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General Civil Aviation Authority of UAE CAR M Presentation

ACC workshop November 2015

Hatem Dibian – Manager Air Operators &CAMO &

Henry Angel Senior Inspector CAMO & Air Operators

Contents

• Flight Permit • SMS • CAR MEL • NPA No 14/2005 • GCAA Highlights on Operator’s field

discrepancies

Flight Permit

• The GCAA may require a particular aircraft to undergo a flight test for the purpose of Airworthiness Review Certificate issue or endorsement , especially for used or aircraft that have been inoperative for a while. This is generally left to the discretion of the AW inspector.

• Flight tests shall be completed to ensure that the aircraft flight characteristics and the functioning in flight of the aircraft do not differ significantly from those acceptable to the aircraft type and as approved by the aircraft designer

3

Flight Permit

• The GCAA may require that one or more inspectors attend this test and will notify the operator or the approved maintenance organization accordingly.

• An applicant for a Flight Permit must submit an application 5 days in advance in a form and manner prescribed by the GCAA IB 06/2015

4

Flight Permit

• In accordance with the established rules, a current insurance policy for aircraft, crew, passengers, third party personnel and property damage liability shall be submitted with the application. The policy shall clearly specify coverage of flights under Flight Permit conditions.

• Prior to commencement of the flight, the aircraft must have a Certificate of Fitness for Flight issued in accordance with section 11 of chapter 2 of part V.

5

Flight Permit

FLIGHT TEST SCHEDULES

• Airworthiness flight test schedules shall be made in accordance with a schedule approved by the GCAA, and shall contain details of the aircraft type to which it refers and include flight test reference number, issue number and date.

6

SMS IMPLEMENTATION

• The intention of this presentation is to advise that the Principle Inspectors responsible for CAMO organizations will arrange for meetings with their organizations’ counterparts in order to include Maintenance interval exceedance as a SPI for 2016. Such organizations will have to confirm, by Q4 of 2015, to the GCAA this inclusion with achievable and practical SPT.

SMS IMPLEMENTATION • In addition IB 12-2015 dated 16 September 2015 requires:

• each Service Provider should submit to GCAA SRM Section

([email protected]), the following data as specified below:

• Monthly data for flight hours flown, number of departures and engine cycles using the attached form for data effective from 1 October, 2015. The data provided monthly should be submitted to the GCAA by mid of the following month.

• Additionally, in order to perform data analysis related to the State Acceptable Level of Safety Performance (ALoSP) for 2014, the concerned service providers are requested to provide the consolidated monthly data (combined total for all types operated) for 2014 with regard to flight hours flown, number of departures and engine cycles, by 15 October 2015 using the same form.

CAR MEL

• Introduced thru an NPA and effectivity date was the 1st of June 2015

• CAR MEL has been revised/renamed to remove the requirements of the MMEL as the GCAA at this point in time is not approving the MMEL but is accepting the approved MMEL from state of design . CAR MEL has been reformatted and amended to be in line with EASA requirements and to merge GCAA CAAP 48

CAR MEL • The previously published CAAP 48 MMEL/MEL has

been made obsolete once CAR MEL was published. • If any contradiction in procedures exists in the

organizations manuals i.e OPS or CAME then the procedures laid down in the MEL preamble shall prevail

• The MEL is based upon the manufacturers MMEL which has been approved by the state of design ( i.e Boeing MMEL approved by the FAA & Airbus MMEL approved by EASA.) The exception is Embraer MMEL where approved by the Brazilian Authority is not accepted by the GCAA and EASA’s approved MMEL for these aircrafts is required.

