maintenance organisation exposition · 2.27 production planning procedures page 56 ......

Maintenance Organisation Exposition

written: NTZ revision 00 issue date: 01.08.2017

chapter 2 page 1

Chapter 2 - Maintenance Procedures



chapter 2 page 2

Chapter 2 Maintenance Procedures

2.1 Supplier evaluation and subcontract control procedure Page 7

2.1.1 Responsibilities Page 7

2.1.2 Description Page 7

2.1.3 Selection of new suppliers of aircraft parts Page 8

2.1.4 Parts / Service Ordering Page 8

2.1.5 Exceptions of PMA parts Page 8

2.1.6 Supplier assessment, evaluation and risk assessment Page 9

2.1.6 NAYAK suppliers / subcontractors lists Page 9

2.1.8 Supplier audits Page 9

2.1.9 Re-certification of suppliers / subcontractors Page 9

2.1.10 Suspension of suppliers Page 10

2.1.11 Supplier for FAA related customer Page 10

2.2 Acceptance / inspection of aircraft components and Page 11 material from outside contractors



2.2.3 Goods Receiving Page 11

2.2.4 Receiving Goods Inspection / Incomming Inspection Page 12

2.2.5 Electrostatic Sensitive Devices (ESD) Page 14

2.2.6 Suspected unapproved Parts Page 15

2.2.7 Discrepancies Page 16

2.2.8 Return of spare parts to bin Page 16

2.3 Storage, tagging and release of aircraft components Page 17 and material to aircraft maintenance



2.3.3 Tagging and Storage Page 17

2.3.4 Maintenance on Customer supplied parts Page 18

2.3.5 Release of components and material to maintenance Page 18



chapter 2 page 3

2.4 Acceptance of tools and equipment Page 19



2.5 Calibration of Tools and Equipment Page 20



2.5.2.1 Internal control and calibration Page 20

2.5.2.2 External calibration Page 20

2.5.2.3 Marking of Calibrated Tools Page 21

2.5.2.4 Quarantine Tools Page 21

2.5.2.5 Tool out of tolerance procedure Page 21

2.5.2.6 Interval Reduction Page 21

2.5.2.7 Interval Extension Page 22

2.6 Use of tooling and equipment by staff Page 23 (including alternate tools)



2.6.3 Use of new and/or additional Tooling Page 24

2.6.4 Additional tooling and equipment Page 24

2.6.5 Alternative specific- or special tooling and equipment Page 24

2.6.5 Procedure to approve the use of alternative tooling and equipment Page 26

2.6.6 Loaned tooling and equipment Page 26

2.7 Cleanliness standards of maintenance facilities Page 27



2.8 Maintenace instructions and relationship to aircraft Page 28 component manufactures instructions including updating and availability to staff





chapter 2 page 4

2.9 Repair procedure Page 30



2.9.3 Handling of Technical Defects Page 30

2.10 Aircraft maintenance programme compliance Page 31



2.11 Airworthiness directives procedure Page 32



2.12 Optional modification procedure Page 33



2.13 Maintenance documentation in use and completion Page 34 of same



2.13.3 Entries in Technical Documentation / Correction of same Page 36

2.14 Technical record control Page 37





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2.15 Release to service procedure Page 38

2.15.1 General Page 38

2.15.2 Documentation Page 38

2.15.3 RTS Statement (CRS) Page 38

2.15.4 RTS on EASA Form One Page 38

2.16 Records for the operator Page 40



2.17 Reporting of defects to the component authority / Page 41 operator / manufacturer


2.17.2 Occurence Reports Page 41

2.17.3 Non-Conformity-Reports Page 42

2.17.4 External occurrence reports directed to the Quality Department Page 42

2.17.5 Evaluation and retention period Page 43

2.17.6 Processing of occurrence reports according Part 145.A.60 Page 43

2.18 Return of defective aircraft components to store Page 44

2.181 Responsibilities Page 44


2.18.3 Return of parts to store Page 44

2.19 Defective components to outside contractors Page 45



2.20 Control of computer maintenance record systems Page 46





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2.21 Control of man-hour planning versus scheduled Page 47

maintenance work



2.22 Independent Inspections / Reinspections / Page 49 Detection and Rectification of Maintenance Errors


2.22.2 Purpose Page 49

2.22.3 Definition Page 49


2.22.5 Documentation Page 50

2.23 Referece to specific maintenance procedures Page 52



2.24 Procedures to detect and rectify maintenance errors Page 53



2.25 Shift / task handover procedure Page 54



2.26 Procedures for notification of maintenance data inac- Page 55 curacies and ambigities to the type certificate holder



2.27 Production planning procedures Page 56



2.28 AOG Support Page 59



chapter 2 page 7

2.1 Supplier evaluation and subcontract control

procedure

2.1.1 Responsibilities

The individual person at purchasing department placing an order is responsible for the

selection of the supplier.

Purchasing department is also responsible for creation and update of the NAYAK CSC

suppliers list, the continuous check and verification of the approval of all registered

suppliers and to keep the list current. For further details refer to Working Place Procedure WPP 510.

Safety Quality & Complinance Department is responsible for:

the preparation, realisation and evaluation of the suppliers audits and the risk assessment of the suppliers

the determination of the suppliers that have to be audited

information of the management and of the affected team leaders

The stores personnel is responsible for controlling the shipment according Part 145.A.42(a)

“Acceptence of Components” which also integratet in detail to Working Place Procedure

WPP 501.

