CERTIFYING STAFF FOR LINE MAINTENANCE

Airworthiness

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 Introduction

Definition of Airworthiness

What is Airworthiness /
Airworthy

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 Introduction

Definition of Airworthiness

To be airworthy:

(1) The aircraft must conform to its Type

Certificate (TC).
Airworthiness is
the measure of an (2) The aircraft must be in a condition for
safe operation.
aircraft's suitability
for safe flight FAA
Wikipedia

Airworthy - The status of an

aircraft, engine, propeller or part
when it conforms to its approved
design and is a condition for Airworthy is defined as when an aircraft, including its
safe operation component parts, meets its type design or properly
altered condition and it is in a condition for safe
Annex 8 operation

CASA

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 Introduction

Airworthiness :
• The aircraft, engine, propeller or part when it
conforms to its approved design and is in a
condition for safe operation

Continuing Airworthiness :
• 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.
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 Introduction

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 Introduction

Accident lead to bankruptcy

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 Introduction

Our Fatal Events

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 Introduction

Our Fatal Events

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 Introduction

Another Accident / Accident

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 Introduction

Another Accident /
Accident

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 Introduction

Recent Occurrence

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 Introduction

Recent Occurrence

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 Introduction

Recent Occurrence

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 Introduction

Recent Occurrence

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 Introduction

Maintenance Error lead to Aircraft loss

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 Introduction

Production vs Protection

P R O T E C T I O N

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 Introduction

AD Overdue

Closing in system was performed

Reschedule AD in HLP, Ron on July 15th, 2015 was also postponed due to the
need of pitch trim locking tool which was not available in CGK (has been sent to
Surabaya). Last RON in BTH, performed on July 16th, 2015

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 Introduction

AD Overdue

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 Introduction

AD Overdue

Consequenc
Case Root Cause Losses
es
AD Over Due - MisPlanning - Revoke Authority - Company Close ( our
Close in System - Lack Of Approval. Business in
but not perform Awareness - Unsafe aircraft Approval)
in Actual. Condition - Aircraft Accident
- Grounded the - Assurance can’t not
Aircraft be Claim ( Operator
- Planning not Should be pay to
aware to replan passanger losses

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Training Purpose Only 19
 Introduction

We do not want this happen

This picture was taken by an amateur photographer seconds

before an American Airlines DC-10 crashed at Chicago O'Hare
Airport, after losing an engine during takeoff. Improper
maintenance procedures was to blame. Two-hundred-seventy-
one people aboard were killed as well as 2 on the ground. (May
25, 1979)
Link Video 1 Link Video 2

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 Introduction

Spirit :
At the end , we relay on
Allah what he determines
to us after we did all the
best that human can do

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Training Purpose Only 21
MODULE 3 :
- AIRWORTHINESS DIRECTIVE
CIVIL AVIATION SAFETY REGULATION (CASR)
PART 39
AIRWORTHINESS DIRECTIVES
Amendment 2

Lampiran Peraturan Menteri Perhubungan

Republik Indonesia
Nomor PM 50 TAHUN 2014
Tanggal : 29 SEPTEMBER 2014
39.3 Definition
a. DGCA airworthiness directives are legally enforceable rules that apply to the following
products: aircraft, aircraft engines, propellers, and appliances.

b. An unsafe condition will exist when:

(1). Evidence is found during the evaluation of failures, malfunctions, defects, service
difficulties or further analysis or test, that the design does not comply with the applicable
airworthiness requirements and this non compliance reduces the safety level required for
that product,
(2). Evidence is found during the evaluation of failures, malfunctions, defects, service
difficulties or further analysis or test that the design although complying with the
airworthiness requirements exhibits characteristics that reduce the safety level required for
that product.
39.5 Issuance of Airworthiness Directives
DGCA issues an airworthiness directive addressing a product when we find that an unsafe
condition exists in the product and the condition is likely to exist or develop in other products of
the same type design. DGCA may issue an airworthiness directive based on:

a. Airworthiness directive issued by DGCA on a product where Republic of Indonesia as the

State of Design.
b. Airworthiness directives issued by foreign airworthiness authorities as the State of Design on a
product being operated under Indonesian registration, will be adopted without further technical
investigation. However DGCA may add additional information by communicating with the
State of Design or the State of Manufacture regarding continuing airworthiness information
due to local operation. The compliance time may be reconsidered, taking into account
domestic concerns.
c. When an unsafe condition exists and the State of Design has not issued mandatory
corrective information, an airworthiness directive will be issued to correct that unsafe
condition. Every effort shall be made to reach a common position with the State of
Design.
39.7 Compliance with airworthiness directives
No person may operate a product to which an airworthiness directive applies