CAR MEL

The main points relevant to the introduction of CAR MEL are as follows: 1. The elimination of CAAP 48 MMEL/MEL 2. The Introduction of both operational and

maintenance procedures to the document 3. The introduction of a means of control on Non

Essential Equipment ( NEFs) which could either be part of the MEL or as a supplement to the document. This arrangement has to be discussed with the PAI

4. The emphasis that any MEL procedures has to be contained in the MEL’s Preamble .

NPA No 14/2005 CAR M 302 Appendix I ( CVR/FDR)

• The GCAA welcomed all inputs made by industry on the above NPA

• The GCAA Accepted the fact there has been contradictions with in the text of the last CAR M proposal

• A clarification is now required to be made to ensure no contradictions and clear instructions are made


• Old Text: • 1.1.21 (b) For FDR (DFDR): As part of each Pre-Flight Check;

carry out an operational check for no-failure .every 12 months, download and analyse at least a whole flight recording to check that all mandatory parameters are active and are of acceptable quality . This recording should be preserved, at least until replaced by a more recent one. The purpose of this is to ensure that, in the event of an accident/incident, air accident investigators have access to a readout from the flight recording system that is representative of the actual aircraft conditions prior to the event.

• New Text: • 1.1.21(b)For FDR (DFDR): As part of each Pre-Flight Check;

carry out an operational check for no-failure.


• Old Text: • 1.1.22 (c) A complete flight from the FDR (DFDR) should be examined in

engineering units to evaluate the validity of all recorded parameters. Particular attention should be given to parameters from sensors dedicated to the FDR(DFDR). Parameters taken from the aircraft’s electrical bus system need not be checked if their serviceability can be detected by other aircraft systems.

• (d) The read-out facility should have the necessary software to accurately convert the recorded values to engineering units and to determine the status of discrete signals.

• (e) A sampling of 10% of the fleet should be carried out within the 24 month period examining the recorded signals on the CVR by a re-play of the CVR recording. While installed in the aircraft, the CVR should record test signals from each aircraft source and from relevant external sources to ensure that all required signals meet intelligibility standards, and

• (f) Where practicable, during the annual l examination (i.e. AMP task), a sample of in-flight recordings of the CVR should be examined for evidence that the intelligibility of the signal is acceptable.


• New Text: • 1.1.22 (c)A complete flight from the FDR (DFDR) should be examined in engineering

units to evaluate the validity of all recorded parameters. Particular attention should be given to parameters from sensors dedicated to the FDR(DFDR). Parameters taken from the aircraft’s electrical bus system need not be checked if their serviceability can be detected by other aircraft systems.

• NOTE: This recording should be preserved, at least until replaced by a more recent one. The purpose of this is to ensure that, in the event of an accident/incident, air accident investigators have access to a readout from the flight recording system that is representative of the actual aircraft conditions prior to the event

• (d) The read-out facility should have the necessary software to accurately convert the recorded values to engineering units and to determine the status of discrete signals.

• (e) A sampling of 10% of the fleet should be carried out within the 24 month period examining the recorded signals on the CVR by a re-play of the CVR recording. Furthermore, Where practicable, during the 24 month period examination (i.e. AMP task), a sample of in-flight recordings of the CVR should be examined for evidence that the intelligibility of the signal is acceptable.

• NOTE :While installed in the aircraft, the CVR should record test signals from each aircraft source and from relevant external sources to ensure that all required signals meet intelligibility standards.

• (f) Reserved


• Old Text • 1.1.25:Operators and continuing airworthiness management organisations

are required to develop procedures to comply with maintenance requirements of the Emergency Locator Transmitter (ELT), including fixed, portable and automatically deployable ELT devices. In order to allow detection of dormant failures performing the following minimum maintenance actions are required to be included in the maintenance programme. At all times the manufacturer’s instructions for continuing airworthiness must be followed.

• (a) ELTs installed in aircraft are subject to extreme environmental conditions which may cause corrosion to develop in circuit boards and battery compartments. As a minimum, a corrosion inspection shall be performed in accordance with CMM requirements.

• (b) Performance and operational testing of the installed ELT system should be performed in accordance with CMM requirements, in accordance with the ELT manufacturers approved technical data. International guidelines on the timing of such tests, if carried out in-situ, should also be followed.


• New Text: • 1.1.25 Operators and continuing airworthiness management organisations

are required to develop procedures to comply with maintenance requirements of the Emergency Locator Transmitter (ELT), including fixed, portable and automatically deployable ELT devices. In order to allow detection of dormant failures performing the following minimum maintenance actions are required to be included in the maintenance programme. At all times the manufacturer’s instructions for continuing airworthiness must be followed.

