, Section
8 Series D Part I, on the subject – Load & Trim sheet and requirements
thereof necessary training of personnel engaged in its preparation and
the process of their approval by DGCA.
(f) Company procedures regarding loading and unloading of aircraft with

respect to passengers and dead load, ramp handling documentation
and record keeping as specified in the relevant portion, if any in
operations manual.
(g) Aircraft flight manual, the need for mandatory documentation including
their significance. Turnaround times and the general procedures for
ground handling.
(h) Basic theory of Flight-Aerofoil theory. The concepts of Lift, Drag, Thrust
and Weight.
(i) Conditions of equilibrium – Introduction to Longitudinal, Normal and

Lateral axis, the motions of Rolling, Pitching and Yawing.
(j) Principles of Weight and Balance of Aircraft – The concepts of Weight,

Center of Gravity, Center of Pressure, Moment, Arm and Fulcrum, Law
of moment and Datum.
(k) Weight and Balance computation, and calculations of center of gravity

of aircraft – the application of the law of moments, Index units, Basic
Index, Index equation. Weight and balance in an aeroplane, Mean
Aerodynamic Chord.

(l) Limitations – Structural and operational limitations. The concepts of
Maximum Ramp, Take-off, Landing weight, Zero fuel Weight, regulated
take-off weight, laden weight, aircraft index, dry operation weight, net
operation weight. Factors causing operational limitations like runway
length, temperature, pressure, wind conditions, climb gradient,
obstacles. Effect on payload due structural and operational limitations.
(m) Calculation of Center of gravity of aircraft. – Application of the index

equation to compute the center of gravity of the aircraft.
(n) Introduction to important parts of the aircraft – fuselage, wings, power

plant or engines. Tail assembly or empennage, rudder, elevator, flaps,
ailerons, undercarriage and flight deck and their significance in
controlling the aircraft.
(o) Introduction to the type of aircraft, Technical description and details of

flight deck, power plant, cabin configuration, design dimensions and
weight.
(p) Loading and unloading procedure for type of aircraft, limitations thereof,
precautions to be followed.
(q) Use of RTOW and take-off and landing performance charts, preparation
of load and trim sheet including practical training.
(r) Regulation pertaining to carriage of arms / ammunition, dangerous

goods, dead body, live animals, perishable goods etc.
(s) ACARS load and trim sheet (if applicable).
(t) Last minute changes
7.3 Initial ground training for such officers/ staff must include a competency check
given by appropriate supervisor or ground instructor) acceptable to the DGCA
that demonstrates knowledge and ability with the subjects set forth in
paragraph 7.1 of this section.
Note: Refer CAR Section 2 Series X Part II Weight and Balance of Aircraft for
aspects related to weighing of aircraft
8. CONVERSION / TRANSITION TRAINING:
8.1 The personnel performing regular duty on one type of aircraft cannot perform
duties on any other type of aircraft until he/she has undergone an approved
course of conversion training.
8.2 The conversion training shall be conducted by an approved instructor who is

familiar with the type of aircraft including various procedures. The instructor
shall conduct the written and practical test, in coordination with DGCA (Director
of Airworthiness of the Region).
9. REFRESHER / RECURRENT TRAINING:
9.1 Recurrent training ensure that such personnel are adequately trained and

currently proficient with respect to the type of aircraft (including differences
training if applicable). Refresher training for pilots may be undertaken as a part
of their annual technical / performance refresher in a 0.5 hour load and trim
sheet module.
9.2 Recurrent ground training for personnel must include at least the following:-
(a) A quiz or other review to determine the state of the officer’s/ personnel's
knowledge with respect to the aircraft;
(b) Weight and Balance computation and calculations of center of gravity of

aircraft – the application of the law of moments. Index units, Basic Index,
Index equation, Weight and balance in an aero plane, Mean
Aerodynamic Chord.
(c) Limitations – Structural and operational limitations. The concepts of

Maximum Ramp, Take-off, landing and Zero Weight, Factors causing
operational limitations like runway length, temperature, pressure, wind
conditions, climb gradient, obstacles, effect on payload due to structural
and operational limitations.
(d) Definition and meaning of maximum take-off weight, landing weight,

regulated take of weight, zero fuel weight empty weight laden weight,
aircraft index, maximum landing weight, dry operating weight, net
operating weight.
(e) Introduction to the Aircraft and its important parts – fuselage, wings,
power plant or engines, Tail assembly or empennage, rudder, elevator,
flaps, ailerons, undercarriage and flight deck and their significance in
controlling the aircraft.
(f) Technical description and details of flight deck, power plant, cabin
configuration, hold configuration, design dimensions and weight.
(g) Loading and unloading procedure for aero plane fleet, limitations
thereof, precautions to be followed.
(h) Use of RTOW and take-off and landing performance charts, preparation
of load and trim sheet.
(i) Regulation pertaining to carriage of arms, ammunition, dangerous

goods, dead body, live animals, perishable goods etc.
(j) Emphasis on practical application and making of load and trim sheet for
normal single sector flight, multi sector, transit flight, ferry flight and
training flights.
(k) ACARS load and trim sheet (if applicable)
(l) Last minute changes
9.3 A competency check as specified in para 7.3 of this Civil Aviation

Requirements.
9.4 Recurrent ground training for personnel must consist of at least 10 programmed
hours.
9.5 Recurrent training shall also be conducted for personnel who have not
conducted supervision of loading and preparation of load and trim due long
sickness change of job etc. The course shall mainly consist of familiarization
with subjects mentioned in para 7.1 and also with DGCA circulars, AICs and
review of accidents/incidents due to loading problems
9.6 The instructor under whom such personnel has undergone recurrent training
shall submit a certificate of successful completion of training to the operator.
10. DIFFERENCES TRAINING:
10.1 Differences training for such personnel must consist of instructions in each
appropriate subject or part thereof required for initial ground training in the
aircraft.
10.2 The number of programmed hours for the differences ground training shall be 10
hours, if not included with other training courses.
10.3 Differences training must include the relevant topics defined in paragraph 7 and
in addition the following:
(a) Introduction to variations.
(b) Instructions on each aspect of variations.
(c) Impact on loading and unloading due differences.
(d) Precautions and limitations.
(e) Impact on payload due differences.
(f) Procedure to prepare load and trim sheet.
11. COMPETENCY CHECK FOR PERSONNEL:
11.1 Written test / Examination:
11.2 Each trainee after having undergone the prescribed training shall appear in a
written examination conducted by an instructor in co-ordination with the DGCA.
The examination shall consist of:-
(a) General subjects,
(b) Specific on type of aircraft.
11.2 Oral and Practical test:
The personnel after having successfully undergone written test are required to
demonstrate their drill and skills. The assessment in this regard shall be done

by an instructor.
12. OPERATING EXPERIENCE:
The personnel must perform the assigned duties of preparing load and trim
sheet on at least two flights under the supervision of an authorised instructor,
who shall personally observe the performance of these duties. However, such
check is not required for personnel who have previously acquired experience on
any large passenger carrying aircraft of the same group.
13. TRAINING INFRASTRUCTURE AND PROGRAMME:
13.1 For the purpose of training operator must obtain approval from FSD, DGCA for
their training course. For this purpose the airline/ operator shall submit to the
DGCA :
(a) A training programme for each type of aircraft which shall include:-
(1) A list of principal training subjects covering the syllabus;
(2) A list of all the training devices, methods and procedures to be

followed for the proposed training;
(3) The programmed hours of training that will be applied to each

training;
(4) List of properly qualified instructors as required for the training.
(b) Additional information which may be required by the DGCA.
13.2 The operator shall provide and keep current with respect to each aircraft type
and, if applicable, the particular variation within that aircraft type, appropriate
training material, examination form, instructions, printed material, instructions
and procedures for use in conducting the training and checks required.
13.3 If the proposed training programme or revision complies with this part of the
CAR, FSD, DGCA may grant initial approval after which the operator may
conduct training in accordance with such approved programme. DGCA will then
evaluate the effectiveness of the training programme and will advise the
operator of deficiencies, if any, that must be corrected.
13.4 DGCA may grant final approval of training programme or revision if the
airline/operator shows that the training conducted under initial approval
ensures that each person that successfully completes the training is adequately
trained to perform his/her assigned duty.
13.5 Whenever DGCA finds that revisions are necessary for continued adequacy of
training programme that has been granted final approval, the operator shall
make changes in the programme that are found necessary by the DGCA.
13.6 Instructor: The instructor detailed to impart training to the personnel must
possess sufficient aviation experience and knowledge of Air Safety Circulars,
AICs, CAR, Aircraft Rules and other instructions issued by the DGCA from time
to time.
14. DGCA may monitor the training programme, instructors and the performance of
the trainees from time to time.
15. LOAD AND TRIM SHEET REQUIREMENTS:
15.1 Before starting operation the operator shall prepare a load/trim sheet and get
the same approved from the DGCA (Dte of Airworthiness).
15.2 The operator shall compute the trim either manually or by use of a computer
system (e.g. ACARS) in accordance with a procedure approved by the DGCA.
A brief description of the ACARS is given in Appendix – A. For helicopters an
excel spreadsheet may be used for Load and Trim Sheet calculations in
accordance with a procedure approved by the DGCA.
15.3 The operator shall ensure that the loading and distribution is in accordance with
the requirement of the Aircraft Rules and any special direction issued by the
DGCA in conformity with the Rules.
15.4 It will be the responsibility of the operator to ensure that the weight of the aircraft
at the time of take-off does not exceed the RTOW.
15.5 Each operator is responsible for the preparation and accuracy of the load/ trim
sheet.
15.6 The load/ trim sheet must be prepared in duplicate and signed for each flight
by Personnel of the operator who have the duty of supervising the loading of
aircraft and preparing the load and trim sheet except that the same is not
required for each subsequent shuttle / leg of a helicopter flight provided no
switch off with refueling is involved and:
(a) only passengers and their personal baggage are carried in each such
shuttle/ leg; and
(b) the pilot-in-command calculates and ensures that the maximum AUW
for the prevailing density altitude is not exceeded; and
(c) the sequence of loading and passenger seating is specified in the Flight
and Operations Manual and is being followed for the flight; and
(d) the actual weight of crew, passengers and baggage / load shall be taken
for calculation of maximum AUW.
15.7 The load and trim sheet must be signed by the pilot-in-command unless the
load and trim sheet is sent to the aircraft by electronic data transfer.
15.8 When the load and trim sheet is sent to the aircraft by electronic data transfer, a
copy of the final load and trim sheet, as accepted by the pilot-in-command, must
be available on the ground. A load and trim sheet sent by electronic data transfer
shall be annotated as “final” to indicate the version to be accepted by the PIC.
15.9 The load and trim sheet should normally contain the following information:
(a) The aircraft registration and type;
(b) the flight identification number and date;
(c) the identity of the pilot-in-command;
(d) the identity of the person who prepared the document;
(e) the dry operating mass and the corresponding CG of the aircraft;
(f) the mass of the fuel at take-off and the mass of trip fuel;
(g) the mass of consumables other than fuel;
(h) the components of the load including passengers, baggage, freight and
ballast;
(i) the take-off mass, landing mass and zero fuel mass;
(j) the load distribution;
(k) the applicable aircraft CG positions; and
(l) the limiting mass and CG values.
15.10 The load/trim sheet and passenger manifest must at least contain the following
information concerning the loading of the aircraft at take-off time:
(a) The weight of the aircraft, fuel and oil, cargo and baggage, passengers
and crew members.
(b) The maximum allowable weight for that flight that must not exceed the
least of the following weights:
(i) Maximum allowable take-off weight for the runway intended to be

used (including corrections for altitude, gradient, wind, and
runway surface condition and temperature conditions existing at
the take-off time.
(ii) Maximum take-off weight considering anticipated fuel and oil

consumption that allows compliance with applicable en route
performance limitations.
(iii) Maximum take-off weight considering anticipated fuel and oil

consumption that allows compliance with the maximum
authorized design landing weight limitations on arrival at the
destination airport.
(iv) Maximum take-off weight considering anticipated fuel and oil

consumption that allows compliance with landing distance
limitation on arrival at the destination and alternate airports.
(c) The total weight computed under approved procedures.
(d) Evidence that the aircraft is loaded according to an approved schedule

that ensures that the center of gravity is within approved limits, during the
flight.
(e) Names of passenger including breakup of male, female, child/infant.
15.11 If after take-off, any discrepancy is observed in the load calculation by the
concerned personnel on the ground, the same should be intimated to the Pilot-
in-Command immediately using ACARS (if applicable)
15.12 The load and trim sheet needs to be updated when:
(a) a modification which changes the aircraft certified limits is included or
(b) a modification (cabin layout, cargo arrangement.) which influences the

operational limits is made.
15.13 The form "Special Load – Notification to Captain” (NOTOC) is to be used

whenever it is necessary to inform the Captain of the presence of specific
nature load on board of the aircraft:
(a) dangerous goods,
(b) live animals,
(c) human remains,
(d) perishable cargo,
(e) valuable cargo, and other special load.
Minimum of two copies of NOTOC are required; one for the Captain, and one
for the loading station’s file.
16. GENERAL REQUIREMENTS:
16.1 Before detailing a personnel for preparation of load / trim sheet, the operator
shall confirm to the DGCA that the personnel has successfully undergone an
approved course in accordance to the requirement laid down in the CAR. They
should also ensure that all such personnel undergo periodic refresher and other
training courses as stipulated in this CAR.
16.2 Aircraft weight and balance calculations should be conducted carefully and load
and trim sheets should be prepared ensuring that the correct data is used.
Gross error checks should be made at every stage.
16.3 Communications should be established between ground crew and flight crew,
especially where last minute change procedures are used. Passenger head
counts and gender identification should be conducted carefully in order to
achieve accurate passenger figures.
16.4 Operators must also ensure that the person responsible for supervising the
loading of the aircraft has inspected the load and reconciled the actual load
distribution with the aircraft loading instructions or load report, has checked that
the load is properly restrained throughout the cargo compartments and then
confirms, by signature, that the load and its distribution are in accordance with
the load and trim sheet. Sufficient time must be available for such checks to be
carried out properly.
16.5 Operators should review the instructions they provide to all who can have
responsibility for loading their aircraft, and the training that is required to ensure
that these instructions are properly understood and implemented to ensure that
the risk of incidents or accidents arising from loading errors is kept to a
minimum.
16.6 Operators should also review their Quality Systems to ensure that their audit
schedules include aspects of how aircraft are to be loaded and trims/centres of
gravity are to be accurately calculated in accordance with all relevant
requirements.
16.7 Notwithstanding the above, DGCA may specify additional requirements, if felt
necessary, for safe operation of the aircraft.
(Arun Kumar)
APPENDIX – A
ACARS OVERVIEW:
Aircraft Communications Addressing and Reporting System (ACARS) is a digital datalink

system for transmission of short, relatively simple messages between aircraft and ground stations
via radio or satellite.