39.11 Actions required by airworthiness directives.

Actions required by airworthiness directives shall:
a. Specify inspections to be carried out;
b. Specify conditions and limitations must comply with;
c. Resolve an unsafe condition.
 Abbreviation
1. General 5. CATEGORY
2. Task Code 5.1. MRB TASK CATEGORY
3. Interval / Interval code / 5 = Evident safety effects
IntervalDimension 6 = Evident economics operational effects
7 = Evident economic non operational effect
4. SIGNIFICANT CODE AND NUMBER 8 = Hidden function safety effects
MRB = Maintenance Review Board 9 = Hidden function non-safety effects
MPD = Maintenance Planning Document
AD = Airworthiness Directive 5.2. OTHERS TASK CATEGORY
EO = Engineering Order ER = ETOPS Requirement
SB = Service Bulletine F = Fatigue
CMR = Certificate Maintenance Requirement C = Corrosion
ALI = Airworthiness Limitation Item S = Structure
72 21 FAN AND BOOSTER ASSEMBLY LUB ALL NOTE O/5000 FH / 3000 FC MPD 72-025-01 6 PWP 15 JAN 2016
7221000100 7221000100 LUBRICATE LEFT MRB 72-025-01
ENGINE FAN BLADES DOVETAIL. OJR REV 1.1
LUBRICATE LEFT ENGINE FAN
BLADES DOVETAIL.
INTERVAL NOTE: WHICHEVER
COMES FIRST.
TASK CARD 72-025-01-01
39.23 Ferry flight to a repair facility concerning compliance of
airworthiness directive
DGCA may issue a special flight permit for ferry flight to a repair facility unless the
airworthiness directive states otherwise. To ensure aviation safety, DGCA may add special
requirements for operating the aircraft to a place where the repairs or modifications can be
accomplished. DGCA may also decline to issue a special flight permit in particular cases if
DGCA determine that the aircraft cannot be moved safely.

39.25 issuance requirement of special flight permit

Application for a DGCA special flight permit in accordance with CASR
Part 21 sees. 21.197 and 21.199.

39.29 Compliance records

Compliance with an airworthiness directive shall be recorded in appropriate aircraft,
aircraft engine, or propeller log books. The log entry shall refer to the airworthiness
directive by number and date of compliance.
91.146 Refueling with Passengers on Board
(a) An airplane shall not be refueled when passengers are embarking, on board or
disembarking unless it is properly attended by qualified personnel ready to initiate and direct
an evacuation of the airplane by the most practical and expeditious means available.
(b) When refueling with passengers embarking, on board or disembarking, two-way
communication shall be maintained by the airplane’s inter-communication system or other
suitable means between the ground crew supervising the refueling and the qualified
personnel on board the airplane.

91.180 Operations within airspace designated as Reduced Vertical

Separation Minimum airspace.
a) Except as provided in paragraph (b) of this section, no person may operate a civil aircraft in
airspace designated as Reduced Vertical Separation Minimum (RVSM) airspace unless:
(1) The operator and the operator's aircraft comply with the minimum standards of appendix G of
this part; and
(2) The operator is authorized by the DGCA or the country of registry to conduct such operations.
b) The DGCA may authorize a deviation from the requirements of this section.
 APPENDIX G - OPERATIONS IN REDUCED VERTICAL SEPARATION
MINIMUM (RVSM) AIRSPACE

Section 1. Definitions
Reduced Vertical Separation Minimum (RVSM) Airspace.
Within RVSM airspace, air traffic control (ATC) separates aircraft by a minimum of 1,000 feet vertically
between flight level (FL) 290 and FL 410 inclusive. RVSM airspace is special qualification airspace; the
operator and the aircraft used by the operator must be approved by the Director General. Air-traffic control
notifies operators of RVSM by providing route planing information.

Section 8 of this appendix identifies airspace where RVSM may be applied.