• (a)ELTs installed in aircraft are subject to extreme environmental conditions which may cause corrosion to develop in circuit boards and battery compartments. As a minimum, a corrosion inspection shall be performed in accordance with CMM requirements where available OR when ELT is subject (but not limited to) repair, overhaul or ULB battery replacement.

• (b) Performance and operational testing of the installed ELT system should be carried out in accordance with the CMM interval for operational test requirements, and also in accordance with the ELT manufacturers approved technical data. International guidelines on the timing of such tests, if carried out in-situ, should also be followed.

GCAA Highlights on Operator’s field discrepancies

• Safety Alert 13/2015 is raised to highlight the importance of

ensuring that requirements for the issuance of a C of A / ARC/ C of A for export are adhered to:

• CAR 21.174(d) which requires that evidence provided to comply with CAR 21.147(b)(2)(i) and 21.147(b)(3) shall be issued no more than 60 days before presentation of the aircraft to the GCAA.

• IB 06-2010 and AIP GEN 1.6.4 which establishes the minimum insurance requirements and require that insurance certificates must be issued in SDR unit.

• CAR M.710(a)(5) which requires that during the process of airworthiness review the last applicable AD bi-weekly is properly registered and recorded in the airworthiness review report completed by the airworthiness review Staff;

GCAA Highlights on Operator’s field discrepancies

• CAR M.710 (b) which requires that the airworthiness review

staff who is going to sign the airworthiness review certificate or the recommendation shall be the one performing both the documented review and the physical survey of the aircraft.

• Kindly note GCAA Inspectors have been notified about those mal-practices and have been instructed to reject any application not meeting the above requirements. Hence, the GCAA urges you to disseminate this Safety Alert to any person (including ARC Staff) involved in the concerned processes.

Any Questions

Thank you

AIR ARABIA MRM PROGRAM

INTRODUCTION

GENERAL

INTRODUCTION

• The presenter: Hayman Riad • Position: Training Captain • Status: Married, 2 Sons (18 and 22) • I like: Tennis & Reading • In Air Arabia: 2 years

GENERAL

INTRODUCTION NOTE: The statements in green will be mentioned by the

presenter but will not appear in the GCAA PPT

• The reason of this presentation; (to introduce the GCAA to our continued effort to promote a healthy safety culture through special emphasis on the quality of human factor training throughout all departments;

• MRM is one step in a plan made to improve human factor training; (it is followed by DRM, TRM and GRM)

• This program is custom tailored for Air Arabia’s maintenance operations (the requirement of flight operations, training, safety and quality head of departments. It is a sincere effort to improve the relationship amongst maintenance teams as well as between flight ops teams and maintenance teams)

GENERAL

OBJECTIVE The objective of this presentation is:

• To introduce you to our new Human Factor Training

Approach for our Maintenance Teams to enhance our healthy safety culture.

• To show you how do we facilitate a higher quality human factor bridge between flight operation and maintenance teams as well as amongst maintenance teams.

GENERAL

MRM SPECIFIC

First Part • Here, we focus on maintenance teams issues:

– Philosophy of MRM – Worker’s Health & safety; – NORMS; – Reporting; (Air Arabia special emphasis requirement);

– Effective Communication (Air Arabia special emphasis requirement).

GENERAL

COMMON GROUNDS

Second Part • We start with the common cognitive and inter-

personal skills desired for both flight ops & maintenance teams, such as:

– Threat & Error Management; (adapted for Maintenance)

– Situational Awareness; – Workload & Stress Management; – Assertiveness;

GENERAL

COMMON GROUNDS

Third Part • We then, move into other common non-technical

skills desired for both teams, such as:

– Leadership Styles; – Teamwork; – Decision Making Model; – Conflict Resolution;

GENERAL

MRM SPECIFIC

Fourth Part • Case Study

– As we introduced the cognitional & behavioral modules that may lead to undesired results;

– We will now introduce an unwanted result and try to trace it back, through group work and facilitation, to the specific behaviors that lead to it;

– We end it all up with an immediate feedback module.