A person or a system on board may create a message and send it via ACARS to a system or user
on the ground, and vice versa. Messages may be sent either automatically or manually.
A Step-by- step description of the ACARS Loadsheet Confirm procedure is described

below:
Note: This instruction is intended for orientation only.
1. ACARS Initialization
Sending the INIT REQ (accessed via PREFLIGHT menu=> INIT DATA page) will trigger an
automatic uplink of the Preliminary Load Info.
The Preliminary Load Info will be printed automatically PRELIMINARY LOAD INFO
10:00 ZFW 48398 TOW 54708
upon receipt by the ACARS MU. This is indicated by the LAW 50741 PAX C/Y/M 1/6/103
passive advisory "PRN MSG*" on the MCDU position MACTOW 28 *DRILL 9L: CPT2:
LK6R. (Press LK6R to cancel the advisory). 10KG
DRY ICE
END PRE-LOAD INFO
2. Final Loadsheet & NOTOC)
The Final Loadsheet (& Notoc) will be uplinked and

printed automatically when all load releases have been
made. Receipt of the Final Loadsheet is indicated by the
LOADSHEET*. active advisory message in position
LK6R. If desired the Final Loadsheet can be reviewed on
the MCDU via the PREFLIGHT menu
LOADSHEET* active advisory

on MCDU

SERIES D PART I rd
03 SEPTEMBER 2013
3. Signing the Final Loadsheet
Selecting the LOADSHEET active advisory will take you to the LOAD CONFIRM 1/2 page. (The LOAD
CONFIRM page is also accessible via the LOAD SHEET page on the PREFLIGHT menu.)
LOAD CONFIRM 1/2 page. A PIN code "12345" has been entered by the pilot.
The SEND* prompt indicates the Load Confirm message has not yet been sent.
Enter the 5-digit PIN code in the "CREW" field.
Press SEND*
The Final Loadsheet (and Notoc) is now signed.
4. Error Handling
If any of the following cases occur:
• LOAD CONFIRM message not received before the off-block event.

• LOAD CONFIRM message received with incorrect PIN code before the off-block event.
The SAS Datalink system will uplink an advisory message.
(SAS uses the ACARS datalink system. It is a datalink technology developed specifically for the airline
industry. A network of ground radio stations ensure that our aircraft can communicate with SAS in real-
time from practically anywhere in the world. Satellites are used over oceans or remote areas were no
ground stations exist. ACARS is a low bandwidth link that handles text- based information of essentially
the same type as can be sent via ground-ground telex.)

GOVERNMENT OF INDIA

SECTION 8 - AIRCRAFT OPERATIONS
SERIES 'S' PART I
ISSUE II, 4TH SEPTEMBER 2014
Revision 3 Effective: 28 FEBRUARY 2022
File No: AV. 22024/16/2013-FSD
SUBJECT: REQUIREMENTS COMMERCIAL AIR TRANSPORT- FOR

EXTENDED DIVERSION TIME OPERATIONS (EDTO) AND
OPERATIONS BY TURBINE-ENGINED AEROPLANES BEYOND 60
MINUTES TO AN EN- ROUTE ALTERNATE AERODROME.
1. INTRODUCTION:
1.1 The purpose of initial ETOPS regulations were to provide very high level of
safety while facilitating the use of twin engines on routes, which were
previously restricted to three or four engine aeroplanes. ETOPS has now
evolved to EDTO (Extended Diversion Time Operations) by ICAO to
encompass two or more engine aeroplanes and the intent of the current
regulation is to avoid a diversion and if it occurs, toensure that the diversion
is safe. EDTO may be referred as ETOPS in somedocuments (AFM etc.).
1.2 This Civil Aviation Requirement is issued under the provision of Rule 29C
and 133A of the Aircraft Rules 1937 and lays down requirements for
obtaining airworthiness and operational approval for EDTO and operations by
Turbine- Engine Aero plane beyond 60 minutes and up to Threshold time as
established by DGCA.
2. APPLICABILITY:
2.1 This CAR is applicable to operators engaged in Commercial Air Transport

Operations.Operators shall not operate an aeroplane with two or more engines
beyond the threshold time unless approved by DGCA for EDTO.
2.2 To be eligible for EDTO, the specified airframe/ engine combination should
have been certificated to the Airworthiness Standards of Transport Category
aeroplane by FAA (FAR25) of USA or EASA (CS25) or by any other regulatory
authority acceptable to DGCA.
Rev. 4 dated 18th July 2022

1
SERIES S PART I 4TH SEPTEMBER 2014
3. DEFINITIONS:
3.1 Alternate Aerodrome. An aerodrome to which an aircraft may proceed when

it becomes either impossible or inadvisable to proceed to or to land at the
aerodrome of intended landing where the necessary services and facilities are
available, where aircraft performance requirements can be met and which
is operational at theexpected time of use. Alternate aerodromes include the
following:
Take-off alternate. An alternate aerodrome at which an aircraft would be able to

land should this become necessary shortly after take-off and it is not possible
to use the aerodrome of departure.
En-route alternate. An alternate aerodrome at which an aircraft would be able

to land in the event that a diversion becomes necessary while en route.
Destination alternate. An alternate aerodrome at which an aircraft would be

able to land should it become either impossible or inadvisable to land at the
aerodrome of intended landing.
3.2 Extended diversion time operations (EDTO). Any operation by an

aeroplane with two or more turbine engines where the diversion time to an en-
route alternate aerodrome is greater than the threshold time established by the
DGCA.
3.3 EDTO Entry Point. The first point on the route of an EDTO flight; determined
usinga one-engine inoperative cruise speed under standard conditions in still
air that is more than the threshold from an enroute alternate airport for
airplanes with two engines and more than two engines.
3.4 EDTO Exit Point (EXP): The last point on an EDTO flight, under standard
conditions in still air, that is beyond the DGCA established threshold time from
an Enroute alternate aerodrome.
3.5 EDTO critical fuel. The fuel quantity necessary to fly to an en-route alternate
aerodrome considering, at the most critical point on the route, the most limiting
system failure.
Note: Attachment C to ICAO Annex 6 Part I contains guidance on EDTO
critical fuel scenarios.
3.6 EDTO-significant system. An aeroplane system whose failure or degradation

could adversely affect the safety particular to an EDTO flight, or whose
continued functioning is specifically important to the safe flight and landing of
an aeroplane during an EDTO diversion.
3.7 EDTO alternate. An en-route alternate aerodrome that is designated in a

dispatch or flight release for use in the event of a diversion during an EDTO
flight, and which meets the applicable dispatch minima (weather and field

2
conditions). This definition applies to flight planning and does not in any way
limit the authority of the pilot-in-command during flight.
Note. — En-route alternate aerodromes may also be the take-off and/or

destination aerodromes.
3.8 EDTO Dispatch planning minima:-
The EDTO dispatch planning minima requirements are typically expressed as

additives to the published operating minima for a particular approach or may also
be expressed as fixed minima values. In either case, the intent of the
requirements is that the aerodrome minima assessed for dispatch planning
purposes are more conservative than the actual published operating minima
required to conduct an approach and landing.
3.9 EDTO Alternate Aerodrome Validity Period/time window:-
The validity period is the time window during which a designated EDTO alternate
aerodrome should be assessed for EDTO dispatch purposes to have the
necessary conditions to allow a safe approach and landing in the event of an en-
route EDTO diversion. The applicable time window should consider the earliest
to latest expected arrival times for each EDTO alternate aerodrome based on the
planned departure time. The validity period for a given EDTO alternate
aerodrome is typically determined based on a diversion from the first and last
EDTO ETPs for this alternate.
3.10 Isolated aerodrome. A destination aerodrome for which there is no destination

alternate aerodrome suitable for a given aeroplane type.
3.11 Maximum diversion time. Maximum allowable range, expressed in time, from a
point on a route to an en-route alternate aerodrome.
3.12 Point of no return. The last possible geographic point at which an aeroplane
can proceed to the destination aerodrome as well as to an available en route
alternate aerodrome for a given flight.
3.13 Threshold time. The range, expressed in time, established by the State of the
Operator to an en-route alternate aerodrome, whereby any time beyond requires
anEDTO approval from the State of the Operator.
3.14 In - Flight Shutdown (IFSD). When an engine ceases to function in flight and is
shutdown, whether self-induced, crew initiated or caused by some other external
influence (i.e. IFSD for all cases; for example due to flameout, internal failure,
crew initiated shutoff, foreign object ingestion, icing, inability to obtain and/or
control desired thrust etc.).
3.15 Propulsion System. A system consisting of power unit and all other equipment
utilized to provide those functions necessary to sustain, monitor and control the
power/thrust output of any one-power unit following installation on the airframe.

3
3.16 EDTO — configuration, maintenance and procedures (CMP) document.

The document approved by the State of Design and which contains the
particular aeroplane configuration minimum requirements, including any special
inspection, hardware life limits, master minimum equipment list (MMEL)
constraints and maintenance practices found necessary to establish the
suitability of an aeroplane/engine combination (AEC) for extended diversion time
operation.
3.17 EDTO — configuration, maintenance and procedures (CMP) requirements.

The particular aeroplane configuration minimum requirements including any
special inspection, hardware life limits, MMEL constraints and maintenance
practices found necessary to establish the suitability of an aeroplane/engine
combination (AEC) for extended diversion time operation.
4 THRESHOLD TIME
4.1 The threshold time established by DGCA is given below:
Operator/ Aeroplane Threshold time

1. Scheduled operators with two engine
Aeroplanes irrespective of AUW and
passenger capacity
2. Non-scheduled operators (NSOPs) 60 minutes
operating Twin engine aeroplanes -
engine aeroplanes with a maximum
approved passenger seating
configuration of 20 or more.
3. Non-scheduled operators (NSOPs)
operating two engine aeroplanes with a
maximum approved passenger seating 90 minutes
configuration of 19 or less.
4. Aeroplanes more than two engines 120 minutes
4.2 All operators conducting operations beyond 60 minutes from a point on a route
to an en-route alternate aerodrome shall ensure that:
4.2.1 For all aeroplanes:
4.2.1.1 En-route alternate aerodromes are identified; and

4.2.1.2 The most up-to-date information is provided to the flight crew on
identified en- route alternate aerodromes, including operational
status and meteorological conditions;
4.2.2 For aeroplanes with two turbine engines, the most up-to-date information
provided to the flight crew indicates that conditions at identified en-route
4
alternate aerodromes will be at or above the operator’s established

aerodrome operating minima for the operation at the estimated time of
use.
4.3 In addition to the requirements in 4.1, all operators shall ensure that the
following are taken into account and provide the overall level of safety intended
by requirements of CAR Section 8 Series O Part II:
a) Operational control and flight dispatch procedures;

b) Operating procedures; and
c) Training programmes.
4.4 Non-scheduled operators (NSOPs) operating two engine aeroplanes with a

maximum approved passenger seating configuration of 19 or less and
intending to use 90 minutes threshold time shall comply with the requirements
given at Annexures 2 and 3 of this CAR.
4.5 Operators with aeroplane with two or more turbine engines shall not operate
beyond the above specified threshold time unless they meet the requirements
for Extended Diversion Time Operations (EDTO) given in the following para’s
of this CAR.
5 GENERAL REQUIREMENTS FOR EXTENDED DIVERSION TIME

OPERATIONS (EDTO)
5.1 Unless the operation has been specifically approved by DGCA an aeroplane
withtwo or more turbine engines shall not, be operated on a route where the
diversion time from any point on the route, calculated in ISA and still air
conditions at the one-engine inoperative cruise speed for aeroplanes with two
turbine engines andat the all-engine operating cruise speed for aeroplanes
with more than two turbine engines, to an en-route alternate aerodrome
exceeds a threshold time established for such operations by the DGCA.
Note1: When the diversion time exceeds the threshold time, the operation is
considered to be an extended diversion time operation (EDTO).
Note2: For the purpose of EDTO, the take-off and/or destination aerodromes
may be considered en-route alternate aerodromes.
5.2 The maximum diversion time, for an operator of a particular aeroplane type
engaged in extended diversion time operations shall be approved by DGCA.
Note. — Guidance on the conditions to be used when converting
diversion times to distances are contained in Attachment C to ICAO
Annex 6 Part I and ICAO Doc 10085.
5.3 When approving the appropriate maximum diversion time for an operator for
aparticular aeroplane type engaged in extended diversion time operations,

5
DGCA shall ensure that:

(a) for all aeroplanes: the most limiting EDTO significant system time
limitation,if any, indicated in the Aeroplane Flight Manual (directly or by
reference) and relevant to that particular operation is not exceeded; and
(b) for aero planes with two turbine engines: the aeroplane is EDTO certified.
5.4 Notwithstanding the provisions in Para 4.1 above, DGCA may, based on the
results of a specific safety risk assessment conducted by the operator which
demonstrates how an equivalent level of safety will be maintained, approve
operations beyond the time limits of the most time-limited system. The specific
safety risk assessment shall include at least the
(a) capabilities of the operator;
(b) overall reliability of the aeroplane;
(c) reliability of each time limited system;
(d) relevant information from the aeroplane manufacturer; and
(e) specific mitigation measures
For aeroplanes engaged in EDTO, the additional fuel required by CAR

Section 8 Series ‘O’ Part II Para 4.3.6.3 f) 2) shall include the fuel necessary
to comply with the EDTO critical fuel scenario, the critical fuel should be
available at critical point, as established in this CAR.
5.5 A flight shall not proceed beyond the threshold time in accordance with Para
4.1 above unless the identified en-route alternate aerodromes have been re-
evaluated for availability and the most up to date information indicates that,
during the estimated time of use, conditions at those aerodromes will be at or
above the operator’s established aerodrome operating minima for the
operation.If any conditions are identified that would preclude a safe approach
and landingat that aerodrome during the estimated time of use, an alternative
course of action shall be determined.
5.6 DGCA shall, when approving maximum diversion times for aeroplanes with
two turbine engines, ensure that the following are taken into account in
providing the overall level of safety intended by the provisions of ICAO Annex
8:
(a) reliability of the propulsion system;

(b) airworthiness certification for EDTO of the aeroplane type; and
(c) EDTO maintenance program.
Note: The Airworthiness Manual (Doc 9760) contains guidance on the

level ofperformance and reliability of aeroplane systems
6 EDTO SPECIAL REQUIREMENTS

6.1 In addition to the standard flight planning and execution requirements, flights
undertaking EDTO require special considerations as below;

6
6.1.1 Operational approval to conduct EDTO
While approving an operator with a particular aeroplane type for extended

diversion time operations, DGCA will establish an appropriate threshold time
and approve a maximum diversion time and in addition to the requirements
previously set forth in this CAR, ensure that:
(a) specific operational approval is granted by DGCA;
(b) the operator’s past experience and compliance record is satisfactory and
the operator establishes the processes necessary for successful and
reliable extended diversion time operations and shows that such
processes can be successfully applied throughout such operations;
(c) the operator’s procedures are acceptable based on certified aeroplane
capabilityand adequate to address continued safe operation in the event
of degraded aeroplane systems;
(d) the operator’s crew training programme is adequate for the proposed
operation;
(e) documentation accompanying the authorization covers all relevant
aspects; and
(f) it has been shown (e.g. during the EDTO certification of the aeroplane)
that the flight can continue to a safe landing under the anticipated
degraded operating conditions which would arise from:
i. the most limiting EDTO significant system time limitation, if any, for
extended diversion time operations identified in the Aero plane’s
Flight Manual directly or by reference; or
ii. total loss of engine generated electric power; or
iii. total loss of thrust from one engine; or
Any other condition which DGCA considers to be equivalent in

airworthiness and performance risk.
6.1.2 Continuous Airworthiness Maintenance Programme (CAMP)
The basic maintenance program for the aeroplane being considered for EDTO is the
Continuous Airworthiness Maintenance Programme (CAMP) currently approved for
that operator in the Continuing Airworthiness Management Exposition (CAME) and
covers the particular model airframe engine combination.
In order to conduct an EDTO flight, the Operator shall develop and comply with the
EDTO Continuous Airworthiness Maintenance Programme (EDTO CAMP), as
approved by DGCA and endorsed in Operator’s operations specifications, for each
aeroplane-engine combination used in EDTO. The Operator shall develop the EDTO
CAMP by supplementing the CAMP currently approved for the Operator. The CAMP
should contain the standards, guidance and direction necessary to support the
intended operations. The maintenance personnel involved in effecting this
programme should be made aware of the special nature of EDTO and have the
knowledge, skills and ability to accomplish the requirement of the programme. EDTO