RVSM Group Aircraft. Aircraft within a group of aircraft, approved as a group by the Director General, in
which each of the aircraft satisfy each of the following:

a) The aircraft have been manufactured to the same design, and have been approved under the same
type certificate, amended type certificate, or supplemental type certificate.
b) The static system of each aircraft is installed in a manner and position that is the same as those of the
other aircraft in the group. The same static source error correction is incorporated in each aircraft of the
group.
c) The avionics units installed in each aircraft to meet the minimum RVSM equipment requirements of this
appendix are:
(1) Manufactured to the same manufacturer specification and have the same part number; or
(2) Of a different manufacturer or part number, if the applicant demonstrates that the equipment
provides equivalent system performance.
 Introduction to the concept of continuing airworthiness

Continuing airworthiness
Covers the processes that
require all aircraft to comply
with the A/W requirements in
their type certification basis or
imposed as part of the State
of Registry’s requirements
and are in a condition for
safe operation, at any time
during the operating life.
 Introduction to the concept of continuing airworthiness

Continuing airworthiness includes the

following:

a) Design criteria including instructions for f) Information provided by the type design
continuing airworthiness organization and action required on the
b) Information that identifies the information.
specifications, methods, and procedures g) Adoption and accomplishment by the air
necessary to perform the continuing A/W operator of all mandatory requirements
tasks with particular emphasis on fatigue life
c) Adoption by the operator into its limits and any special tests or inspections
maintenance program required by the airworthiness
d) the reporting of faults, malfunctions, and requirements of the type design of the
defects and other significant maintenance aircraft or subsequently found necessary
and operational information by the operator to ensure structural integrity;
and or maintenance organization h) adoption into maintenance program,
e) Analysis of faults, malfunctions, defects, supplemental SIPs and subsequent SIP
accidents and other significant requirements, and
maintenance and operational information i) compliance with SIPs for aero planes.
by the type design organization, the State of
Design and the State of Registry
 Information to be reported to the civil
aviation authority

• Air operators, organizations responsible for type design and maintenance

organizations should report to their airworthiness authority service information such
as all faults, malfunctions, defects and other occurrences which cause or might
cause adverse effects on the continuing airworthiness of the aircraft.

Sources of information for the SDR :

o Air operators,
o AMOs,
o Organizations responsible for type design and
o Any source having access to aviation safety information, such as Air Traffic Control.

Significant malfunctions, failures or conditions brought to the attention of or noted

by the AID inspector during surveillance of aviation industry activities should also
be reported.
91.423 Service Difficulty Reports SUBPART E

Each operator shall send each report required by this section, in writing, to
the DGCA office within the next 72 hours. However, a report that is due on
Saturday or Sunday may be mailed or delivered on the following Monday,
and one that is due on a holiday may be mailed or delivered on the next work
day.

CASR 91 Amdt. 5
 Each operator should report the occurrence or detection of each failure,
malfunction or defect concerning at least the following:

a) fires during flight and whether or not a fire warning k)

a landing gear extension or retraction, or opening
system was installed and functioned properly; or closing of landing gear doors during flight;
b) false fire warning during flight; l) brake system components that result in loss of
c) an engine exhaust system that causes damage brake actuating force when the aircraft is in motion
during flight to the engine, adjacent structure, on the ground;
equipment or components; m) aircraft structure that requires significant repair;
d) an aircraft component that causes accumulation or
n) cracks, permanent deformation, or corrosion of
circulation of smoke, vapour, or toxic or noxious aircraft structure, if more than the maximum
fumes in the crew compartment or passenger cabin acceptable to the manufacturer or the CAA;
during flight; o) aircraft components or systems that result in taking
e) engine shutdown during flight because of flameout; emergency actions during flight (except action to
f) engine shutdown during flight when external shut down an engine);
damage to the engine or aircraft structure occurs;
p) each interruption to a flight, unscheduled change of
g) engine shutdown during flight due to foreign object aircraft en route, or unscheduled stop or diversion
ingestion or icing; from a route, caused by known or suspected
h) shutdown during flight of more than one engine; mechanical difficulties or malfunctions;
i) a propeller feathering system or ability of theq) the number of engines removed prematurely
system to control over‐speed during flight; because of malfunction, failure or defect, listed by
j) a fuel or fuel dumping system that affects fuel flowmake and model and the aircraft type in which it
or causes hazardous leakage during flight; was installed; and
r) the number of propeller featherings in flight, listed
by type of propeller and engine and aircraft on
which
The reports required of the operator should be submitted it was installed.
in writing to the State’s organization and,
in the timeframe, identified in the approved air carrier operations specifications
 Citilink B733 at Padang on Apr 5th 2013, runway excursion

Updated: 2013-07-17 16:27:48 GMT

A Citilink Garuda Indonesia Boeing 737-300,

flight QG-970 from Jakarta to Padang
(Indonesia) with 135 passengers, landed on
Padang's runway 33 at 21:10L (14:10Z) but
veered right, took out three runway egde lights
before coming to a stop about 2100
meters/6890 feet down the runway (length 2750
meters/8860 feet) with all gear on soft ground,
the right hand tyres burst. The passengers
disembarked via mobile stairs.