GENERAL

ANY QUESTIONS BEFORE WE START?

FIRST PART

PHILOSOPHY, HEALTH & SAFETY, NORMS, COMMUNICATION

FIRST PART

MRM PHILOSOPHY (I)

• EMPHASIZE MRM GOALS (through facilitation)

– Increase health & safety – Reduce human error – Reduce the effect of human error – Enhance teamwork – Increase situational awareness – Improve effective communication.

NOTE: Human Error, Teamwork and Situational Awareness’ common understanding will be collected and displayed on a flip chart at this point and revisited at the end of part 3.

FIRST PART

MRM PHILOSOPHY (II)

• MRM PHILOSOPHY

– The philosophy of MRM is based heavily on how maintenance operations differ from flight operations.

– The aviation maintenance technicians' work environment is viewed as encompassing a great variety of tasks in varied settings with a great number of people.

– Because the tasks and work differ vastly from one domain to the other, the basic plan for “attacking” concepts like human error, teamwork, and safety also differ.

FIRST PART

MRM PHILOSOPHY (III)

• MRM SPECIFICS

– SAFETY CULTURE of Air Arabia; – REPORTING & REPORTING CULTURE;

– THE DIRTY DOZEN & SAFETY NETS;

– EFFECTIVE COMMUNICATION: is built in every module and sub-module, hence it

will be limited to verbal and non-verbal and cross culture issues we have at Air Arabia. However, it will be revisited constantly through every module as we explore the contents of this program.

FIRST PART

THE DIRTY DOZEN

SAMPLE

HUMAN FACTOR EXAMPLE SAFETY NET

Lack of Comm. The next shift will know what to do when they see it

Communicate clearly

Complacency Didn’t find anything wrong and I’ve looked 10 times

Never sign off anything you did not do

Knowledge This is the third time it does this, I’ve done it a couple of times and it didn’t do that

Don’t rely on your memory, use the updated approved manual

ANY QUESTIONS SO FAR?

SECOND PART

TEM , SA, W/LOAD & ASSERTIVENESS

SECOND PART

MAKE SENSE

• How can we make the major four CRM/MRM skills

be administered and digested in one pill by the trainee?

• This is a new approach that yields favorable results across all cultures and attitudes.

• THE SLIDES BETWEEN 20 AND 25 WILL NOT ALL BE PROVIDED TO THE GCAA, I WILL SELECT ONLY 2, DUE TO TIME CONSTRAINT (45 MIN)

SA & TEM: MOST IMPORTANT

GOOD SA = EFFECTIVE TEM

SECOND PART

THIRD PART

LEADERSHIP, TEAMWORK, DECISION, CONFLICT

THIRD PART

Associating the remaining common NOTECHS

• How to select, adapt and use a LEADERSHIP STYLE while aware of EMOTIONAL INTELLIGENCE fundamentals to promote TEAMWORK and RESOLVE or avoid any CONFLICT that may arise during MX operations and reach a sound decision using the company’s risk assessment DECISION MAKING MODEL: – Leadership Styles; – Teamwork; – Decision Making Model; – Emotional intelligence & culture; – Conflict Resolution.

THIRD PART

ABY DECISION MAKING MODEL

• DECISION MAKING MODEL: – FACTS – OPTIONS – RISKS & BENEFITS – DECISION – EXECUTION – CHECK/COMPARE

FOURTH PART

CASE STUDY

FOURTH PART

CASE STUDY

• SELF EXPLANATORY

• SAFETY, MAINTENANCE, TRAINING, OPERATIONS AND QUALITY DEPARTMENT: ANY IDEAS? OR SHALL WE USE A GENERIC CASE?

IMPLEMENTATION

IMPLEMENTATION

PLAN

• A TEAM OF FACILITATORS HAS BEEN SELECTED & APPOINTED • A 5 DAYS FACILITATOR STANDARDIZATION COURSE HAS BEEN

DEVELOPED IN HOUSE FOR CRM, DRM AND MRM • A PROJECT MANAGER HAS BEEN APPOINTED TO SUPERVIZE

THE IMPLEMENTATION AND ENSURE QUALITY • THE PROJECT MANAGER WILL REPORT TO HEADS OF

DEPARTMENTS REGARDS THE IMPLEMENTATION PROGRESS • A FEEDBACK SYSTEM IS IN PLACE FOR THE ONGOING

MAINTENANCE & IMPROVEMENT OF ALL PROGRAMS • AN INVITATION IS EXTENDED TO THE GCAA TO ATTEND.