7
maintenance requirements will be approved as supplemental requirements.
The EDTO CAMP shall include the following elements:
(a) EDTO manual. The Operator shall have an EDTO manual for the use by each
person involved in EDTO.
(1) The manual shall -
(i) List each EDTO significant system (Refer para 6.1.3),
(ii) Refer to or include all of the EDTO maintenance elements in this section,
(iii) Refer to or include all supportive programs and procedures,
(iv) Refer to or include all duties and responsibilities, and
(v) Clearly state where referenced material is located in the Air Operator’s
document system.
(b) EDTO pre-departure service check. The Operator shall develop a pre-departure
check tailored to their specific operation.
(1) The Operator shall complete the pre-departure service check immediately
before each EDTO flight.
(2) At a minimum, this check must -
(i) Verify the condition of all EDTO Significant Systems;
(ii) Verify the overall status of the aeroplane by reviewing applicable

maintenance records; and
(iii) Include an interior and exterior inspection to include a determination

of engine and APU oil levels and consumption rates.
(3) An appropriately trained maintenance person, who is EDTO qualified, shall

accomplish and certify by signature EDTO specific tasks. Before an EDTO flight
may commence, an EDTO pre-departure service check (PDSC) Signatory
Person, who has been authorized by the Operator, shall certify by signature,
that the EDTO PDSC has been completed.
(4) For the purposes of this paragraph (b) only, the following definitions apply:
(i) EDTO qualified person: A person is EDTO qualified when that person
satisfactorily completes the operator's EDTO training programme and is
authorized by the Operator.
(ii) EDTO PDSC Signatory Person: A person is an EDTO PDSC

Signatory Person when that person is EDTO qualified and that person:
8
(A) When certifying the completion of the EDTO PDSC:
(1) Works for an operator authorized to engage in

Scheduled/ Non-Scheduled operation or works for a CAR
145 organisation; and
(2) Holds an AME licence with airframe and power plant

ratings.
(B) When certifying the completion of the EDTO PDSC for an

aircraft of an Indian Air Operator outside India, the person shall
have the requisite experience or training to return aircraft to
service on behalf of an EDTO maintenance entity.
(iii) EDTO maintenance entity: An entity authorized to perform EDTO

maintenance and complete EDTO PDSC and that entity is:
(A) A Scheduled/ non-Scheduled Air Operator;
(B) An approved/ accepted CAR 145 Organisation; or
(C) A maintenance organisation approved by local regulatory

authority (in case a CAR 145 approved/ accepted organisation
is not available at the location).
Note: When the maintenance is sub-contracted, the operator

must ensure that:
(i) The maintenance personnel of the sub-contractor involved
are qualified for EDTO.
(ii) All airworthiness flight dispatch procedures and additional
maintenance requirements as identified in the Operator’s
CAME is complied with.
(c) Limitations on dual maintenance.
(1) Except as specified in paragraph (c) (2), the Operator may not perform
scheduled or unscheduled dual maintenance during the same maintenance visit
on the same or a substantially similar EDTO Significant System listed in the EDTO
Manual, if the improper maintenance could result in the failure of an EDTO
Significant System.
(2) In the event dual maintenance as defined in paragraph (c) (1) of this para
cannot be avoided, the Operator may perform maintenance provided:
(i) The maintenance action on each affected EDTO Significant System is

performed by a different AME, or
(ii) The maintenance action on each affected EDTO Significant System is

9
performed by the same AME under the direct supervision of a second qualified
individual; and
(iii) For either paragraph (c)(2)(i) or (ii) of this para, a qualified individual conducts
a ground verification test and any in-flight verification test required under the
program developed pursuant to paragraph (d) of this para.
(d) Verification programme. The Operator shall develop and maintain a programme
for the resolution of discrepancies that will ensure the effectiveness of maintenance
actions taken on EDTO Significant Systems. The verification program must identify
potential problems and verify satisfactory corrective action. The verification program
must include ground verification and in-flight verification policy and procedures. The
Operator shall establish procedures to indicate clearly who is going to initiate the
verification action and what action is necessary. The verification action may be
performed on an EDTO revenue flight provided the verification action is documented
as satisfactorily completed upon reaching the EDTO Entry Point.
(e) Task identification. The Operator shall identify all EDTO-specific tasks. An
appropriately trained AME who is EDTO qualified must accomplish and certify by
signature that the EDTO-specific task has been completed.
(f) Centralized maintenance control procedures. The operator conducting EDTO

(regardless of the size of its EDTO fleet) shall have a centralized entity responsible
for monitoring of the EDTO maintenance activities. The Operator shall develop and
clearly define in its EDTO manual specific procedures, duties, and responsibilities for
involvement of their centralized maintenance control personnel in their EDTO
operation.
(g) Parts control program. The Operator shall develop an EDTO parts control
program to ensure the proper identification of parts used to maintain the configuration
of aeroplanes used in EDTO. The programme must include procedures to verify that
the parts installed on EDTO aeroplanes during part borrowing or pooling arrangement
as well as those parts used after repair or overhaul maintain the required EDTO
configuration.
(h) Reliability program. The Operator shall have an EDTO reliability program. This
programme must be event-oriented and include procedures to report the events listed
below, as follows:
(1) The Operator shall report the following events within 72 hours of the
occurrence to the concerned regional/sub-regional office:
(i) IFSDs, except planned IFSDs performed for flight training.
(ii) Diversions and turnbacks for failures, malfunctions, or defects associated

with any aeroplane or engine system.
(iii) Uncommanded power or thrust changes or surges.
(iv) Inability to control the engine or obtain desired power or thrust.

10
(v) Inadvertent fuel loss or unavailability, or uncorrectable fuel imbalance in

flight.
(vi) Failures, malfunctions or defects associated with EDTO Significant

Systems.
(vii) Any event that would jeopardize the safe flight and landing of the airplane
on an EDTO flight.
(2) The Operator shall investigate the cause of each event listed in para (h)(1)
above and submit findings and a description of corrective action to the concerned
regional/ sub-regional office. The report must include the information specified in
CAR Section 2 Series C Part I (Appendix II). The corrective action must be
acceptable to the concerned regional/ sub-regional office.
(i) Propulsion system monitoring.
(1) If the IFSD rate (computed on a 12-month rolling average) for an engine
installed as part of an aeroplane-engine combination exceeds the following
values, the Operator shall do a comprehensive review of its operations to identify
any common cause effects and systemic errors. The IFSD rate must be
computed using all engines of that type in the Operator’s entire fleet of
aeroplanes approved for EDTO.
(i) A rate of 0.05 per 1,000 engine hours for EDTO up to and including 120
minutes.
(ii) A rate of 0.03 per 1,000 engine hours for EDTO beyond 120-minutes up to
and including 180 minutes.
(iii) A rate of 0.01 per 1,000 engine hours for EDTO beyond 180-minutes.
(2) In case the above rates are exceeded, the Operator shall carry out an
immediate evaluation and submit a report to concerned regional/sub-regional
office on problems identified and corrective action taken to consider additional
corrective action or operational restriction. Further the operator should compile
necessary data on propulsion system reliability which should include;
(a) A list of all engine shutdown events both on ground and in flight (excluding
normal training events) for all causes including flame out.
(b) Unscheduled engine removal rate and summary
(c) Total engine hours and cycles.
(d) Mean time between failures of propulsion system components that affect
reliability.
(e) IFSD rate based on 6 and 12 months rolling average.
(f) Any other relevant data.

11
(j) Engine condition monitoring.
(1) The Operator shall have an engine condition monitoring program to detect
deterioration at an early stage and to allow for corrective action before safe
operation is affected.
(2) This program must describe the parameters to be monitored, the method of
data collection, the method of analyzing data, and the process for taking
corrective action.
(3) The program must ensure that engine-limit margins are maintained so that
a prolonged engine-inoperative diversion may be conducted at approved power
levels and in all expected environmental conditions without exceeding
approved engine limits. This includes approved limits for items such as rotor
speeds and exhaust gas temperatures.
(k) Oil-consumption monitoring. The Operator shall have an engine oil

consumption monitoring program to ensure that there is enough oil to complete each
EDTO flight. APU oil consumption must be included if an APU is required for EDTO.
The operator's oil consumption limit may not exceed the manufacturer's
recommendation. Monitoring must be continuous and include oil added at each
EDTO departure point. The programme must compare the amount of oil added at
each EDTO departure point with the running average consumption to identify
sudden increases.
(l) APU in-flight start program. If the aeroplane type certificate requires an APU
but does not require the APU to run during the EDTO portion of the flight, the
Operator must develop and maintain a programme acceptable to DGCA for cold
soak in-flight start-and-run reliability.
(m) Maintenance training. For each aeroplane-engine combination, the Operator

shall develop a maintenance training program that provides training adequate to
support EDTO. It must include EDTO specific training for all persons involved in
EDTO maintenance that focuses on the special nature of EDTO. This training must
be in addition to the operator's maintenance training program used to qualify
individuals to perform work on specific aeroplanes and engines.
(n) Configuration, maintenance, and procedures (CMP) document. If an

aeroplane-engine combination has a CMP document, the Operator must use a
system that ensures compliance with the applicable FAA/EASA-approved CMP
document.
(o) Procedural changes. Each substantial change to the maintenance or training

procedures that were used to qualify the Operator for EDTO, must be submitted to
DGCA for review. The Operator cannot implement a change until the concerned
regional/ sub-regional office notifies the Operator that the same is approved/
accepted.

12
6.1.3 EDTO significant systems
(a) EDTO significant systems may be the aeroplane propulsion system and
any other aeroplane systems whose failure or malfunctioning could
adversely affect safety particular to an EDTO flight, or whose
functioning is specificallyimportant to continued safe flight and landing
during an aeroplane EDTO diversion.
(b) Many of the aeroplane systems which are essential for non-extended
diversion time operations may need to be reconsidered to ensure that
the redundancy level and/or reliability will be adequate to support the
conduct of safe extended diversion time operations.
(c) The maximum diversion time shall not exceed the value of the EDTO
significant system limitation(s), if any, for extended diversion time
operations identified in the Aero plane’s Flight Manual directly or by
reference, reduced with an operational safety margin specified as 15
minutes by DGCA
(d) When planning or conducting, extended diversion time operations, an
operator and pilot in command, shall ensure that:
i. when planning an EDTO flight, the minimum equipment list, the

communications and navigation facilities, fuel and oil supply, en-
route alternate aerodromes or aeroplane performance, are
appropriately considered;
ii. if an aeroplane engine shutdown, proceed to and land at the
nearest (in terms of the least flying time) en-route alternate
aerodrome where a safe landing can be made; and
iii. In the event of a single or multiple failure of an EDTO significant
systems or systems (excluding engine failure), proceed to and
land at the nearestavailable en-route alternate aerodrome where
a safe landing can be madeunless it has been determined that no
substantial degradation of safety results from any decision made
to continue the planned flight.
Note: If no more than one engine is shut down for an aeroplane with
more than two engines, the pilot-in-command may elect to continue
beyond the nearest en-route alternate aerodrome (in terms of time) if
he determines thatit is safe to do so. In making this decision the pilot-
in-command should consider all relevant factors.
6.1.4 Aeroplane performance data
An operator shall not dispatch an airplane on an EDTO flight unless it makes

performance data available to its flight crewmembers and dispatchers that
support all phases of EDTO operations, including divert scenarios. This
performance data will contain the following information:
(a) Detailed one-engine inoperative performance data including fuel flow for

13
standard and nonstandard atmospheric conditions, which should be

demonstrated as a function of airspeed and power setting, where
appropriate. This data will cover:
i. Drift down (includes net performance);

ii. Cruise altitude coverage including 10,000 feet;
iii. Holding; and
iv. Altitude capability (includes net performance).
(b) Detailed all-engine-operating performance data, including nominal fuel

flow data, for standard and nonstandard atmospheric conditions, which
should be demonstrated as a function of airspeed and power setting,
where appropriate.This data will cover:
i. Cruise altitude coverage including 10,000 feet; and

ii. Holding.
(c) Details of any other conditions relevant to EDTO that can cause
significantdeterioration of performance, such as ice accumulation on the
unprotected surfacesof the airplane, RAM Air Turbine (RAT) deployment,
and thrust reverser deploymentif such data is available.
6.1.5 EDTO critical fuel
An aeroplane with two engines engaged in EDTO operations should carry

enough fuel to fly to an en-route alternate aerodrome. This EDTO critical fuel
corresponds to the additional fuel that may be required to comply with CAR
Section 8 Series ‘O’ Part II, Para 4.3.6.3 f) 2). The following shall be
considered,using the anticipated mass of the aeroplane, in determining the
corresponding EDTO critical fuel:
(a) No operator may dispatch or release for flight or takeoff a turbine engine-
powered airplane in EDTO unless, considering wind and other weather
conditions expected, it has enough fuel to satisfy paragraphs (i) through (iv)
below:
i. The greater amount of fuel sufficient to fly to an en-route alternate under
the following three scenarios:
a. Assuming a rapid decompression at the most critical point followed by

descent to a safe altitude in compliance with the oxygen supply
requirements, or
b. At the approved one-engine inoperative cruise speed assuming a rapid
decompression and a simultaneous engine failure at the most critical
pointfollowed by descent to a safe altitude in compliance with the oxygen
supplyrequirements, or
c. At the approved one-engine inoperative cruise speed assuming an
engine failure at the most critical point followed by descent to the one-
engine inoperative cruise altitude.
ii. Upon reaching the alternate, hold at 1,500 ft. above field elevation
14
for 15 minutes and then conduct an instrument approach and land.
iii. Add a 5 percent wind speed factor (that is, an increment to headwind
or a decrement to tailwind) on to the actual forecast wind used to calculate
fuel in paragraph (i) above to account for any potential errors in wind
forecasting. If an operator is not using the actual forecast wind based on
a wind model acceptable to the DGCA, the airplane must carry 5 percent
of the fuel required for paragraph (i) above, as reserve fuel to allow for
errors in wind data. A wind aloft forecast distributed worldwide by the
World Area Forecast System (WAFS) is an example of a wind model
acceptable to the DGCA.
iv. After completing the calculation in paragraph (iii), compensate in

paragraph (i) above with additional fuel for the greater of the following
scenarios:
a. The effect of airframe icing during 10 percent of the time during which
icing is forecast (including ice accumulation on unprotected surfaces,
and the fuel used by engine and wing anti-ice during this period). Unless
a reliable icing forecast is available, icing may be presumed to occur
when the total air temperature at the approved one-engine cruise speed
is less than +10 degrees Celsius, or if the outside air temperature is
between 0 degrees Celsius and -20 degrees Celsius with a relative
humidity of 55 percent or greater.
b. Fuel for engine anti-ice, and if appropriate wing anti-ice, for the entire
timeduring which icing is forecast
(b) Unless the operator has a program established to monitor aeroplane in-service
deterioration in cruise fuel burn performance, and includes in fuel supply
calculationsfuel sufficient to compensate for any such deterioration, increase the
final calculated fuel supply by 5 percent to account for deterioration in cruise fuel
burn performance.
(c) If the APU is a required power source, then its fuel consumption must be
accounted for during the appropriate phases of flight.
(d) In computing the EDTO critical fuel, advantage may be taken of drift down
computed at the approved one-engine inoperative cruise speed. Accounting of
wing anti-ice as in paragraph (a) (iv) above may apply to some models of
aeroplane based on their characteristics and the manufacturer's recommended
procedures.
Note 1: For aeroplanes with more than two engines simultaneous engine failure
and depressurization or depressurization alone, whichever is more limiting will be
considered.
Note 2: The speed selected for the all-engine-operative diversion (i.e.