The airport was closed for several hours until the aircraft was towed to the apron.
The airline said the aircraft burst tyres then contacted three runway lights. The aircraft's
right hand wheels needed to be replaced.

On Jul 17th 2013 the NTSB reported that Indonesia's NTSC have opened an investigation
into the occurrence, that was rated an accident.
 Engine stall during take-off on Aerolineas Argentinas
Airbus A330 at New York JFK
An Aerolineas Argentinas Airbus
A330 (LV-FNJ) scheduled for
Buenos Aires had to abort take-off
Thursday night after an engine stall.
Passengers saw flames coming out
of the engine but the airline clearly
stated that there wasn’t a fire. After
the aborted take-off the A330
returned to its gate.

The airline announced that the incident was

caused by a turbine failure and that the aircraft will
be back into service in a few days.
Close-up of the damaged
gear. On take-off the
captain reported hearing a
tyre burst. Traffic stacked
up while 27R was checked
for debris. 90 minutes
later she came back to
LHR and the damage is
there to see on the front
left tyre of the right main
gear. She landed without
any problems on 27L.
Ramp workers have been sucked
into airplane engines, crushed in
scissor lifts and hit by tugs. Five of
the people on board this Etihad
Airways A340 were injured when the
airplane crashed through a
containment wall during ground
tests. A factor in the loss of the
airplane? Wheels not chocked during
engine and brake system testing
 the aircraft returned due to an engine oil warning light

Updated: 2017-03-14 16:35:13 GMT

A Singapore Airlines Boeing 777-300, registration 9V-SWB
performing flight SQ-368 from Singapore (Singapore) to
Milan Malpensa (Italy) with 222 passengers and 19 crew,
was enroute at FL300 over the Andaman Sea about 2
hours into the flight when the crew decided to
descend the aircraft to FL170 and return to Singapore
due to an oil leak at the right hand engine (GE90). The
aircraft landed safely on Singapore's runway 20C about
2:20 hours later and slowed down.

While passengers broke into clapping and cheering and the aircraft turned off the runway, a spark was
seen at the right hand side causing the right hand engine and wing to catch fire, the aircraft stopped on
the taxiway, emergency services sprung into action and extinguished the fire, the crew kept the
passengers on board while firefighters doused the fire. The passengers subsequently disembarked via
stairs. There were no injuries, the aircraft sustained substantial damage to right engine and right wing.
The airline reported the aircraft returned due to an engine oil warning light, the right hand engine caught
fire after the aircraft touched down, the fire was put out by airport emergency services. The passengers
disembarked via stairs and were bussed to the terminal.

A replacement Boeing 777-300 registration 9V-SWF reached Milan with a delay of 8 hours.
 Significant Reports

• The following significant

reports need immediate • SDR Information should contain :
a) aircraft owner’s name and
notification :
address;
a) primary structure failure; b) whether accident or incident;
b) control system failure; c) related SBs, service letters,
c) fire in the aircraft; MCAI; and
d) engine structural failure; or d) disposition of the defective
e) any other condition parts.
considered an imminent
hazard to safety.
 Imperfect Trouble Shooting
PK-XXX
Engine # 1 experience flame out

Problem Review :
The Engine with experience
flame out, could happened at
several condition ; During Take
off roll; Climb; Crusing
flight....may caused RTO; RTB;
Diversion and also other
incident /accident....ect
To prevent an incident during
operation, the problem must be
rectified before next departure.

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Certifying Staff Training 44
 Boeing 777-300, registration F-GSQB RTB Hongkong.