References: • GCAA CAR 147.105 & CAR OPS 1.910 / 1.1040 • ICAO DOC 9683 & 9966 • EASA UK CAA CAP 716 & 737 • FAA AMT & MRM HANDBOOKS • FAA AC 121-32 & 120-72 • CASA 145-2

ANY QUESTIONS ?

CRM RECURRENT

THANK YOU ALL FOR ATTENDING

FOR ANY HUMAN FACTOR QUERIES: – CONTACT ME ON: [email protected] – OR +971501981179

- OPERATE SAFELY -

mailto:[email protected]

e-Enabling - Evolving the Regulations AUH November 2015

Marc-Christian Reichle SM Configuration & eEnabling Etihad Airways

Agenda:

Etihad’s e-enabling route to life

Two OEM’s – Two Approaches

Summary

Agenda

Etihad’s e-Enabling Route to Life

2013 2014 2015

Q1 2014 Test implementation of Ground Tools April 2014 1st Lab Visit to test IT implementation and business processes August 2014 2nd Lab Visit to finalize tests and proof pre-production installation Q3/Q4 2014 Installation of Gatelink at Airport

February 2015 2nd 787 June 2015 3rd & 4th 787 August 2015 5th 787

Q2/Q3 2013 Analysis of OEM documents Q3/Q4 2013 Development of IT Infrastructure model Q4 2013 Development of business processes

3rd September 2014 e-Enabling audit ended in acceptance of e-enabling processes and Ops Q4 2014 Base Maintenance and 147 Training Organisation approval for B787 Last two weeks in December 2014 1st A380 delivery & 1st B787 delivery

Q3 2015 Preparation for e-Enabling Infrastructure on Midfield Terminal September 2015 1st 787 C-Check in Middle East for customer aircraft

170

…

50

40

30

20

10 0

2015 2016 … near future

Etihad’s e-Enabling Route to Life

71 B787-9/-10 25 B777x 10 A380-800 62 A350-1000

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e-Enabling Requirements

ALS Part 6 &

Security Handbook

ANSOG

Configuration Reports

- Two domains - Well formatted - XML format

- Several reports - Difficult to process - XML format

Log Files

- Several logs - Huge amount


A380

B787

ANSOG – Airplane Network Security Operator Guidance

New challenges – e-Enabling Requirements

ALS Part 6

pragmatic Airbus document

Pragmatic Boeing document

with FAA requirements

Security Handbook

Inconsistent to ALS Static EASA requirement

ANSOG A OEM independent, comprehensive guidance is missing.

Airbus

Boeing

New challenges – e-Enabling Requirements

A380 ALS Part

6

A380 Security

Handbook

ANSOG Setting up a e-Enabling Team

Addressing requirements in the CAME and developing

a e-Enabling dedicated TPM chapter

Reviewing and implementing changes in existing processes

Taking advantage of check list provided by the ANSOG and

created a equivalent checklist for ALS Part 6

Etihad’s Approach:

TPM – Technical Procedure Manual

CAME & e-Enabling

TPM



ALS Part 6 &

Security Handbook

ANSOG




Log Files



A380

B787


New challenges – Configuration Reports

Complex

No standard

Every aircraft model comes with a new report format.

The complete configuration is splitted into multiple reports

Limited usability due to complexity Multiple reports in different formats No ready-to-use tool available No automation

New challenges – Configuration Reports

Defined a manual process which is supported by

an in-house developed software solution

Working together with an experienced software company

to develop and integrate this function into the MIS

Highlighting the complexity to OEMs and providing

feedback for future improvements


TPM – Technical Procedure Manual MIS – Maintenance Information System



ALS Part 6 &

Security Handbook

ANSOG




Log Files



A380

B787


New challenges – Log Files

Processing

Archiving

Amount and size of

logs

From 100 MB up to 4.5 GB per flight and aircraft

Process and potential benefit of doing so is not clear.