depressurization alone) may be different from the approved one-engine-

15
inoperative speed used to determine the EDTO threshold and maximum diversion
distance.
Note 3: The speed selected for the one-engine-inoperative diversions (i.e. engine
failure alone and combined engine failure and depressurization) should be the
approved one-engine-inoperative speed used to determine the EDTO threshold
and maximum diversion distance.
6.1.6 Operational control
Operational control refers to the exercise by the operator of responsibility for

the initiation, continuation, termination or diversion of a flight
6.1.7 Flight dispatch
Flight dispatch procedures refer to the method of control and supervision of

flightoperations. This does not imply a specific requirement for approved flight
dispatchers or a full flight following system. In applying the general flight
dispatch requirements of CAR Section 8 Series ‘O’ Part II, particular attention
should be paidto the conditions which might prevail any time that the operation
is beyond threshold time to an en-route alternate aerodrome, e.g. systems
degradation, reduced flight altitude, etc. For compliance with the requirement
of CAR Section 8 Series ‘O’ Part II Para 4.7, at least the following aspects
must be considered:
(a) identify en-route alternate airports;

(b) ensure that prior to departure the flight crew is provided with the most
up-to-date information on the identified en-route alternate aerodromes,
including operational status and meteorological conditions and, in flight,
make available means for the flight crew to obtain the most up-to-date
weather information;
(c) methods to enable two-way communications between the aeroplane
andthe operator’s operational control centre;
(d) ensure that the operator has a means to monitor conditions along the
planned route including the identified alternate airports and
ensure thatprocedures are in place so that the flight crew are advised
of any situation thatmay affect the safety of flight;
(e) ensure that the intended route does not exceed the established
aeroplane threshold time unless the operator is approved for EDTO
operations;
(f) pre-flight system serviceability including the status of items in the
minimum equipment list;
(g) communication and navigation facilities and capabilities;
(h) fuel requirements;
(i) availability of relevant performance information for the identified en-route
alternate aerodrome(s); and
(j) Aerodrome rescue and firefighting service (RFFS). aerodrome RFFS
Category 4 for aeroplanes with maximum certificated take-off mass of
over 27000kg, or aerodrome RFFS Category 1 for all other aeroplanes, if
16
the operator can provide 30 minutes of notification; or if the operator

cannot provide the above 30 minutes of notification, an acceptable RFFS
protection may be two categories below the aeroplane RFFS category. In
the case where the departure and/or the destination aerodromes and/or
the departure and/or the destination alternate aerodromes are also EDTO
alternate aerodromes, the acceptable RFFS protection would need to
comply with the most restrictive of the applicable requirements.
(k) The following items must be listed in the dispatch or flight release for all
EDTO flights;
(i) EDTO alternates; and
(ii) The authorized EDTO diversion time under which the flight is
dispatched or released.
6.1.8 Operational procedures
Operating procedures refer to the specification of organization and methods

established to exercise operational control and flight dispatch procedures in
the appropriate manual(s) and should cover at least a description of
responsibilitiesconcerning the initiation, continuation, termination or diversion
of each flight as well as the method of control and supervision of flight
operations
In addition, an operator shall develop unique EDTO flight crew procedures for
each of the flight operations requirements pertaining to EDTO covered in this
CAR. These procedures should be contained in the applicable manual or
information provided to the flight crew. The manual or information provided to
the flight crew should also contain procedural information necessary to
interface with EDTO maintenance requirements such as:
(a) Fuel cross feed valve operational check (if applicable);

(b) Special EDTO MEL requirements ;
(c) APU in-flight start procedures (if applicable);
(d) Engine Condition Monitoring (ECM) data recording procedures; and
(e) In-flight verification of EDTO significant systems.
6.1.9 Training
Training program refers to the training for flight crew and flight dispatchers in
operations and maintenance personnel for maintenance programmes.
Training programmes for flight crew and flight dispatchers should ensure
requirements ofare complied with such as but not limited to:
(a) route qualification;
(b) flight planning and preparation;
(c) concept of extended diversion time operations;
(d) criteria for diversions; and
(e) diversion decision making.
Note: Details of training and evaluation are given at Para 10.

17
6.1.10 Enroute alternates
Aerodrome(s) to which an aircraft may proceed in the event that a diversion

becomes necessary while en route, where the necessary services and
facilities are available, where aircraft performance requirements can be met,
and which are expected to be operational if required, need to be identified any
time that the operation is beyond the threshold to an en-route alternate
aerodrome. Operations conducted by aeroplanes with two turbine engines
require that prior to departure and in flight, the meteorological conditions at
identified en-route alternate aerodromes will be at or above the aerodrome
operating minima required for the operation during the estimated time of use
(planning minima for dispatch and authorized operating minima in flight) in
accordance with CAR Section 8 Series ‘C’ Part I (Table 9)
In addition to the en-route alternate aerodrome provisions described above

the following apply:
(a) for route planning purposes, identified en-route alternate aerodromes need
to belocated at a distance within the maximum diversion time from the route
and which could be used if necessary; and
(b) In extended diversion time operations, before an aeroplane crosses its
threshold time during flight, there should always be an en-route alternate
aerodrome withinthe approved maximum diversion time whose conditions
will be at or above the operator’s established aerodrome operating minima
for the operation during the estimated time of use.
If any conditions, such as weather below landing minima, are identified that
would preclude a safe approach and landing at that aerodrome during the
estimated time of use, an alternative course of action should be determined
such as selecting another en-route alternate aerodrome within the operator’s
approved maximum diversion time.
During flight preparation and throughout the flight the most up-to-date
information should be provided to the flight crew on the identified en-route
alternate aerodromes, including operational status and meteorological
conditions.
Note: En-route alternate aerodromes may also be the take-off and/or

destination aerodromes.
For the purpose of converting diversion times to distances, an “approved one-

engine-inoperative (OEI) speed” or “approved all-engine-operative (AEO)
speed”is any speed within the certified flight envelope of the aeroplane.
For determining whether a point on the route is beyond threshold time (60/90
minutes for a twin engine aeroplane as applicable and 120 minutes for an
aeroplane with more than two engines) to an en-route alternate, the operator
should select an approved one-engine-inoperative (OEI) speed or an
approved all-engine-operative (AEO) speed, as the case may be. The
distance is calculated from the point of the diversion followed by cruise for
18
60/90/120 minutes as the case may be, in ISA and still air conditions. For the
purposes of computing distances, credit for drift down may be taken.
6.1.11 Minimum equipment list (MEL)
The operator is required to submit its MEL, designed in accordance with the
Master Minimum Equipment List (MMEL), appropriate to the requested level
of EDTO. An operator's MEL may be more restrictive than the MMEL,
considering the kind of EDTO proposed and the equipment and service
problems unique to the operator. System redundancy levels appropriate to
EDTO should be reflected in the MMEL. Systems considered to have a
fundamental influence on flight safetymay include, but are not limited to the
following:
(a) Electrical, including battery,

(b) Hydraulic,
(c) Pneumatic,
(d) Flight instrumentation,
(e) Fuel,
(f) Flight control,
(g) Ice protection,
(h) Engine start and ignition,
(i) Propulsion system instruments,
(j) Navigation and communications,
(k) Auxiliary power units,
(l) Air conditioning and pressurization,
(m) Cargo fire suppression,
(n) Emergency equipment, and
(o) Any other equipment necessary for EDTO
6.1.12 Communications Equipment (VHF/HF, Data Link, Satellite

Communications)
For all routes where voice communication facilities are available, the
communication equipment required by operational requirements should include
atleast one voice-based system. At normal conditions of propagation and normal
oneengine inoperative cruise altitude, reliable two-way voice communications
between aeroplane and appropriate ATC unit over the planned route should
be available.
7 EDTO OPERATIONAL APPROVAL

7.1 General
7.1.1 There are two types of EDTO authorization, either an “in-service” EDTO
authorization or an “accelerated” EDTO authorization. The specific approval
method for these authorizations are described hereafter, and related
compliance demonstrations are detailed in this CAR.

19
7.1.2 An “in-service” EDTO authorization by specific approval is either:
a) When the operator has accumulated more than one year of direct in-
service experience with the aircraft without EDTO. In this case, the operator
may apply for a diversion time of 120-minute maximum; or
b) When the operator has accumulated more than one year of EDTO
experience at up to 120-minute maximum diversion time with the aircraft. In
that case, the operator may apply for a diversion time of 180-minute
maximum.
7.1.3 The required amount of prior in-service experience listed above may be
reduced (or increased) at the discretion of the DGCA.
Note. — Authorization for EDTO operations beyond 180-minute diversion

time requires prior authorization for 180-minute EDTO operations.
Authorization for EDTO operations beyond 240-minute diversion time
requires a minimum of two years of experience with 180-minute or higher
EDTO operations.
7.1.4 An “accelerated” EDTO authorization by specific approval is either:
a) When the operator plans to start EDTO with less than one year of direct in-
service experience with the aircraft; or
b) When the operator has accumulated direct in-service experience with the
aircraft, but plans to conduct EDTO beyond 120 minutes with less than one
year of 120-minute diversion time EDTO experience with the aircraft.
7.1.5 The operator may apply for any diversion time up to 180 minutes and may
start EDTO at entry into service.
Note. — Authorization for EDTO operations beyond 180-minute diversion

time requires prior experience with 180-minute EDTO operations.
8 EDTO OPERATIONAL APPROVAL – IN SERVICE

8.1 An in-service experience program is one method of obtaining EDTO operational
approval. As a prerequisite to obtaining any operational approval, the operator
needs to show that an acceptable level of propulsion system reliability has been
achieved in service by the world fleet for that particular airplane-engine
combination. The operator also should obtain sufficient maintenance and
operation familiarity with the particular airplane-engine combination. Each
operator requesting approval to conduct EDTO by the in-service method should
have operational experience appropriate to the operation proposed.
The following paragraphs contain requirements for requisite in-service

experience. These may be reduced or increased following review and
concurrence on a case-by-case basis by DGCA. Any reduction or increase in
in-service experience requirements will be based on an evaluation of the
operator's ability and competence to achieve the necessary reliability for the
20
particular airplane-engine combination in EDTO. For example, a reduction in in-

service experience may be considered for an operator who can show extensive
in-service experience with a related engine on another airplane that has
achieved acceptable reliability. In contrast, an increase in in-service experience
may be considered for those cases where heavy maintenance has yet to occur
and/or abnormally low number of takeoffs have occurred.
8.2 75/90 minutes operation
Approval to carry out EDTO with 75 minutes diversion time may be granted
by DGCA to an operator with minimal or no in-service experience with particular
airframe engine combination. This approval will be based on such factors as
the proposed areas of operation, the operator’s demonstrated ability to
successfully introduce aircraft into operation, and the quality of the proposed
maintenance and operation program. Special case by case operational
approval may be granted beyond 75 minutes diversion time (in steps of 15
minutes) with limited evaluation of service experience at the time of the
application. For this approval, the service experience of Airframe-engine
combination may be less than 2, 50,000 hours in the world fleet.
8.3 More than 75/90 minutes - 120 minutes operation
Each operator requesting approval to conduct EDTO with a maximum

diversion time of 120 minutes (in still air) should have minimum of 12
consecutive months of operational in service experience with the specified
airframe engine combination. Normally the accumulation of at least 2,50,000
engine hours in the world fleet (not necessarily on a particular airframe) will be
necessary before the proposal is considered. Where the engine experience on
another type of aeroplane is applicable to the candidate aeroplane, the
candidate aeroplane should normally obtain a significant portion of the 2,50,000
engine hours experience. This number of engine hours may be reduced if
sufficient data is available to prove reliability of the engine. In the event that a
particular engine is derived from an existing engine the required operational
experience is subject to establishing the degree of hardware commonalties and
operating similarities.
8.4 More than 120 minutes - 180 minutes operation
Each operator requesting approval for maximum diversion time of 180 minutes
(in still air) should have held current approval for 120 minutes, EDTO for a
minimum period of 12 months with a corresponding high level of demonstrated
propulsion system reliability.
8.5 Procedure for seeking approval for EDTO (In Service Method)
Any operator requesting approval for EDTO should submit the request with
the supporting data to the Regional Airworthiness office of DGCA at least three
months for prior to the proposed start of EDTO with the necessary elements.

21
This data shall include the details of compliance of modifications, additions

and changes in the maintenance practices, which were made to qualify the
aeroplane system for EDTO. It should also be shown that an acceptable level
of propulsion system reliability has been achieved in service by the world fleet
for that particular airframe- engine combination. The operator must obtain
sufficient maintenance and operations familiarity with the particular airframe
engine combination in question before seeking approval.
Each applicant/operator for EDTO approval should show that the particular
airframe/engine combination is sufficiently reliable. Systems required for
EDTO should be shown by the operator to be continuously maintained and
operated at levels of reliability appropriate for intended operation.
EDTO approval of an aeroplane by the manufacturer/Regulatory Authority of

the country of manufacture is normally reflected by a statement in the approved
Aeroplane Flight Manual (AFM)/ Type Certificate Data Sheet (TCDS) or
Supplemental Type Certificate (STC), which specifies the Configuration,
Maintenance and Procedures (CMP) Standard requirements for suitability.
The CMP standards shall be of latest revision. The standards and its revisions
may require priority actions to be implemented before the next EDTO flight
and other actions to be implemented according to a schedule acceptable to
DGCA.
8.6 Application for approval and continued compliance of EDTO

authorization.
An applicant seeking approval for EDTO shall submit the proposal on the
prescribed application given in Annexure 1. The operator should further furnish
details of the procedure/instructions and methodology for continued capability
to adhere to conditions laid down at the time of grant of approval in a separate
EDTO Manual or as part of OM for use by personnel involved in EDTO. Any
amendment to the EDTO manual requires DGCA approval.
The following criteria should be met prior to conducting EDTO operations:
a) Satisfy the authorization considerations (operational criteria to be met

for the granting of the authorization) specified in this CAR;
b) Demonstrate that EDTO flight release practices, policies and
procedures are established; and
c) Conduct operational validation flight(s). Such validation flight(s) should
be performed on proposed route(s) that the operator intends to operate,
as detailed in its EDTO specific approval authorization request. The
intent of the validation flight is to ensure that the required EDTO flight
operations and maintenance (as applicable) processes and procedures
are capable of supporting those operations.
Note — Depending on the scope of EDTO authorization (operator

experience with the area of operations and aircraft model,
contemplated diversion time, etc.) the validation flight in the aeroplane
may be replaced by a flight on an approved simulator.