Updated: 2018-02-02 16:06:23 GMT

An Air France Boeing 777-300, registration F-GSQB due to an
performing flight AF-185 (scheduled dep Feb 1st, act. dep Feb
2nd) from Hong Kong (China) to Paris Charles de Gaulle
(France), was climbing out of Hong Kong when the crew stopped
the climb at 8100 meters (FL266) due to an engine (GE90) fire
detection system indication. The crew worked the related
checklists and returned the aircraft to Hong Kong burning off fuel
prior to landing. The aircraft landed safely on Hong Kong's
runway 07L about 3:40 hours after departure, the crew advised
ATC after landing that no further assistance from the emergency
services was needed, the aircraft taxied to the gate.

A passenger reported the captain announced there had been a

fire indication for one of the engines. The aircraft returned to
Hong Kong. It emerged after landing that the fire indication had
F-GSQB, Boeing 777-300, been false due to faulty sensor. They were taken to hotels
nonetheless.

Hong Kong's ATC reported the crew informed them about a suspected engine malfunction. The
aircraft burned off fuel entering a hold near Hong Kong.
Air France reported the aircraft returned due to a malfunction of the fire detection system on one of the
engines.
Mandala Airlines flight MDL260 - Boeing B737-200 (PK-RIL)

A Qantas plane
carrying 88
passengers
suffered structural
Garuda Indonesia Flight damage after it hit
865 was a scheduled the runway too
international flight from hard during a bad
Fukuoka Japan to landing at Darwin,
Jakarta Indonesia that ATSB says
crashed at takeoff on 13
June 1996 The crew

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 Aircraft Return to Base a few hours after Departure

Updated: 2018-01-27
An ANA All Nippon Airways Boeing 777-300, registration JA754A
performing flight NH-273 from Tokyo Haneda to Fukuoka (Japan) with 522
people on board, was just about levelling off at FL300 after departure from
Tokyo when the crew needed to shut one of the engines (PW4098)
down. The aircraft returned to Tokyo Haneda for a safe landing about 45
minutes after departure.
ANA JA754A, Boeing 777-300

Japan's Ministry of Transport reported the aircraft experienced a problem with one of the engines shortly
after departure. The occurrence aircraft is still on the ground at Haneda Airport about 29 hours after
landing back.

Updated: 2016-12-22
A PAL Philippine Airlines Airbus A320-200, registration RP-C8615
performing flight PR-2959/2P-2959 from Manila to Cotabato
(Philippines), was enroute at FL370 about 100nm westnorthwest of Cebu
(Philippines) when the crew initiated a rapid descent to FL110 reporting
problems with the cabin pressure. The aircraft diverted to Cebu for a safe
landing about 35 minutes later.
A replacement A320-200 registration RP-C860 departed Cebu about 5 hours after landing and reached
Cotabato with a delay of about 6 hours.
 Smoke in the first class cabin.

Updated: 2017-12-13 20:55:37 GMT

A British Airways Boeing 777-300, registration G-STBC performing
flight BA-198 from Mumbai (India) to London Heathrow,EN (UK)
with 135 passengers and 17 crew, was enroute at FL360 about
100nm southsouthwest of Baku (Azerbaijan) when the crew
reported smoke in the cabin and diverted to Baku for a safe
landing on runway 35 about 25 minutes later.The airline reported
the aircraft diverted to Baku due to a suspected technical problem,
engineers in Baku are examining the aircraft.

Passengers reported they are now stuck in Baku due to a technical fault, there had been smoke in the
first class cabin.
The passengers later disembarked and were taken to the transit zone of the airport.
A replacement Airbus A321-200 registration G-MEDU positioned from Beirut (Lebanon) to Baku, resumed
the flight and reached London with a delay of about 24.5 hours.
The occurrence aircraft remained on the ground in Baku for about 27 hours, then departed to position to
London.
On Dec 13th 2017 The Aviation Herald received information stating that the aircraft was enroute at FL360
still in Iran's Airspace about 170nm southsouthwest of Baku at about 16:10Z when the crew reported smoke
from the forward galley, the source was identified to be a wine chiller. The crew performed the related
checklists and pulled the related circuit breaker, which reduced the smoke, however, fumes continued
prompting the crew to divert to Baku.
 2.15.2
Procedure for Defect Rectification by Maintenance Personnel