Guidance from the OEM’s is limited

New challenges – Log Files

Downloading and storing all reports for

a minimum of 6 months

Implementing an automated process to

evaluate security logs


TPM – Technical Procedure Manual MIS – Maintenance Information System

05

1015202530354045

Q1

'15

Q2

'15

Q3

'15

Q4

'15

A380B787

Gig

a By

tes

Summary

e-Enabling is introducing a new era in how we operate and maintain aircraft.

Due to the fast developing technology, operators, authorities and 3rd party service providers are challenged to cope up with the speed in Implementing required processes to handle the new technology

– onboard and on ground – and keeping it up-to-date

Adjusting processes to gain the benefits advertised by the OEMs while not making any concessions in regards of safety and security

Playing an active role in providing the OEMs with feedback and guidance for the development to come

Developing software solutions suiting the requirements and expectations

Summary

It is time and on us to find solutions to close the gaps between …the technological advance and the guiding elements. …the different approaches chosen by the OEMs.

Questions?

Thank You!

Zahid Munawar, Manager Engineering Safety

CAR 21 Presentation

14th Airworthiness Consultative Committee Meeting – Nov 2015

ACC Meeting – Nov 2015 69

70

Presentation comprises two sections o Updates on CAR 21 Activities

o Manufacturing Organization Approval

Q & A

ACC Meeting – Nov 2015

Introduction

71

Design Organizations, Production Organization Approvals and Design Change Approvals are business as usual

For Type Acceptance, 3 Models have been accepted: o Boeing 737-7AK,

o Boeing 737-7BC, and

o Boeing 737-77W

Nine more applications are being processed


Updates on CAR 21 Activities

72

Continued - Nine more applications for Type Acceptance o AgustaWestland AW169

o Gulfstream GVI (G650)

o Embraer 500

o Bell Model 429 and Model 407

o Textron 208 and Textron 208B

o Extra EA300/LT

o Boeing 737-8 Max

o Pilatus PC-12/47E


Updates on CAR 21 Activities – continued

73

New Rule – MOA issued

Intermediate step to CAR 21 Subpart G POA

Does not require any prior overseas approval

CAR 21 Subpart G POA will only be issued on existing overseas approval

GCAA Production Specialist will soon joining the GCAA


Manufacturing Organization Approval

74

For manufacturing on a small scale, there are challenges

CAR 145 – Too restrictive [fabrication IAW CAR 145.42(c), MITCOM and FITCOM for a particular MSN only].

POA per CAR 21 subpart G - too demanding.

Manufacturing Organization Approval provides the middle path without compromising the safety

It’s a new concept

The MOA regulatory requirements reflect POA requirements adapted to small scale production



75

MOA is for only for manufacturing of non-critical parts with no airworthiness impact upon parts failure.

Parts produced under MOA can be installed on any UAE registered aircraft. Can be manufactured in bulk, sent to stores as spares and traded / sold as well.

MO Exposition and Quality System

Agreement with Design Organizations

A multi-faceted organization can use its existing technical resources.



76

MOA Holder can sign a UAE Manufacturing Release Certificate Form 299 in the same way a Form 1 would be issued

GCAA has been in touch with the industry

MOA Workshop was held at Emirates

There are quite a few potential applicants



77

MOA Holder will be required to file ROSI whenever a failure is reported

Benefits include: Flexibility

Lower cost of manufacturing

Intermediate step towards CAR 21 Subpart G POA approval



78 ACC Meeting – Nov 2015

CAR 145 ACC MEETING

5 November 2015 Mohammad Al Shamali–Airworthiness Inspector

CAR 145 ACC MEETING

CONTENT: The MORC scheme, CAR 145 E-Service enhancements, The EWIS requirement

25 November 2015

CAR 145 ACC MEETING

Progress on the MORC scheme

Draft Regulation (Consolidated and reviewed by GCAA) E-Services matters discussed with IT Team (IT team will propose

a process to allow MORC-AS to support E-Services Applications. Q-Pulse Matters discussed with PRP ( PRP will cater MORC

Requirements. GCAA will provide training to qualify MORC-AS to process MORC

application. Procedures (AWP) and Guidance Materials will be developed to

support the MORC process and implementation. MORC Regulation (NPA) to be completed by end of Nov, 2015.