22
9 EDTO OPERATIONAL APPROVAL – ACCELERATED METHOD
9.1 EDTO Processes
The airplane-engine combination for which the operator is seeking

accelerated EDTO operational approval must be EDTO (ETOPS) type design-
approved (except for two-engine EDTO at 75-minute) and be capable of
operating at a satisfactory level of reliability before commencing EDTO. The
operator seeking accelerated EDTO operational approval must demonstrate
to the DGCA that it has an EDTO program in place that consists of all the
following applicable EDTO process elements:
(a) The applicable process elements defined as the EDTO maintenance and
operations requirements in this CAR.
(b) Documentation of the following elements as appropriate:
(i) Technology new to the operator and significant difference in primary

and secondary power (engines, electrical, hydraulic, and pneumatic)
systems between the airplanes currently operated and the two-engine
airplane for which the operator is seeking EDTO operational approval.
(ii) The plan to train flight and maintenance personnel to the differences
identified in the maintenance subparagraph above.
(iii) The plan to use proven manufacturer-validated training and
maintenance and operations manual procedures relevant to EDTO for
the two-engine airplane for which the operator is seeking accelerated
EDTO operational approval.
(iv) Changes to any previously proven validated training, maintenance
or operations manual procedures used in previous non-EDTO
operations or in previous EDTO with a different airplane-engine
combination and/or geographic area of operations. Depending on the
nature and extent of any changes, the operator may be required to
provide a plan for validating such changes.
(v) The validation plan for any additional operator unique training and
procedures relevant to EDTO.
(vi) Details of any EDTO program support from the airframe
manufacturer, engine manufacturer, other operators or any other
outside person.
(vii) The control procedures when maintenance or flight dispatch
support is provided by an outside person as described above.
9.2 Process validation methodology
(a) Paragraph 9.1 (a) identifies those process elements that should be
proven before EDTO approval is granted by the DGCA under the accelerated
EDTO approval program. For a process to be considered proven the process
should first be defined. Typically, this will include a flow chart showing the
various elementsof the process. Roles and responsibilities of the personnel
who will be managing this process should be defined including any training

23
requirement. The operator should demonstrate that the process is in place

and functions as intended. The operator may accomplish this by thorough
documentation and analysis, or by demonstrating on an aeroplane, that the
process works and consistently provides the intended results. The operator
should define the necessary evaluation duration to validate the process and
also show that a feedback loop exists to illustrate need for revision of the
process, if required, based on in-service experience.
(b) Normally the choice to use or not to use demonstration on an aeroplane

as a means of validating individual processes should be determined by the
operator. Process validation may be done with the airframe-engine
combination that will be used in EDTO. It can also be done with a different
aeroplane type from that for which EDTO approval is being sought, including
an aeroplane with more than two engines, if it can be shown that the particular
airplane-engine combination in the operator's EDTO program is not necessary
to validate a process. With sufficient preparation and dedication of resources,
such validation may not be necessary to assure processes that produce
acceptable results. However, if the plan proposed by the operator to prove
processes is determined by the DGCA to be inadequate or the plan does not
produce acceptable results, validation of the processes with an aeroplane will
be required.
(c) If an operator currently is conducting EDTO with a different airplane-

engine combination, it may be able to document that it has proven EDTO
processes in place with only minimal further validation required. If the operator
has similar non- EDTO operations and can simulate or demonstrate proven
EDTO processes in such operations, credit can be given for such successful
evaluations. In eithercase, the operator should demonstrate that the means
are in place to assure equivalent results with the airplane-engine combination
being proposed for EDTO operational approval. The following elements may
aid in justifying a reduction inthe validation requirement of EDTO processes:
(i) Experience with other airframes and/or engines,
(ii) Previous EDTO experience,
(iii) Experience with long range, overwater operations with two-, three-
, orfour-engine airplanes, and
(iv) Experience gained by flight crewmembers and maintenance and
flight dispatch personnel while working with other EDTO-approved
operators.
9.3 Procedure for seeking approval for EDTO (Accelerated Method)
The operator seeking accelerated EDTO operational approval should submit

an Accelerated EDTO operational approval plan to the DGCA six months
before the proposed start of EDTO. This will provide sufficient time for the
operator and the DGCA to validate the effectiveness of all EDTO process
elements ("proven process"). The operator's application for EDTO should:
a) State the EDTO time category requested. Define proposed routes and the EDTO
diversion time necessary to support these routes and the aeroplane-engine
24
combination to be flown.
b) Define processes and related resources being allocated to initiate and sustain
EDTO operations in a manner that demonstrates commitment by management
andall personnel involved in EDTO maintenance and operational support.
c) Provide a documented plan for compliance with requirements listed in this
section for Accelerated EDTO.
d) Define Review Gates. A review gate is a milestone- tracking plan to allow for the
orderly tracking and documentation of specific provisions of this CAR. Each
reviewgate should be defined in terms of the process elements to be validated.
Normally, the review gate process will start six months before the proposed start
of EDTO and should continue until at least six months after the start of EDTO.
The review gate process will help ensure that the proven processes comply
with the provisions of this CAR and are capable of continued EDTO operations.
9.4 Validation of process elements
When the operators accelerated EDTO plan receives approval by the DGCA
(DAW and FSD), a validation of the process elements of the accelerated EDTO
plan shouldbegin. Close coordination between the operator and the DGCA is
necessary for a successful validation of the EDTO plan. All process elements
required should be validated.
(a) Before the start of the validation of the process elements, the following
information should be part of the Accelerated EDTO plan submitted to the
DGCA:
(i) Validation periods, including start dates and proposed

completion dates.
(ii) Definition of airplane(s) to be used in the validation. List should
include registration numbers, manufacturer and serial number
and model of the airframes and engines.
(iii) Description of the areas of operation (if relevant to validation
objectives)proposed for validation and actual EDTO.
(iv) Definition of designated EDTO validation routes. The routes
should be of duration necessary to ensure process validation
occurs.
(b) Process validation reporting. The operator should compile results of EDTO
process validation. The operator should:
(i) Document how each element of the EDTO process was utilized
during the validation.
(ii) Document any shortcomings with the process elements and
measures inplace to correct such shortcomings.
(iii) Document any changes to EDTO processes that were required after
an IFSD, unscheduled engine removals, or any other significant
operational events.
(iv) When there is concurrence between the operator and the DGCA
that a process element has been successfully proven, the review gate

25
should be closed and confirmation documented.

(v) Provide periodic process validation reports to the DGCA. This
should be addressed during the review gates.
(c) The operator should include a final review gate prior to final EDTO approval
that is the validation flights described in the DGCA APM and FOI Manual.
This review gate should ensure that all EDTO processes have been
proven.
(d) Any validation program should address the following:

(i) The operator should show that it has considered the impact of the
EDTO validation program with regard to safety of flight operations. The
operator should state in its application any policy guidance to personnel
involved in the EDTO process validation program. Such guidance
should clearly state that EDTO process validation exercises should not
be allowed to adversely impact the safety of operations especially
during periods of abnormal, emergency, or high cockpit workload
operations. It should emphasize that during periods of abnormal or
emergency operation or high cockpit workload EDTO process
validation exercises may be terminated.
(ii) The validation scenario(s) should be of sufficient frequency and
operational exposure to validate maintenance and operational support
systems not validated by other means.
(iii) A means must be established to monitor and report performance
with respect to accomplishment of tasks associated with EDTO process
elements. Any recommended changes to EDTO maintenance and
operational process elements should be defined.
9.5 Final approval for accelerated EDTO authority
At the successful completion of the operator's accelerated EDTO validation

program all process elements should have been validated and appropriate
review gates closed. Report of a successful completion of review gates will be
forwarded by DAW to FSD. Upon final concurrence and approval, the applicant
should forward to the DGCA a plan for final validation flights to be conducted
over proposed routes in the EDTO area of operation and in the airframe-engine
combination listed in the operator's application. This DGCA witnessed EDTO
validation flight or flights will be conducted in accordance with APM and FOI
Manual. The purpose of these flights is for the operator to demonstrate to the
DGCA that it has the competence and capability to safely conduct and
adequately support the intended EDTO operation.
10 OPERATIONS SPECIFICATIONS
An operator’s aircraft should not be operated on an EDTO flight unless

approved byDGCA for both maintenance and operations and endorsed on the
Air Operators Permit as part of the operations specifications. The operators
shall, therefore, evolve an Operations Specification for EDTO, which should
26
cover at least the followingbefore seeking approval:
(a) Airframe-engine combination

(b) Authorized area of operation
(c) Maximum diversion time at the approved one engine cruise speed.
(d) Threshold time
Note: The threshold time and maximum diversion time may also be listed in
distance (NM)
11 CREW TRAINING AND EVALUATION
11.1 Operator shall evolve a training program for the flight crew covering initial and
recurrent training. This training should cover various aspects including standby
generator as the sole power source. Established contingency procedures
should be emphasised for each area of operation intended to be used. In
addition, special, initial and recurrent training should be given to prepare flight
crews to evaluate probable engine and airframe system failures. The object of
this training should be to establish crew competency in dealing with most
probable operating contingency (diversion decision making).
11.2 The training should also cover proficiency check in performance like flight
planning, procedure on diversion, abnormal and emergency procedures, air
start of propulsion system, crew incapacitation etc.
11.3 The flight crew-training program shall be submitted to the Flight Standards
Directorate (FSD) of DGCA for approval. The training and checks of the crew
shall be carried out as approved by the FSD.
11.4 The EDTO approved training program for ETOPS shall include training that
describes the unique aspects of ETOPS. That training should include, but not
be limited to:
(a) Diversion Decision Making. The operator's training program should
prepare flight crewmembers to evaluate probable propulsion and
airframe systems malfunctions and failures. The goal of this training
should be to establish flight crewmember competency in dealing with
the most probable operating contingencies.
(b) Specific ETOPS Requirements. The operator's EDTO training program
should provide and integrate training for flight crewmembers and
dispatchers (if applicable), as listed below. The DGCA will periodically
evaluate a cross-section of these items.
(i) Flight planning, including contingency data that is engine failure,

decompression,and diversion equal time point.
(ii) Flight progress monitoring and fuel tracking.
(iii) Operational restrictions associated with dispatch under the

27
minimum equipmentlist (MEL)
(i) Non-normal procedures including:

a. Abnormal and emergency procedures.
b. Systems failures and remaining airplane capability as it relates to
the decision to divert or to continue.
c. Diversion.
d. Crewmember incapacitation.
e. A simulated approach and missed approach with only an alternate
power source available, if the loss of two main alternating current
electrical power sources with no APU electrical source available
results insignificant degradation of instrumentation to either pilot.
(ii) Use of equipment specifically required for EDTO operations such as cold
weather gear and SATCOM as applicable.
(iii) Procedures to be followed in the event that there is a change in conditions at an

EDTO alternate listed on the dispatch/flight release that would preclude a safe
approach and landing.
(iv) Procedures to be followed in the event that there is a change in conditions

at other potential en route diversion airports that would preclude a safe
approachand landing.
(v) Understanding and effective use of approved additional or modified

equipment required for EDTO.
(vi) Fuel quantity comparison: the operator's training program should identify
fuelmanagement procedures to be followed during the en route portion of
the flight.These procedures should provide for an independent crosscheck
of fuel quantityindicators, for example, fuel used, subtracted from the total
fuel load, comparedto the indicated fuel remaining.
(vii) Fuel management: accounting for discrepancies between planned fuel

remaining and actual fuel remaining for example estimated time of arrival
aheadof or behind plan, gross weight, and/or altitude differences.
(viii) Flight crew procedures unique to EDTO as listed above in this CAR.
12 AEROPLANE FLIGHT MANUAL INFORMATION
Operators holding EDTO approval shall ensure that the applicable flight manual
contain at least the following information
(a) The maximum flight time with one power–unit inoperative, for which the
systems reliability has been approved in accordance with the
airworthiness requirements established for EDTO;
(b) A list of additional equipment installed to meet the airworthiness
requirementsfor EDTO.
(c) Additional performance data, including limitations, and flight
procedures appropriate to EDTO; and
28
Statement to the effect that the aeroplane systems associated with EDTO meet
the required airworthiness and performance criteria but that the meeting of such
criteria does not by itself constitute approval to conduct EDTO.
13. OPERATIONS APPROVAL
When the operational proving flight has been evaluated and found acceptable
then the operator may be authorised to conduct EDTO with the specified
airframe engine combinations. Approval to conduct EDTO is made by the
issuance of operation specification by the DGCA containing appropriate
limitations.
14. CONTINUING SURVEILLANCE
The fleet average IFSD rate for the specified airframe engine combination
shall continue to be monitored in accordance with propulsion system reliability
assessment and EDTO maintenance requirements. As with all other operations
theRegional Airworthiness office will also monitor all aspects of the EDTO. The
DGCA is authorised to ensure that the operation continues to be conducted
safely. In the event that an acceptable level of reliability is not maintained,
significant adversetrend exists or if significant deficiencies are detected in the
conduct of EDTO operation, the Regional Airworthiness Office will initiate a
special evaluation, impose operational restriction if necessary, to resolve the
problem in a timely manner so asto ensure safe EDTO operations.
15. FEES
Fees for EDTO approval on first aircraft type with the operator shall be Rs Ten
Thousand only.
(Arun Kumar)

29
Annexure 1
GOVERNMENT OF INDIA
APPLICATION FOR GRANT OF APPROVAL FOR EXTENDED DIVERSION TIME

OPERATIONS (EDTO)
Name of the operator:
Aircraft registration number:
Type and Serial Number of the Aircraft:
Type and model of the Engines fitted:
Route of operation, Maximum diversion

time, Minimum altitude to be flown:
Diversion/ En route alternate airport
desired:
Copy of the EDTO Manual:
Details of Crew Training:
Applicants in service operational

experience:
Total engine hours of the type in the
world fleet:
Proof of propulsion system reliability in
the world fleet:
Propulsion system reliability of the
applicant in terms of IFSD:
Maximum diversion time certified by the
manufacture for the applicant’s aircraft:
Any other additional data as required in
the CAR:
Date Signature of the operator

30
Annexure 2
REQUIREMENTS FOR OPERATIONS BY NSOP AEROPLANES WITH

TWO TURBINE ENGINES BEYOND 60 MINUTES AND UPTO 90 MINUTES
TO AN EN-ROUTE ALTERNATE AERODROME (Threshold 90 minutes)
The Annexure contains additional requirements for operations by

turbine aero planes beyond 60 Minutes and up to 90 Minutes to an en-
route alternate.
1. An operator intending to use the threshold up to 90 minutes shall

obtain the following:
A. Operational approval
B. Airworthiness approval
C. Revised Operation Specifications
Note 1: It should be understood that the threshold time of 90 Minutes for

NSOP operators is not an operating limit. It is a flight time to an
en-route alternate aerodrome, which has been established by
DGCA as being the EDTO threshold, subsequent to fulfilling the
conditions as laid in this Annexure.
Note 2: For operations beyond 90/120 Minutes, EDTO approval will be

required for twin/ more than two engine aeroplanes.
2. Operational Approval
The Operator shall submit duly filled Annexure 3 along with revised
Operations Manual for approval of DGCA.
3. Airworthiness Approval
The Operator shall submit:

i. Certificate from operator to suffice the requirement to undertake such
operation without any limitation factor (e.g. Critical system limitation)
ii. Revised MEL (based on MMEL)
iii. Maintenance Programme revision
iv. CAME revision (to include aircraft maintenance and release
procedures for such type of Operations)
v. Training of Maintenance Staff