When a defect is found during routine maintenance:

a. The inspection personnel will enter in the Job Card (Form No.: GMF/Q-002)
the defects found, will complete the MDR (Form No.: GMF/Q-003), assign
MDR number and record such number in the Job Card and they will request
rectification order from Qualified Licensed Personnel as per QP 209-05.
b. The Authorized Licensed Personnel will evaluate defects found and will write
the rectification order following approved maintenance data requirements.
The rectification will take place, based on the instructions in the aircraft
Maintenance Manual, Structural Repair Manual, Component Repair Manual,
etc.
c. The maintenance personnel will rectify the defects following the repair order
and approved maintenance data requirements per QP 209-05.
d. Required inspections and/or duplicate inspections will be performed
(depending on the rectification) to ensure proper rectification of the defects.
 MAINTENANCE CONTROL CENTER
Monday Late Shift Report on Feb 19th 2018

GMM. Hgr-2 01:45lt/Feb 18/BD check +

Finding Corrossion at Frame of Panel
621WB (Slat # 8 Actuator Panel ) RH Wing.

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Certifying Staff Training 51
PK-GRK experienced hydraulic system no. 3 total loss

due to Left MLG side stay upper

hose was damaged / leaked.

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Certifying Staff Training 52
 2.16.1
Procedure for Releasing to Service A/C,A/C Components & Engines

Certifying Staff, as authorized per MOE Section 3.4 will decide to release
or not to release to service an A/C, A/C component or Engines. The release to
service procedure will consist of a final inspection of the work and the issuance
of a formal CRS when appropriate.

The certifying staff will not issue a CRS if:

a) Discrepancies found, until those discrepancies have been corrected and
accepted;
b) The work has not been performed per approved and current maintenance
data; and
c) There are any serious defects known to certifying staff, which could hazard
flight safety.
d) AD due and not enforced

No person will issue CRS and Maintenance Release Statement unless he

is the holder of a valid certifying staff authorization appropriate for the article
and scope of the work performed.
 2.16.1.1
Inspection of the Work Performed

During the maintenance and before issuing a CRS for A/C or A/C component, the certifying staff
and support staff (see categories in AMOM Section 3.4.3) is responsible to:
a) Perform checks for any defects, incidental damage, etc;
b) Check all Job cards, MDR, PD Sheets for completion and proper stamps/signature;
c) Check all raised defect reports for proper clearance (rectified or deferred per AMOM 3.9);
d) Check the proper execution of functional checks and duplicate inspections;
e) Check that all AD Notes and Service Bulletins are incorporated.

After completion of all maintenance a general verification must be carried out to ensure the A/C
or A/C component is clear of all tools, equipment and any other extraneous parts and material,
and that all access panels removed have been refitted.
 Line Maintenance Release
The technical log will be completed as required by each operator. Usually
the Aircraft technical log contains the release to service statement as
required by each Authority

Minor check
“I certify that this aircraft has been maintained and inspected in
accordance with the requirements of the Indonesian Civil
Aviation Safety Regulation applicable there to the aircraft is in
airworthy condition and safe for operation.” GA CMM
Chapter IX.
 2.23.2
Definition of Critical Tasks & Procedure

Critical tasks are defined as those tasks, which the past experience has shown
the possibility of an error being repeated to reassemble aircraft components
after removal especially when several identical aircraft components are to
be fitted to more than one system of the same aircraft.

Examples of such possible errors could be the possibility of failure to

reinstall engine oil filters, gearbox access covers, engine borescope
access ports, etc.

List of critical task items are provided by operator and can be

determined by reviewing Customer’s Continuous Aircraft Maintenance
Program (CAMP). In case the owner or operator does not specify in his CAMP,
the critical task item list is developed by engineering function based on
respective Instruction for Continued Airworthiness (ICA) from manufacture
.
 2.26
SHIFT/TASK HAND OVER PROCEDURE

2.26.1 General
The primary objective of the shift/task handover is to ensure effective
communication between the incoming Manager and outgoing Manager at th
e point of handing over the continuation or completion of the maintenance.