25 November 2015

CAR 145 ACC MEETING

CAR 145 e-Services Enhancement: • Last Meeting was held on 17 February 2015 New Enhancement: Allowing CAR 145 Applicant to select LINE & BASE Maintenance for the same

Location and Aircraft Rating, to avoid duplication – (DONE) “Request For More Information” to be included for Officers Review (for FAMO

Application) (DONE) GCAA AMO Approval No. (Old & New) – The Old or incorrect Approval No.

exists on the Application and FAMO Certificate generated from e-Services. (DONE)

To introduce on the APPLICATION Form, system to provide selectable scope of LINE Maintenance, to be added with selection of L1, L2, L3 & L4 with Definition (Drop Down) and L5 to be “Free Text” to allow Applicant to enter Information. (DONE)

145 False information disclaimer with the option of pop up as accept / decline to be added (DONE)

25 November 2015

CAR 145 ACC MEETING

CAR 145 e-Services Enhancement: New Enhancement ( Continued )

“Request Revision” dropdown – To be amended to “Request for More Information” (DONE)

Option for “Other Doc” for Inspector/Officers Action (DONE) List of Aircraft Rating to be arranged in Alphabetical order (DONE) Under “Search All Application” on the Dash Board – to add “Export to

Excel” (DONE) “Request Revision” dropdown – Only to list document relevant to CAR 145

– Agreed and AW Coordinator to provide List to amend current list – Current List provided – (DONE)

25 November 2015

CAR 145 ACC MEETING

CAR 145 e-Services Enhancement: New Enhancement ( Continued )

User manual or user guide is under review Format of AMO Certificate printed from e-Services, format & quality not

acceptable – (Redesigned, to be verified with CAR-145 team) “Internal communication” Option to be added as per DAW request PREVIEW of active and history of e-Services CAR 145 AMO and e-Services

CAR145 Post Holders Applications (In progress, will be completed till Monday)

Renewal of CAR 145: Renewal validity option for 1,2 or 3 years – Accepted in the enhancement stage. . (Complete, will be installed during this weekend and available from Sunday 1st November)

25 November 2015

CAR 145 ACC MEETING

To allow CAR 145 Applicant to select LINE & BASE Maintenance for the same Location and Aircraft Rating, to avoid duplication –

25 November 2015

CAR 145 ACC MEETING

• Renewal of CAR 145: Renewal validity option for 1,2 or 3 years

25 November 2015

CAR 145 ACC MEETING

“Request For More Information” to be included for Officers Review (for FAMO Application)

25 November 2015

CAR 145 ACC MEETING

• To introduce on the APPLICATION Form, system to provide selectable scope of LINE Maintenance, to be added with selection of L1, L2, L3 & L4

25 November 2015

CAR 145 ACC MEETING

GCAA AMO Approval No. (Old & New) – The Old or incorrect Approval No. exists on the Application and FAMO Certificate generated from e-Services.

25 November 2015

CAR 145 ACC MEETING

Option for “Other Doc” for Inspector/Officers Action –

25 November 2015

CAR 145 ACC MEETING

List of Aircraft Rating to be arranged in Alphabetical order

25 November 2015

CAR 145 ACC MEETING

• Under “Search All Application” on the Dash Board – to add “Export to Excel”

25 November 2015

CAR 145 ACC MEETING

Under “Search All Application” on the Dash Board – to add “Export to Excel”

25 November 2015

CAR 145 ACC MEETING

(NOTE – This is in addition to presentation given by CAR M in the previous Meeting) The release of the EWIS requirement: Standalone AMC 001 was published in September 2015

(Adopted from EASA AMC 20-22 – Annex III to ED Decision 2008/007/R of 29/08/2008)

Full compliance with the AMC will be required by end of December 2016. Where compliance with some AMC’s is not practical, organizations may propose alternative means of compliance which can serve the objective of the AMC for GCAA acceptance.