31
ANNEXURE 3
Operator: Aircraft:
A) Max threshold time(Existing):
Engine:
B) Max threshold time(Desired):
Certified Pax
Note: If beyond 90 Min., EDTO AUW:
configuration:
compliance is required
Sl No Items Operator Sat/UnSat Comments
Compliance (to be filled (for UnSat
Document by Inspector) items)
(to be filled
by Operator)
1. General requirements
1.1 Certificate from operator to

undertake operations beyond
60 minutes to an en-route
alternate aerodrome without
any limitations in manufacturer
document.
2. Operating Requirements
2.1 Intended route does not
exceed the established aero
plane threshold time of 90 Min
- Operators procedures to be
defined
2.2 Nominated single-engine:

a) Cruise speed,
b) Drift-down speeds,
c) Covered distance in SAR
conditions (Calculation of
distance covered during 90
minute threshold time period is
reasonable and is based on
Airplane Flight Manual (AFM)
data and drift down procedures
and established single-engine
level flight procedures are
published in the Operations
Manual)

32
2.3 Ensure that, prior to departure,

the flight crew is provided with
the most up-to- date
information on the identified
en-route alternate
aerodromes, including
operational status and
meteorological conditions and,
in flight, make available means
for the flight crew to obtain the
most up-to-date weather
information
2.4 Flight planning
a) Fuel planning allows for

diversion from the most
critical point with the most
critical failure
b) Minimum altitudes
applicable to the routes
c) Policy on diversion in event
of engine or other major
system failure
d) Alternate aerodromes
2.5 Performance data
Data on single-engine
performance giving fuel flow
and TAS under various
atmospheric conditions and
power settings are available for
the following phases of flight:
 Drift-down
 Cruise altitude, including
10,000 feet
3 Operational Control and
established dispatch
procedures
3.1 Operational control including
flight following and
communication with aircraft
procedures
3.2 Identify en-route alternate
aerodromes

33
3.3 Methods to enable two-way

communications between the
aero plane and the operator’s
operational control centre
3.4 Means to monitor conditions
along the planned route
including the identified
alternate aerodromes and
ensure that procedures are in
place so that the flight crew
are advised of any situation
that may affect the safety of
flight
3.5 Procedure to ensure that the
intended route does not
exceed the established aero
plane threshold time unless
the operator is approved for
EDTO operations;
3.6 Communication and
navigation facilities and
capabilities;
Communications (VHF/HF,
data link, SATCOM as
applicable) between
operations control centre and
aircraft adequate for
segments of 90 Min.
threshold.
3.7 Availability of relevant
performance information for
the identified en-route
alternate aerodrome(s).
3.8 Operations conducted by
aeroplanes with two turbine
engines require that, prior to
departure and in flight, the
meteorological conditions at
identified en-route alternate
aerodromes will be at or
above the aerodrome
operating minima required
for the operation during the
estimated time of use.

34
4 Flight Crew Training

5 Flight Dispatcher/ Flight
operation officer training
6. Airworthiness Aspects
6.1 MEL approval shall be based
on procedures for release of
aeroplanes for 90 minutes
threshold
6.2 Maintenance Programme

revision
6.3 CAME revision
6.4 Maintenance staff training
7 Proposed Operations
Specification
(specifying Threshold time)
Signature and name of Operator’s Date:

Representative:
Signature and name of Flight Operations Date:

Inspector:
Signature and name of Airworthiness Inspector:

Date:

35

36
GOVERNMENT OF INDIA
OPP SAFDURJUNG AIRPORT, NEW DELHI 110003

SECTION 8 – AIRCRAFT OPERATIONS
SERIES 'S', PART II
ISSUE I, 17th JANUARY, 2013 EFFECTIVE: FORTHWITH
File No: DGCA-22024/11/2023-FSD
SUBJECT: REQUIREMENTS FOR IMPLEMENTATION OF REDUCED

VERTICAL SEPARATION MINIMUM (RVSM).
1. INTRODUCTION
1.1 Sub rule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937 stipulate that
every airplane shall be fitted with instrument and equipment, including
radio apparatus and special equipment, as may be specified according to
the use and circumstances under which the flight is to be conducted.
1.2 In the mid 1970's, the world fuel shortage and the resultant rapid increase
in the fuel prices led to the growing demand for a more optimum and
efficient utilization of the available airspace, emphasized the need for
appraisal of the proposal to reduce the vertical separation minimum (VSM)
above FL 290 from 600 m (2000 ft) to 300 m (1000 ft). Various studies by
several countries revealed that a separation of 300 m (1000 ft) VSM above
FL 290 is technically feasible and does not compromise with the safety of
the aircraft.
1.3 Indian Airspace and neighbouring airspace has become RVSM airspace
between FL 290 and FL 410, inclusive of FL 290 and FL 410 on
27thNovember, 2003.
1.4 This CAR is issued in supersession of CAR Section 2 Series ‘O’ Part XI
Rev. 1 dated 24th November, 2003.
Rev 01, 3rd August 2023 1

SERIES S PART II 17TH JANUARY 2013
2. APPLICABILITY
2.1 This CAR is intended to provide necessary guidance for RVSM

operations. It establishes an acceptable means, but not the only
means, that can be used in the approval of aircraft and operators to
conduct flight in airspace or on routes where Reduced Vertical
Separation Minimum (RVSM) is applied. It lays down guidance and
requirements on airworthiness, continuing airworthiness, and
operations programs for RVSM operations.
2.2 This CAR is issued under the provisions of Rule 133A of the Aircraft
Rules, 1937 for information, guidance and compliance by the
concerned operators operating through and within the RVSM
airspace. The contents of this CAR are consistent with the provisions
of ICAO Annex 6 and ICAO Doc 9574 on the above subject.
Note: Non RVSM approved aircraft intending to climb/descend through

RVSM airspace and other operations such as humanitarian,
maintenance, ferry flights and State/military aircraft shall do so in
accordance with AIP India stated procedures.
3. DEFINITIONS:
3.1 Aircraft Group: A group of aircraft that are of nominally identical

design and build with respect to all details that could influence the
accuracy of height keeping performance.
3.2 Altimetry System Error (ASE): The difference between the

pressure altitude displayed to the flight crew when referenced to the
International Standard Atmosphere ground pressure setting
(1013.25 hPa /29.92 inHg) and free stream pressure altitude.
3.3 Assigned Altitude Deviation (AAD): the difference between the

transponder Mode C altitude and the assigned altitude/ flight level.
3.4 Automatic Altitude Control System: Any system that is designed

to automatically control the aircraft to a referenced pressure altitude.
3.5 Avionics Error (AVE): The error in the processes of converting the
sensed pressure into an electrical output, of applying any static
source error correction (SSEC) as appropriate, and of displaying the
corresponding altitude.
3.6 Basic RVSM Envelope: The range of Mach numbers and gross
weights within the altitude ranges FL 290 to FL 410 (or maximum
attainable) where an aircraft can reasonably be expected to operate

most frequently.
3.7 Flight Technical Error (FTE): Difference between the altitude

indicated by the altimeter display being used to control the aircraft
and the assigned altitude/flight level.
3.8 Full RVSM Envelope: The entire range of operational Mach

numbers, W/ δ, and altitude values over which the aircraft can be
operated within RVSM airspace.
3.9 Height keeping Capability: Aircraft height keeping performance

that can be expected under nominal environmental operating
conditions, with proper aircraft operating practices and maintenance.
3.10 Height keeping Performance: the observed performance of an

aircraft with respect to adherence to a flight level.
3.11 Non-Group Aircraft: An aircraft for which the operator applies for
approval on the characteristics of the unique airframe rather than on
a group basis.
3.12 Residual Static Source Error: The amount by which static source
error (SSE) remains under-corrected or overcorrected after the
application of SSEC.
3.13 RVSM Airspace: RVSM airspace is any designated airspace/route

between FL 290 and FL 410 (both levels inclusive) where aircraft
are separated vertically by 1000 ft. (300 m)
3.14 Static Source Error: The difference between the pressure sensed
by the static system at the static port and the undisturbed ambient
pressure.
3.15 Static Source Error Correction (SSEC): A correction for static

source error.
3.16 Total Vertical Error (TVE): Vertical geometric difference between

the actual pressure altitude flown by an aircraft and its assigned
pressure altitude (flight level).
3.17 W/ δ: Aircraft weight, W, divided by the atmospheric pressure ratio, δ
4. BASIC REQUIREMENTS

No person shall operate Indian registered aircraft in airspace

designated as Reduced Vertical Separation Minimum (RVSM)
airspace unless;
4.1 The operator and the operator's aircraft comply with the
requirements of this CAR;
4.2 The operator is authorised by DGCA to perform RVSM

operations; and
4.3 The Operations Specifications of the Operating Permit are

endorsed by DGCA, which authorizes the operator to conduct
RVSM operations.
5. APPROVAL REQUIREMENTS
5.1 Airspace where RVSM is applied should be considered special

qualification airspace. Both the individual aircraft and the specific
aircraft type or types that the operator intends to use will need to be
approved by DGCA before the operator conducts flights in RVSM
airspace. Requirements of this CAR shall be complied with for the
approval of specific aircraft type or types and for airworthiness and
operational approval.
5.2 Approval will encompass the following elements: -
a) Airworthiness aspects (including continued airworthiness)
b) Operational requirements
c) Provision for height monitoring of operator's aircraft
5.3 Operator shall apply for RVSM approval to Regional Airworthiness

Office.
5.4 On satisfactory compliance with the requirements given in this CAR,

the operator shall be given provisional approval for the specific
aircraft. Approval may be regularized after the aircraft meets the
Height Monitoring Performance using HMU/ GMU.
6. AIRWORTHINESS APPROVAL OF AIRCRAFT
6.1 Each aircraft type that the operator intends to use in RVSM airspace
should have received RVSM airworthiness approval from the
regulatory authority of country of manufacture/ design including the
approval of continued airworthiness program. DGCA shall accept
such RVSM approval and grant airworthiness approval to each
aircraft on the compliance with the RVSM Data Packages.
6.2 RVSM Data Packages for each aircraft type/ group of aircraft shall
be approved by the regulatory authority of country of manufacture/
design and may take the following form:
6.2.1 In-service Aircraft
a) Manufacturer’s Service Bulletin

b) Aircraft Service Change
c) Supplemental Type Certificates
d) Airplane Flight manual
6.2.2 Aircraft manufactured as RVSM Complaint - AFM Statement of

Compliance
6.3 The operator shall obtain approval from the State of Registry for
each individual aircraft group and each individual aircraft to be used
by the operator for RVSM operations.
6.4 Each aircraft of Indian operators shall have the airworthiness and
the operational approval from the DGCA prior to it being approved
for use by the operator in RVSM environment.
6.5 Each aircraft shall receive approval for continued airworthiness

program prior to it being reviewed for operational approval.
7. OPERATIONAL APPROVAL
Operator is required to obtain DGCA approval to operate in airspace

designated as RVSM airspace and maintain high levels of height
keeping performance.
7.1 The operator shall submit operational programs including the flight
crew training as well as operations manuals and check list for
approval;
7.2 Each aircraft type group utilised by an operator shall be capable of

height keeping performance which does not exceed a mean Total
Vertical Error of 25m (80ft). DGCA may verify this by evaluating the
Altimetry System Error (ASE) and Flight Technical Error (FTE)
components of Total VerticalError (TVE) separately;
7.3 The standard deviation about the mean TVE shall not exceed the
following.
a) Standard Deviation (ft): 82 - 0.004z2 where z equals mean TVE for

the aircraft type in fleet;
b) Standard Deviation (m): 25 - 0.016z2 where z equals mean TVE for

the aircraft type in meters.
7.4 DGCA while granting operational approval shall evaluate

airworthiness documents for each aircraft type group. It is necessary
for the operator to demonstrate height keeping performance for the
aircraft type.
7.5 If in-service experience shows that the height keeping performance

of a particular aircraft type utilized by the operator does not meet the
requirements of paras 6.3 and 6.4, the operator shall take steps to
improve performance to the required level. If the performance is not
improved, operational approval for the aircraft type may be
withdrawn.
7.6 A Minimum Equipment List (MEL) adopted from the Master

Minimum Equipment List (MMEL) and relevant operational
regulations, should include items pertaining to the RVSM
operations.
7.7 The requirements for the Flight Crew Training detailed in Annexure
I shall be complied with.
8. AIRCRAFT SYSTEMS
8.1 The aircraft shall be equipped to meet the following minimum

equipment for RVSM operations:
8.1.1 Two independent altitude measurement systems shall be installed.
Each system shall be composed of the following elements:
a) Cross-coupled static source/system, with ice protection if

located in areas subject to ice accretion;
b) Equipment for measuring static pressure sensed by the

static source, converting it to pressure altitude and
displaying the pressure altitude to the flight crew;
c) Equipment for providing a digitally encoded signal

corresponding to the displayed pressure altitude, for
automatic altitude reporting purposes;

d) Static source error correction (SSEC)/Position Error

Correction (PEC), if needed to meet the performance
criteria of paras 3.3, 3.4 or 3.6 of Annexure II attached, as
appropriate; and
e) Signals referenced to a pilot selected altitude for automatic

control and alerting. These signals will need to be derived
from altitude measurement system meeting the criteria of
this CAR, and in all cases, enabling the criteria of paras
8.1.3 and 8.2.6 to be met.
8.1.2 One secondary surveillance radar transponder (meeting TSO C112

standards) with an altitude reporting system that can be connected
to thealtitude measurement system in use for altitude keeping.
8.1.3 Airborne Collision Avoidance System (ACAS II) (meeting TSO