2.26.2
Information exchange between outgoing and incoming Managers for base
maintenance activities
The outgoing Manager at the end of the shift will:
a) Ensure that all completed work is stamped by the technicians or QC/RII staff.
b) Enter on the Hand over Maintenance Status Book what has been finished and
what is to continue from the incoming Manager.
 Every Part Matters

Thank You For any inquiries,

Contact us at :

Terima Kasih Corporate Communications

Hangar 4 GMF AeroAsia 2nd floor, Soekarno Hatta Intl Airport
P: +62 815 78002201 ;
F: +62 21 550 3555
Email : [email protected]

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91.407 Operation After Maintenance, Preventive Maintenance, Rebuilding, or Alteration
(a) No person may operate any aircraft that has undergone maintenance, preventive maintenance, rebuilding, or alteration unless__
(1) It has been approved for return to service by a person authorized under Section 43.7 of the CASR; and
(2) The maintenance record entry required by the CASR 43.9 or 43.11 as applicable of this chapter has been made.
(b) No person may carry any person (other than crewmembers) in an aircraft that has been maintained, rebuilt, or altered in a
manner that may have appreciably changed its flight characteristics or substantially affected its operation in flight until an
appropriately rated pilot with at least a private pilot certificate flies the aircraft, makes an operational check of the
maintenance performed or alteration made, and logs the flight in the aircraft records.
(c) The aircraft does not have to be flown as required by Paragraph (b) of this section if, prior to flight, ground tests, inspection, or
both show conclusively that the maintenance, preventive maintenance, rebuilding, or alteration has not appreciably changed the
flight characteristics or substantially affected the flight operation of the aircraft.

www.gmf-aeroasia.co.id
In detail, the purpose of an AD is to notify aircraft owners:

• That the aircraft may have an unsafe condition, or

• That the aircraft may not be in conformity with its basis of certification or
• Other conditions that affect the aircraft's airworthiness, or
• That there are mandatory actions that must be carried out to ensure continued safe
operation, or
• That, in some urgent cases, the aircraft must not be flown until a corrective action plan is
designed and carried out.

ADs are mandatory in most jurisdictions and often contain dates or aircraft flying hours by which
compliance must be completed .
Different approaches or techniques that are not specified in an AD can, after authority approval, be used to
correct an unsafe condition on an aircraft or aircraft product.
Although the alternative may not have been known at the time the AD was issued, an alternative method
could be acceptable to accomplish the intent of the AD.
A compliance time that differs from the requirements of the AD can also be approved if the revised time
period provides an acceptable level of safety that is at least equivalent to that of the requirements of the AD .
AD divided into of categories:

• An emergency nature requiring immediate compliance prior to further flight, and

• A less urgent nature requiring compliance within a specified period of time.

The issues ADs by three different processes:

• Standard AD process: Notice of Proposed Rulemaking (NPRM), followed by a Final Rule

• Final Rule and Request for Comments
• Emergency airworthiness directives - issued without time for comment. This is only used issued
"when an unsafe condition exists that requires immediate action by an owner/operator...to rapidly
correct an urgent safety of flight situation.
 Emergency AD is issued when an unsafe condition exists that requires immediate action by an
owner/operator. The intent of an Emergency AD is to rapidly correct an urgent safety of flight situation.
Content and format AD consist of two parts, the preamble and the rule. The preamble provides the
basis and purpose of the AD. The rule portion provides regulatory requirements for correcting the
unsafe condition.

Generally, ADs include:

• A description of the unsafe condition

• The product to which the AD applies
• The required corrective action or operating limitations, or both
• The AD effective date
• A compliance time
• Where to go for more information
• Information on alternative methods of compliance with the requirements of the AD.

ADs have a three-part number designator (2012-10-13).

• 2012 - The first part is the calendar year of issuance.

• 10 - The second part is the biweekly period of the year when the number is assigned.
• 13 - The third part is issued sequentially within each biweekly period.
53 – Emergency Airworthiness Directive.
The SIP for aero planes
may include :

• supplementary structural inspection program;

• corrosion prevention and control program;
• SB review and mandatory modification program;
• repairs review for damage tolerance; and/or
• widespread fatigue damage (WFD) review.
43.2 Records of overhaul and rebuilding.
(a) No person may describe in any required maintenance entry or form an aircraft, airframe,
aircraft engine, propeller, appliance, or component part as being overhauled unless.
(1) Using methods, techniques, and practices acceptable to the DGCA, it has been
disassembled, cleaned, inspected, repaired as necessary, and reassembled; and
(2) It has been tested in accordance with approved standards and technical data, or in
accordance with current standards and technical data acceptable to the DGCA, which have
been developed and documented by the holder of the type certificate,supplemental type
certificate, or a material, part, process, or appliance approval under part 21 section 21.305.
(b) No person may describe in any required maintenance entry or form an aircraft, airframe, aircraft
en-gine, propeller, appliance, or component part as being rebuilt unless it has been
disassembled, cleaned, inspected, repaired as necessary, reassembled, and tested to the same
tolerances and limits as a new item, using either new part tolerances and limits or to approved
oversized or undersized dimensions.
 43.3 Persons authorized to perform maintenance, preventive maintenance, rebuilding,
and alterations.