25 November 2015

CAR 145 ACC MEETING

Applicability

25 November 2015

Group Applicability

1 Qualified staff performing EWIS maintenance

2 Qualified staff performing maintenance inspections on wiring systems

4 Qualified staff performing general maintenance/inspections not involving wire maintenance. (LRU change is not considered wire maintenance)

5 Qualified staff performing other engineering or planning work on in-service aeroplane.

6 Other service staff with duties in proximity to EWIS

7 Flight Deck Crew

8 Cabin Crew

CAR 145 ACC MEETING

EWIS Groups 1 and 2 Groups 1 and 2 have been merged to cover: Qualified staff members who perform wiring systems maintenance and

their training is based on their job description and the work being done by them (e.g. avionics skilled workers or technicians cat B2).

It also includes staff members who perform EWIS inspections (but not maintenance) and their training is based on their job description and the work being done by them (e.g. inspectors / technicians cat B1/B2).

Modules included in the training are as follows: Module A General EWIS Practices Module B Wiring Practices Documentation Module C Inspection Module D Housekeeping Module E Wire Module F Connective Devices 25 November 2015

CAR 145 ACC MEETING

EWIS Groups 4 and 5 Groups 4 and 5 have been merged to cover: Qualified staff performing general maintenance/inspections not involving wire

maintenance (LRU change is not considered wire maintenance). They perform maintenance on aeroplanes that may require removal/reconnection of

electrical connective devices (e.g. inspectors/technicians cat A or B1) Also Qualified staff performing other engineering or planning work on in-service

aeroplanes and are personnel who are authorized to design mechanical/structure, systems installations, modifications and repairs, or personnel who are authorized to plan maintenance tasks.

Modules included in the training are as follows: Module A General EWIS Practices Module C Inspection Module D Housekeeping Module E Wire Module F Connective Devices

25 November 2015

CAR 145 ACC MEETING

EWIS Groups 6, 7 and 8 EWIS Groups 6, 7 and 8 are aimed at other service staff with duties in proximity to EWIS. These staff members are personnel whose duties would bring them into contact/view of aeroplane

wiring systems. This would include, but not be limited to: Aeroplane cleaners, cargo loaders, re-fuelling staff, lavatory servicing personnel, de-icing personnel,

push back personnel, flight deck crew and cabin crew. Modules included in the Group 6 training are as follows: Module A General EWIS Practices Module C Inspection Module D Housekeeping Module E Wire The Modules included in the Groups 7 and 8 training are as follows: Module A General EWIS Practices Module C Inspection Module D Housekeeping Module E Wire

25 November 2015

CAR 145 ACC MEETING

Objectives of the training course After completing the course, the participant will – depending on the modules covered – be able to: describe or demonstrate the safe handling of aircraft electrical systems including

line replaceable units (LRUs), tooling, troubleshooting procedures and electrical measurement

describe or demonstrate the structure and navigation of the applicable aircraft wiring system overhaul or wiring practices manual

describe the different types of inspection, human factors in inspections, zonal areas and typical damage

describe contamination sources, materials and cleaning and protection procedures describe or demonstrate the correct identification of different wire types, their

inspection criteria and damage tolerances and repair and preventive maintenance procedures

describe or demonstrate the procedures to identify, inspect and find the correct repair for typical types of connective device found on the aircraft type concerned

demonstrate the procedures for replacing all the parts of typical types of connective device found on the aircraft type concerned

25 November 2015

CAR 145 ACC MEETING

Any Question?????

25 November 2015

flydubai CAR M Subpart I

David Lewis Head of Engineering November 2015

3 ARC Staff 50

50 Manhours Per Review

81 ARC Renewals to Date

6 Month CMR

9 Average Discrepancies

Per Review

03/13 Approval & first ARC

Resource Operations Control Improvement VALUE

Next Steps?

GCAA 15b Endorsement

AWF-IPD-006

Controlled Environment

Questions?

general civil aviation authority of uae · general civil aviation authority of uae car m...

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