C119b standards) to improve the safety level of flights operating
within RVSM airspace.
8.1.4 An altitude alerting system that alerts the crew aurally and visually if
displayed altitude deviates from the selected altitude by more than
± 300 feet (for aircraft for which application for type certification was
made on or before April 9, 1997) or ± 200 feet (for aircraft for which
application for type certification is made after April 9, 1997).
8.1.5 An automatic altitude control system shall be required which shall

be capable of controlling altitude within tolerance band of ± 15
metres (± 50 feet) about commanded altitude, when operated in the
altitude hold modein straight and level flight under non turbulent, non-
gust conditions.
8.2 Altimetry
8.2.1 System Composition
The altimetry system of an aircraft comprises all those elements

involved in the process of sampling free stream static pressure and
converting it to a pressure altitude output. The elements of the
altimetry system fall into two main groups:
a) Airframe plus static sources.
b) Avionics equipment and/or instruments.
8.2.2 Altimetry System Outputs
The following altimetry system outputs are significant for RVSM

rd
Rev 01, 3 August 2023 7
operations:
a) Pressure altitude (Baro-corrected) for display.
b) Pressure altitude reporting data.
c) Pressure altitude or pressure altitude deviation

for an automatic altitude control device.
8.2.3 Altimetry System Accuracy
The total system accuracy shall satisfy the criteria of paras 3.3, 3.4 or 3.6 of
Annexure II attached.
8.2.4 Static Source Error Correction
If the design and characteristics of the aircraft and its altimetry system are such
that the criteria of para 3.3, 3.4 or 3.6 of Annexure II are not satisfied by
the location and geometry of the static sources alone, then suitable
SSEC shall be applied automatically within the avionics equipment of
the altimetry system.
8.2.5 Altitude Reporting Capability
The aircraft altimetry system shall provide an output to the aircraft transponder
as required by applicable operating regulations.
8.2.6 Altitude Control Output
a) The altimetry system shall provide a signal that can be used by an

automatic altitude control system to control the aircraft to a selected
altitude. The signal may be used either directly or combined with other
sensor signals. If SSEC is necessary to satisfy the criteria of paras 3.3,
3.4 or 3.6 of Annexure II, then an equivalent SSEC may be applied to
the altitude control signal. The signal may be an altitude deviation
signal, relative to the selected altitude or a suitable absolute altitude
signal.
b) Whatever the system architecture and SSEC system, the difference

between the signal output to the altitude control system and the altitude
displayed to the flight crew shall be kept to the minimum.
8.2.6 Altimetry System Integrity
The RVSM approval process shall verify that the predicted rate
of occurrence of undetected failure of the altimetry system
does not exceed 1 x 10 -5 per flight per hour. All failures and
failure combinations whose occurrence would not be evident
from cross cockpit checks and which would lead to altitude
measurement/ display errors outside the specified limits, need
to be assessed against this value. Other failures or failure
combinations need not be considered.
9 PROVISION FOR MONITORING OF OPERATORS AIRCRAFT
9.1 The operator shall provide a plan for participation in the monitoring
program. This program should normally entail a check of at least a
portion of the operator's aircraft by an independent height monitoring
system.
9.2 Monitoring of aircraft height-keeping performance may be done by

either a ground based Height Monitoring Unit (HMU) or a portable
GPS Height Monitoring Unit (GMU), which is carried on board the
aircraft. In regions with HMUs, aircraft operators may meet the
monitoring requirements without any specific action on their part,
other than ensuring that the aircraft undertakes a flight with the area
of coverage of an HMU within thetime period within which monitoring
should take place. For monitoring with the portable GMUs, operators
need to arrange for a monitoring flight. Regional Monitoring Agency
(RMAs) will notify operators sufficiently in advance regarding the
time scales when specific aircraft require monitoring.
Note: The Regional Monitoring Agency for Asia region is

known as MAAR (Monitoring Agency for Asia Region)
located at Bangkok, Thailand.
9.3 A program to monitor or verify aircraft height keeping performance

is a necessary element of RVSM approval process and RVSM
implementation for at least the initial area where RVSM is
implemented. Verification and monitoring program have the primary
objective of observing and evaluating aircraft height keeping
performance to gain confidence that airspace users are applying the
airplane and/or operator approval processin an effective manner and
that an equivalent level of safety will be maintained in when RVSM
is implemented. It is anticipated that necessity for such
programs may be diminished or possibly eliminated after
confidence is gained that RVSM programs are working as
planned.

10 PROCEDURE FOR GRANT OF AIRWORTHINESS APPROVAL
10.1 Grant of RVSM airworthiness approval
10.1.1 In the case of a newly built aircraft, the aircraft manufacturers

obtain approval from the regulatory authority of the country of
manufacture/design by submitting performance and analytical
data supporting RVSM airworthiness approval. Compliance with
the RVSM criteria shall be stated in the Aircraft Flight Manual
including reference to the applicable build standard, related
conditions, and limitations. The maintenance and repair manuals
will give the associated airworthiness instructions.
10.1.2 In case of an aircraft already in service, the manufacturer shall

submit the performance and analytical data to the regulatory
authority of the country of manufacture/design. The data shall be
supplemented with the service bulletin or its equivalent that
identifies the work to be done to achieve the build standard,
continued airworthiness instructions, and an amendment to the
aircraft flight manual stating related conditions and limitations.
Approval by the regulatory authority indicates acceptance of that
aircraft type and build standard as complying with the RVSM
airworthiness criteria.
10.1.3 The combination of performance and analytical data, service

bulletin(s) or equivalent, continued airworthiness instructions, and
the approved amendment or supplement to the Aircraft Flight
Manual is known as the RVSM approval data package.
10.1.4 For airworthiness approval of specific aircraft, an aircraft operator

is required to apply to DGCA. The application shall be supported
by evidence that the aircraft has been inspected, and where
necessary, modified in accordance with applicable Service
Bulletins, and is of a type and build standard that meets the RVSM
airworthiness criteria. The operator shall also confirm that the
continued airworthiness instructions are available and that the
approved Flight Manual amendment or supplement has been
incorporated.
Note: For RVSM airspace where an operational approval is

prescribed, airworthiness approval alone does not authorize
flight in that airspace.
10.2 Contents of the RVSM approval data package - As a minimum, the

data package will need to consist of the following items:
a) A statement of the aircraft group or non-group aircraft and

applicable build standard to which the data package applies.
b) Definition of the applicable flight envelope(s).
c) Data showing compliance with the performance criteria of

Annexure II and para 8 of this CAR.
d) The procedures to be used to ensure that all aircraft submitted

for airworthiness approvals comply with RVSM criteria. These
procedures will include the references of applicable service
bulletin and the applicable approved aircraft flight manual
amendment or supplement.
e) The maintenance instructions that ensure continued

airworthiness for RVSM approval.
These items are explained further in the following paragraphs.
10.3 Aircraft Groupings
10.3.1 For aircraft to be considered as members of a group for

purposes of RVSM approval, the following conditions shall
be satisfied:
a) Aircraft shall have been manufactured to a nominally

identical design and be approved by the same Type
Certificate (TC), TC amendment or supplemental TC, as
applicable.
Note: For derivative aircraft it may be possible to utilise the data from
the parent configuration to minimise the amount of additional data
required to show compliance. The extent of additional data required
will depend on the nature of the changes between the parent aircraft
and the derivative aircraft.
b) The static system of each aircraft shall be installed in a

nominally identical manner and position. The same
SSE corrections shall be incorporated in all aircraft of the
group.
c) The avionics units installed on each aircraft to meet the

minimum RVSM equipment requirements of paragraph
7.1 of this CAR shall be manufactured to the
manufacturer's same specification and have the same

part number.
Note: Aircraft that have avionic units that are of a different

manufacturer or part number may be considered part of the group, if
it is demonstrated that this standard of avionic equipment provides
equivalent system performance.
d) The RVSM data package shall have been produced or

provided by the airframe manufacturer or an approved
10.3.2 Non-group Aircraft
If an airframe does not meet the conditions of paragraphs

10.3.1(a) to (d) to qualify as a member of a group, or is
presented as an individual airframe for approval, then it
must be considered as a non-group aircraft for the
purposes of RVSM approval.
10.4 Flight Envelopes
The RVSM operational flight envelope, is the Mach number W/

and altitude ranges over which an aircraft can be operated in
cruising flights within the RVSM airspace. The RVSM operational
flight envelope for any aircraft may be divided into two parts as
explained below:-
10.4.1 Full RVSM Flight Envelope: The full envelope will

comprise the entire range of operational Mach number,
and altitude values over which the aircraft can be
operated within RVSM airspace. Table 1 establishes the
parameters to be considered.
10.4.2 Basic RVSM Flight Planning Envelope: The boundaries

for the Basic envelope are the same as those for the full
envelope except for the upper Mach boundary.

TABLE 1 - FULL RVSM ENVELOPE BOUNDARIES
Lower Boundary is Upper Boundary is defined

defined by by
The lower of:
Level - FL 290 - FL 410
- Aircraft maximum
certified altitude
- Altitude limited by; cruise
thrust; buffet; other aircraft
flight limitations.
The lower of: The lower of
Mach or - Maximum
Speed endurance - MMO/VMO
(holding speed) - Speed limited by cruise
- Manoeuvre speed thrust; buffet; other aircraft
flight limitations.
Gross - The lowest gross - The highest gross weight
weight weight compatible compatible with operations
with operations in in RVSM airspace.
RVSM airspace.
10.5 Avionics Equipment: Avionics equipment shall be identified by

function and part number. A demonstration shall show that the
avionic equipment can meet the design criteria established when the
equipment is operated in the environmental conditions expected to
be met during RVSM operations.
10.6 Compliance Procedure: The data package furnished by the

manufacturer shall define the procedures, inspections and tests and
the limits that will be used to ensure that all aircraft approved against
the data package "conform to type"; that is all future approvals,
whether of new build or in service aircraft meet the allowances
developed.
10.7 Continued Airworthiness:
10.7.1 The following items shall be reviewed and updated as

applicable to RVSM :
a) The structural repair manual with special attention to

the areas around each static source, angle of attack
sensors, and doors if their rigging can affect air flow
around the previously mentioned sensors.
b) The Master Minimum Equipment List (MMEL)
10.7.2 The data package shall include details of any procedures

that are not covered in above said para, but may be
needed to ensure continued compliance with RVSM
approval criteria.
Examples follow –
a) For non-group aircraft where airworthiness approval has

been based on flight test, the continuing integrity and
accuracy of the altimetry system shall be demonstrated by
ground and flight testof the aircraft and its altimetry system
at intervals to be agreed with DGCA. However, exemption
from the flight test requirement may be granted if it can be
demonstrated that the relationship between any
subsequent airframe/system degradation and its effects
on altimetry system accuracy is understood and that it can
be compensated or corrected.
b) In-flight defect reporting procedures shall be defined for

identification of altimetry system error sources. Such
procedure shall cover acceptable differences between
primary and alternate static sources, and others as
appropriate.
c) For groups of aircraft, where approval is based on

geometric inspection, periodic re-inspection shall be
necessary and the intervals required should be specified.
10.8 Post Approval Modification: Any variation/modification from the

initial installation that affects RVSM approval should be referred to
aircraft manufacturer and accepted by DGCA.
11 CONTINUED AIRWORTHINESS (MAINTENANCE PROCEDURES)
11.1 General
a) The integrity of the design features necessary to ensure that

altimetry systems continue to meet RVSM approval criteria shall
be verified by scheduled tests and inspections in conjunction with
an approved maintenance program. The operator shall review its
maintenance procedures and address all aspects of continued
airworthiness that may be relevant.
b) Adequate maintenance facilities shall be available to enable

compliance with the RVSM maintenance procedures.
11.2 Maintenance Programs
Each operator requesting RVSM operational approval shall

establish RVSM maintenance and inspection practices acceptable
to DGCA that shall include any required maintenance specified in
the data package. These practices shall be included in the operator's
approved maintenance programme.
11.3 Maintenance Documents
The following manuals/documents shall be reviewed, as appropriate:
a) Maintenance Manuals.
b) Structural Repair Manuals.
c) Standard Practices Manuals.
d) Illustrated Parts Catalogues.
e) Maintenance Schedule
f) MMEL/MEL
11.4 Maintenance Practices
11.4.1 The aircraft altimetry and height keeping equipment shall be

maintained in accordance with the manufacturer's approved
procedures and servicing schedules.
11.4.2 The operator's maintenance program shall include, for each aircraft
type, the maintenance practices stated in the applicable aircraft
and component manufacturers' maintenance manuals. In addition,
attention shall be given to the following items:
a) All RVSM equipment shall be maintained in accordance with the

aircraft and component manufacturers' maintenance instructions
and the performance criteria of the RVSM approval data package.
b) Any modification or design change, which in any way affects theinitial

RVSM approval, shall be subject to a design review acceptable to
DGCA.
c) Any repairs, not covered by approved maintenance documents, that

may affect the integrity of the continuing RVSM approval, e.g.
those affecting the alignment of pitot/static probes, repairs to dents
or deformation around static plates, shall be subject to a design
review acceptable to DGCA.
d) Built-in Test Equipment (BITE) testing shall not be used for System
calibration unless it is shown to be acceptable by the aircraft
manufacturer/design organization, and with the agreement of the
DGCA.
e) An appropriate system leak check (or visual inspection where

permitted) shall be accomplished following reconnection of a quick
disconnect static line.
f) Airframe and static systems shall be maintained in accordance with

the aircraft manufacturer's inspection standards and procedures.
g) To ensure the proper maintenance of airframe geometry for proper

surface contours and the mitigation of altimetry system error,
surface measurements or skin waviness checks will need to be
made, as specified by the aircraft manufacturer, to ensure
adherence to RVSM tolerances. These checks should be
performed following repairs, or alterations having an effect on
airframe surface and airflow.
h) The maintenance and inspection program for the autopilot will need
to ensure continued accuracy and integrity of the automatic altitude
control system to meet the height keeping standards for RVSM
operations. This requirement will typically be satisfied with
equipment inspections and serviceability checks.
i) Whenever the performance of the installed equipment has been

demonstrated to be satisfactory for RVSM approval, the associated
maintenance practices shall be consistent with continued RVSM
approval. Examples of equipment to be considered are
i) Altitude alerting
ii) Automatic Altitude Control System
iii) Secondary Surveillance Radar altitude reporting equipment
iv) Altimetry system.
11.4.3 Action for non-compliance aircraft - Those aircraft positively

identified as exhibiting height keeping performance errors that
require investigation, shall not be operated in RVSM airspace until
the following actions have been taken –
a) The failure or malfunction is confirmed and isolated; and

b) Corrective action is taken to comply with requirements for
RVSM approval.
11.4.4 Maintenance Training - Additional training may be

necessary to support RVSM approval. Areas needed to be
highlighted for initial and recurrent training of relevant
personnel are:
a) Aircraft geometric inspection technique.

b) Test equipment calibration and use of that equipment.
c) Any special instruction or procedures introduced for
RVSM approval.
11.4.5 Test Equipment
a) Test equipment should have the capability to demonstrate

continuing compliance with all the parameters established
in the data package for RVSM approval.
b) Test equipment should be calibrated using reference

standards at periodic intervals acceptable to DGCA. The
approved maintenance program shall include an effective
quality control program with the attention to the following:
(i) Definition of required test equipment accuracy.