(b) The holder of an aircraft maintenance engineer license may perform maintenance,
preventive maintenance, and alterations as provide in part 65.
(c) A person working under the supervision of a holder of an aircraft maintenance engineer
license may perform the maintenance, preventive maintenance, and alterations that his
supervisor is authorized to per-form, if the supervisor personally observes the work
being done to the extent necessary to ensure that it is being done properly and if the
supervisor is readily available, in person, for consultation. However, this paragraph
does not authorize the performance of any inspection required by part 91 or any
inspection per-formed after a major repair or alteration.
(d) The holder of an approved maintenance organization certificate may perform
maintenance, preventive maintenance, and alterations as provided in part 145.
 43.5 Approval for return to service after maintenance, preventive maintenance,
rebuilding, or alteration.

No person may approve for return to service any aircraft, airframe, aircraft engine, propeller,
or appliance, that has undergone maintenance, preventive maintenance, rebuilding, or
alteration unless−

a) The maintenance record entry required by section 43.9 or section 43.11, as appropriate, has
been made;
b) The repair or alteration form authorized by or furnished by the DGCA has been executed in a
man-ner prescribed by the DGCA; and
c) If a repair or an alteration results in any change in the aircraft operating limitations or flight data
contained in the approved aircraft flight manual, those operating limitations or flight data are
appropriately re-vised, approved and set forth as prescribed in part 91 section 91.9.
SUBPART E - MAINTENANCE, PREVENTIVE MAINTENANCE, AND
ALTERATIONS
43.7 Persons authorized to approve aircraft, airframes, aircraft engines, propellers, appliances,
or component parts for return to service after maintenance, preventive maintenance, rebuilding,
or alteration.

(a) Except as provided in this section, no person, other than the DGCA,
(b) The holder of an aircraft maintenance engineer license as provided in part 65
(c) The holder of an approved maintenance organization certificate as provided
in part 145
(d) A manufacturer under section 43.3 (f). However, ex-cept for minor
alterations, the work must have been done in accordance with technical data
approved by the DGCA. See next slide
(e) The holder of an air operator certificate issued under part 121 or 135
43.3 Persons authorized to perform maintenance, preventive maintenance,
rebuilding, and alterations.
(f) A manufacturer may−
(1) Rebuild or alter any aircraft, aircraft engine, propeller, or appliance manufactured by him
under a type or production certificate;
(2) Rebuild or alter any appliance or part of aircraft, aircraft engines, propellers, or
appliances manufactured by him under a Technical Standard Order (TSO)
authorization, a Parts Manufacturer Approval (PMA), or product and process
specification issued by the DGCA; and
(3) Perform any inspection required by part 91 on aircraft it manufactures while currently
operating un-der a production certificate or under a currently approved production
inspection system for such aircraft.
 Airworthiness Directives (ADs) are legally enforceable rules issued by the Authority to correct an
unsafe condition in a product as an aircraft, aircraft engine, propeller, or appliance.
Authority and assigns responsibility for the development and issuance of AD in accordance with
applicable statutes and regulations.
All Aviation Safety aerospace engineers, aviation safety inspectors, office of rulemaking, office of the
chief counsel, and the office of information services

Authority, Type Certificate Owner, and Aircraft Owner/Operator are responsible for the continued
operational safety of products for which it has responsibility.
An Airworthiness Directive is a notification to owners and operators of certified aircraft that a known
safety deficiency with a particular model of aircraft, engine, avionics or other system exists and must be
corrected.
If a certified aircraft has outstanding airworthiness directives that have not been complied with, the
aircraft is not considered airworthy. Thus, it is mandatory for an aircraft operator to comply with an AD.
Aircraft owners and operators are responsible for ensuring compliance with the requirements of
all Ads that comply to their aircraft. Anyone who operates a product that does not meet the
requirements of an applicable AD is in violation of regulation.

ADs usually result from service difficulty reporting by operators or from the results of aircraft
accident investigations. They are issued either by the national civil aviation authority of the
country of aircraft manufacture or of aircraft registration.

When ADs are issued by the country of registration they are almost always coordinated with the
civil aviation authority of the country of manufacture to ensure that conflicting ADs are not issued.