(ii) Regular calibrations of test equipment traceable to a
master standard. Determination of the calibration
intervalshould be a function of the stability of the test
equipment. The calibration interval should be
established using historical data so that the
degradation is small in relation to the required
accuracy.
(iii) Regular audits of calibration facilities both in-house
and outside.
(iv) Adherence to approved maintenance practices.
(v) Procedures for controlling operator errors and
unusual environmental conditions which may affect
calibration accuracy.
12. REPORTING ALTITUDE KEEPING ERRORS
Each operator shall develop a system of reporting each event in which the
operator's aircraft has exhibited the height deviations which are in magnitude
equal to or, greater than, the following criteria:
i. Total Vertical Error - 300 feet;

ii. Altimetry System Error - 245 feet; and
iii. Assigned Altitude Deviation - 300 feet.
13. REMOVAL OR AMENDMENT OF AUTHORITY
DGCA may amend Operations Specifications of the operator to revoke or

restrict an RVSM authorisation if it is found that the operator is not complying,
or is unable to comply with the requirements of this CAR.
(Vikram Dev Dutt)


ANNEXURE
I TRAINING PROGRAMMES AND OPERATING PRACTICES AND
PROCEDURES
1. INTRODUCTION
Flight crews will need to have an awareness of the criteria for operating in
RVSM airspace and be trained accordingly. The items detailed in paragraphs
2 to 6 of this Annexure shall be standardized and incorporated into training
programs and operating practices and procedures. Certain items may already
be adequately standardized in existing procedures. New technology may also
remove the need for certain actions required of the flight crew. If this is so, then
the intent of this guidance can be considered to be met.
Note: This document is written for all users of RVSM airspace, and as such
is designed to present all required actions. It is recognized that some material
may not be necessary for larger public transport operators.
2. FLIGHT PLANNING
During flight planning the flight crew shall pay particular attention to conditions
that may affect operation in RVSM airspace. These include, but may not be
limited to:
(a) verifying that the airframe is approved for RVSM operations,

(b) reported and forecast weather on the route of flight;
(c) minimum equipment requirements pertaining to height keeping and
alerting, systems; and
(d) Any airframe or operating restriction related to RVSM approval.
3. PRE-FLIGHT PROCEDURES AT THE AIRCRAFT FOR EACH FLIGHT
The following actions shall be accomplished during the pre-flight procedure:
(a) Review technical logs and forms to determine the condition of equipment
required for flight in the RVSM airspace. Ensure that maintenance action
has been taken to correct defects to required equipment;
(b) During the external inspection of aircraft, particular attention shall be paid
to thecondition of static sources and the condition of the fuselage skin near
each static source and any other component that affects altimetry system
accuracy. This check shall be accomplished by a qualified and authorized
person other than the pilot (e.g. a flight engineer or ground engineer);

(c) Before take-off, the aircraft altimeters shall be set to the QNH of the airfield
and shall display a known altitude, within the limits specified in the aircraft
operating manuals. The two primary altimeters shall also agree within limits
specified by the aircraft operating manual. An alternative procedure using
QFE may also be used. Any required functioning checks of altitude indicating
systems shall be performed.
Note: The maximum value for these checks cited in operating manuals should
not exceed 23m (75ft).
(d) Before take-off, equipment required for flight in RVSM airspace shall be
operative, and any indications of malfunction shall be resolved.
4. PROCEDURES PRIOR TO RVSM AIRSPACE ENTRY
The following equipment shall be operating normally at entry into RVSM airspace:
(a) Two primary altitude measurement systems.

(b) One automatic altitude-control system.
(c) One altitude-alerting device.
Note: Dual equipment requirements for attitude-control systems will be

established by regional agreement after an evaluation of criteria such as
mean time between failures, length of flight segments and availability of direct
pilot-controller communications and radar surveillance.
(d) Operating Transponder. An operating transponder may not be required for

entry into all designated RVSM airspace. The operator shall determine the
requirement for an operational transponder in each RVSM area where
operations are intended. The operator shall also determine the
transponder requirements for transition areas next to RVSM airspace.
Note: Should any of the required equipment fail prior to the aircraft entering
RVSM airspace, the pilot shall request a new clearance to avoid entering this
airspace;
5. IN-FLIGHT PROCEDURES
5.1 The following practices shall be incorporated into flight crew training
and procedures:
(a) Flight crews shall comply with any aircraft operating restrictions,
if required for the specific aircraft group, e.g. limits on indicated
Mach number, given in the RVSM airworthiness approval.

(b) Emphasis shall be placed on promptly setting the sub-scale on

all primary and standby altimeters to 1013.2 (hPa) /29.92 inHg
when passing the transition altitude, and rechecking for proper
altimeter setting when reaching the initial cleared flight level;
(c) In level cruise it is essential that the aircraft is flown at the cleared
flight level. This requires that particular care is taken to ensure
that ATC clearances are fully understood and followed. The
aircraft shall not intentionally depart from cleared flight level
without a positive clearance from ATC unless the crew are
conducting contingency or emergency manoeuvres;
(d) When changing levels, the aircraft shall not be allowed to

overshoot or undershoot the cleared flight level by more than 45
m (150 ft);
Note: It is recommended that the level off be accomplished using,

the altitude capture feature of the automatic altitude-control system,
if installed.
(e) An automatic altitude-control system shall be operative and

engaged during level cruise, except when circumstances such as
the need to re- trim the aircraft or turbulence require
disengagement. In any event, adherence to cruise altitude shall
be done by reference to one of the two primary altimeters.
Following loss of the automatic height keeping function, any
consequential restrictions will be observed.
(f) Ensure that the altitude-alerting system is operative;
(g) At intervals of approximately one hour, crosschecks between the

primary altimeters shall be made. A minimum of two will need to
agree within ±60 m (±200 ft.). Failure to meet this condition will
require that the altimetry system be reported as defective and
notified to ATC;
(i) The usual scan of flight deck instruments shall suffice for
altimeter cross checking on most flights.
(ii) Before entering RVSM airspace, the initial altimeter cross

check of primary and standby altimeters shall be recorded.
Note: Some systems may make use of automatic altimeter comparators.
(h) In normal operations, the altimetry system being used to control

the aircraft shall be selected for the input to the altitude reporting
transponder transmitting information to ATC.
(i) If the pilot is advised in real time that the aircraft has been
identified by a height monitoring system as exhibiting a TVE
greater than ±90 m (±300 ft.) and/or an ASE greater than ±75 m
(±245 ft) then the pilot should follow established regional
procedures to protect the safe operation of the aircraft. This
assumes that the monitoring system will identify the TVE or ASE
within the set limits for accuracy. If the pilot is notified by ATC of
an assigned altitude deviation which exceeds ±90 m(±300 ft) then
the pilot should take action to return to cleared flight level as
quickly as possible.
5.2 Contingency procedures after entering RVSM airspace are:
5.2.1 The pilot shall notify ATC of contingencies (equipment

failures, weather) which affect the ability to maintain the
cleared flight level, and co-ordinate a plan of action
appropriate to the airspace concerned.
Examples of equipment failures, which shall be notified, to ATC

are:
(a) failure of all automatic altitude-control systems aboard

the aircraft;
(b) loss of redundancy of altimetry systems,
(c) loss of thrust on an engine necessitating descent; or
(d) any other equipment failure affecting the ability to
maintain cleared flight level (CFL);
5.2.3 The pilot should notify ATC when encountering greater than
moderate turbulence.
5.2.4 If unable to notify ATC and obtain an ATC clearance prior to

deviating from the assigned CFL, the pilot shall follow the
established contingency procedures and obtain ATC
clearance as soon as possible.
6. POST FLIGHT
6.1 In making technical log entries against malfunctions in height-

keeping systems, the pilot shall provide sufficient detail to enable
maintenance to effectively troubleshoot and repair the system. The
pilot shall detail the actual defect and the crew action taken to try to
isolate and rectify the fault.

6.2 The following information shall be recorded when appropriate:
(a) Primary and standby altimeter readings.

(b) Altitude selector setting.
(c) Subscale setting on altimeter.
(d) Autopilot used to control the aeroplane and any differences
when the alternate system was selected.
(e) Differences in altimeter readings, if alternate static ports selected.
(f) Use of air data computer selector for fault diagnosis procedure.
(g) The transponder selected to provide altitude information to
ATC and any difference noted when an alternative transponder
was selected.
7. SPECIAL EMPHASIS ITEMS: FLIGHT CREW TRAINING
7.1 The following items shall also be included in flight crew training
programmes:
(a) knowledge and understanding of standard ATC phraseology

used in each area of operations and relevant AIP and NOTAM
information pertaining to the route to be flown;
(b) importance of crew members cross checking to ensure that

ATC clearances are promptly and correctly complied with;
(c) Use and limitations in terms of accuracy of standby altimeters

in contingencies. Where applicable, the pilot shall review the
application of SSEC/PEC through the use of correction cards;
Note: Such correction data shall be readily available on the flight deck
(d) problems of visual perception of other aircraft at 300 m (1,000

ft) planned separation during darkness, when encountering
local phenomena such as northern lights, for opposite and
same direction traffic, and during turns; and
(e) Characteristics of aircraft altitude capture systems which may

lead to overshoots.
(f) Relationship between the aircraft's altimetry, automatic

altitude control and transponder systems in normal and
abnormal conditions.
(g) Any airframe operating restrictions, if required for the specific

aircraft group, related to RVSM airworthiness approval.

ANNEXURE II
RVSM PERFORMANCE
1 General
The objectives set out by the ICAO Review of the General Concept of
Separation Panel (RGCSP) have been translated into airworthiness standards
by assessment of the characteristics of altimetry system error (ASE) and
automatic altitude control.
2 RVSM Flight Envelopes
For the purposes of RVSM approval, the aircraft flight envelope may be
considered as two parts; the Basic RVSM flight planning envelope and the
Full RVSM flight envelope (referred to as the Basic envelope and the Full
envelope respectively), as defined and explained in para 10.4 of this CAR. For
the Full envelope, a larger ASE is allowed.
3 Altimetry System Error
3.1 To evaluate a system against the ASE performance statements

established by RGCSP, it is necessary to quantify the mean and
three standard deviation values for ASE, expressed as ASE mean
and ASE3SD. To do this, it is necessary to take into account the
different ways in which variations in ASE can arise. The factors that
affect ASE are:
(a) Unit to unit variability of avionics equipment.

(b) Effect of environmental operating conditions on avionics equipment.
(c) Airframe to airframe variability of static source error.
(d) Effect of flight operating conditions on static source error.
3.2 Assessment of ASE, whether based on measured or predicted data

will need to consider sub-paragraphs (a) to (d) of 3.1. The effect of
item (d) as a variable can be eliminated by evaluating ASE at the
most adverse flight condition in an RVSM flight envelope.
3.3 The criteria to be met for the Basic envelope are:
(a) At the point in the envelope where the mean ASE reaches its
largest absolute value that value should not exceed 25 m (80
ft.);
(b) At the point in the envelope where absolute mean ASE plus
three standard deviations of ASE reaches its largest absolute

value, the absolute value should not exceed 60 m (200 ft.).
3.4 The criteria to be met for the Full envelope are:
(a) At the worst point in the Full envelope where the mean ASE
reaches its largest absolute value, the absolute value should not
exceed 37 m (120 ft.).
(b) At the point in the Full envelope where the mean ASE plus three
standard deviations of ASE reaches its largest absolute value,
the absolute value should not exceed 75 m (245 ft.).
(c) If necessary, for the purpose of achieving RVSM approval for a

groupof aircraft (see para 10 of the CAR), an operating limitation
may be established to restrict aircraft from conducting RVSM
operations in parts of the Full envelope where the absolute value
of mean ASE exceeds 37 m (120 ft) and/or the absolute value of
mean ASE plus three standard deviations of ASE exceed 75 m
(245 ft). When such a limitation is established, it should be
identified in the data submitted to support the approval
application, and documented in appropriate aircraft operating
manuals. However, visual or aural warning/indication associated
with such a limitation need not be provided in the aircraft.
3.5 Aircraft types for which an application for type certification is made
after 1 January 1997, should meet the criteria established for the
Basic envelope in the Full RVSM envelope.
3.6 The standard for aircraft submitted for approval as non-group

aircraft, as defined in para 10.7.2 of the CAR, is as follows:
(a) For all conditions in the Basic envelope:
- I Residual static source error + worst case avionics I < 50 m (160 ft.)
(b) For all conditions in the Full envelope:
- I Residual static source error + worst case avionics I < 60 m (200

ft.)
Note: Worst case avionics means that a combination of tolerance values,

specified by the aircraft constructor for the altimetry fit into the aircraft,
which gives the largest combined absolute value for residual SSE plus
avionics errors.

4. Altitude Keeping
An automatic altitude control system is required capable of controlling altitude

within
±20 m (±65 ft) about the selected altitude, when the aircraft is operated in
straight and level flight under non turbulent non-gust conditions.
Note: Automatic altitude control systems with flight management system/

performance (Management system inputs allowing variations up to ±40 m
(±130 ft.) under non-turbulent, non-gust conditions, installed in aircraft types
for which an application for type certification was made prior to January 1,
1997, need not be replaced or modified.

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GOVERNMENT OF INDIA

OFFICE OF THE DIRECTOR GENERAL OF CIVIL AVIATION

CIVIL AVIATION REQUIREMENTS

Subject: Installation of Airborne Collision Avoidance System.

3.1 Airborne Collision Avoidance System (ACAS) : An aeroplane system based on

Rev. 4 dated 4th September 2017 1

3.6 Intruder: An SSR transponder-equipped aeroplane within the surveillance range

a) a maneuver intended to provide separation from all threats; or

4. FUNCTIONAL REQUIREMENTS of ACAS I and ACAS II

4.1 ACAS I shall perform the following functions:

a) surveillance of nearby SSR transponder equipped aeroplanes; and

4.2 ACAS II shall perform the following functions:

Rev. 4 dated 4th September 2017 2

5. Aeroplanes engaged in Commercial air transport operation:

5.1 All turbine-engined aeroplanes having a maximum certificated take-off mass in

6. Aeroplanes engaged in General aviation operation:

6.1 All turbine-engined aeroplanes of a maximum certificated take-off mass in excess

Note 1. – The term “individual airworthiness certificate is first issued” means

Rev. 4 dated 4th September 2017 3

Note 2. – Appropriate training, to the satisfaction of DGCA, to competency in the use

a) possession of a type rating for an aeroplane equipped with ACAS, where

b) possession of a document issued by a training organization or a person

c) a comprehensive pre-flight briefing by a pilot who has been trained in the

Rev. 4 dated 4th September 2017 4

d) Pilots who deviate from an ATC clearance in response to an RA, shall

(i) the aeroplane returns to the assigned clearance; or

Rev. 4 dated 4th September 2017 5

Rev. 4 dated 4th September 2017 6

Aircraft Operator__________________ Pilot___________ Observer ___________

Name__________________________ Telephone__________ SSR ____________

(Information requested on this line is optional)

Aircraft ID________________________ Aircraft Type _______________

Aerodrome of Departure ________________ Destination ______________

Date and time of event _____________________ ___________________UTC

Own aircraft altitude _______________________

LAT _________ LONG _________

Take-off_______ Climb ________ Cruise ________ Descent ______ Hold ___

Final __________ Missed approach ____________

Clearance ___________ ft/FL

TA issued? YES __________ NO _____________

Visual contact prior to RA? YES __________ NO _____________

ATS advisory? YES __________ NO _____________

Rev. 4 dated 4th September 2017 7

Intruder bearing __________________ o'clock

Relative altitude ___________________ ft

Type of RA ____________________ (climb, crossing climb, VSL500, etc.)

Did you follow the RA? YES _____ NO _____

Was RA necessary? YES _____ NO _____

Air traffic service provided: En-route control _________

Aerodrome/ approach control ________ Flight information ________

Rev. 4 dated 4th September 2017 8

CIVIL AVIATION REQUIREMENTS

F. No. 11-690/CAR/F-III/AI (2)

Subject: Issue/ Validation and Suspension of Certificate of

Rev 4, dated 14th September, 2018 1

2. Issuance of Certificate of Airworthiness:

2.1. Accepted Airworthiness Standards

2.2. Application for issue of C of A, Airworthiness Review Certificate (ARC) and

2.2.1.1. Certificate of Airworthiness ( CA Form 25 - Appendix 'A' & B‘)

2.3. Documents/ technical literature

Aircraft Operator____________ Pilot_ Observer _______

Name____________ Telephone SSR

Aircraft ID__________ Aircraft Type _

Aerodrome of Departure __ Destination

Date and time of event ___ _UTC

LAT _ LONG _

Take-off___ Climb Cruise Descent Hold _

Final Missed approach __

TA issued? YES NO ___

Visual contact prior to RA? YES NO ___

ATS advisory? YES NO ___

Did you follow the RA? YES _ NO _

Was RA necessary? YES _ NO _

Aerodrome/ approach control Flight information