2.1.2 Description

Definitions:

AMOS: Aircraft Maintenance and Engineering System; integrated software

package, that manages the maintenance, engineering and logistic

functions of NAYAK.

Rotables: Parts are time-controlled by flight-hours, flight-cycles, calendar days

or special control dimensions. Rotables are always traceable

because each unit is clearly identifiable by its serial number. They are

often time-limited and can be repaired.

Consumables: Parts which are consumed and (usually) not repairable. They are

used only once and then are thrown away. Traceability of consum-

ables is possible to a certain, though limited extent with help of batch

numbers. Some consumables have time-limitations.



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2.1.3 Selection of new suppliers of aircraft parts

During the normal day to day business purchasing staff selects the supplier where aircraft

parts, consumables, etc. should be bought. Prior order placement the selected supplier

needs to be ’internally approved’. This approvement will be done by the Safety Quality &

Compliance Department after a vertification as per 2.1.5.

To start the approval process purchasing staff will contact the dedicated supplier and forward the Nayak Form QM 09 to the supplier. Additional information / documents are requested as well, to round out the supplier profile.

A supplier can be approved if the supplier questionnaire (Nayak Form QM 09, postal audit)

and additional information like actual certificates, etc. are available and found satisfactory.

Suppliers located in the U.S. holding a current FAA approval have to provide a drug and

alcohol prevention programm in addition.

2.1.4 Parts / Service Ordering

If a supplier is approved, a part or a performance can be ordered without delay.

When placing an order for spare parts the purchasing has to request a certificate according

to the following chart.

parts required / acceptable documentation

Rotables

FAA Form 8130-3 or EASA Form 1 or Transport Canada Form One or Form SEGVOO 003 for new parts. For all repaired parts a Dual release form is required. For further details refer to WPP 501.

Repairables

For serialized repairables: FAA Form 8130-3 or EASA Form 1 or Transport Canada Form One or Form SEGVOO 003 for new parts. For all reaired parts a Dual release form is required. For further details refer to WPP 501.

For non-serialized repairables: Certificate of Conformance and Batch No. and manufacturer / suppliers history

Consumables

Certificate of Conformance and Batch No. and manufacture / suppliers history EASA Form 1 in dedicated cases, repaired under C-Rating

2.1.5 Exceptions of PMA parts

PMA parts may be used on the Aircarft-Components. PMA parts have to be delivered with

a Parts Manufacture Approval (PMA) and Batch-No. Material Department has to be

consulted before ordering due to special agreements in the contract with each individual

customer or leasing contracts of the aircraft in question.



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Furthermore Material Department will ensure, that the PMA parts has been approved by

the FAA and the necessary approval documentation (like DER Approval) is available.

These Parts must delivered with FAA Form 8130-3. For details please refer to Procedure

VA10 & WPP 501.

2.1.6 Supplier assessment, evaluation and risk assessment

An evaluation on basis of NAYAK CSC Form QM 09 and additionaly provided information

coming from the supplier/subcontractor has to be performed by Quality / Compliance

Department before an internal approval may be issued to the new supplier / sub-contractor.

2.1.7 NAYAK suppliers / subcontractors lists

Separate lists showing all approved suppliers and subcontractors. These lists are available

at AMOS.

NAYAK CSC can add following suppliers to the lists without an on site audit if following

requirements (and / or) are met:

suppliers, who send a complete and conclusive vendor questionary + requested documents

suppliers, that have an audit report not older than one year of any other airline or maintenance organisation, after the report has been checked and evaluated by Safety Quality & Compliance Management

suppliers, that are mentioned in the regularly published EASA list

subcontractors, that have a certified / approved quality system

2.1.8 Supplier audits

Should there be systematic quality / safety problems resulting from goods receiving or the

supplier evaluation or risk assessment, a supplier on site audit has to be accomplished in

cooperation with the Safety Quality & Compliance Monitoring Manager and, if necessary,

with relevant Department Managers. For the performance of an audit, the regulations and

requirements of the procedure "Audit” apply.

As a result of a supplier audit the Safety Quality & Complinance Department generates an

assessment of the supplier with the following steps:

keeping the supplier without further action

keeping the supplier by implementing actions at NAYAK to ensure proper deliveries

keeping the supplier by imposing conditions to the supplier

changing the supplier



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2.1.9 Re-certification of suppliers / subcontractors

Purchasing surveys all listed suppliers / subcontractors in the AMOS data base and will

contact the supplier / subcontractor for starting the re-certification process when the due

date will be reached.

2.1.10 Suspension of suppliers

Suppliers have to be suspended from further orders until further notice, if the following

applies:

loss of their approval

audit result unsatisfied

due to other reasons like but not limited to: unreliable, poor delivery

performance, price, etc.

2.1.11 Supplier for FAA related customer

Additional to the described requirements suppliers located in the U.S. holding a current FAA approval have to provide a drug and alcohol prevention programm. Purchasing keeps a current „List of approved suppliers“, for all approved suppliers for U.S. aircraft.



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2.2 Acceptance / inspection of aircraft components and

material from outside contractors


The Materials Manager, and the Maintenance Managers are responsible for the

performance of the receiving goods process. They are responsible that only authorized

personnel have access to the stores area.

The proper trained stores personnel with special authorization are responsible for receiving

and controlling the shipment.

The proper trained stores personnel with special authorization is responsible for goods

inspection acc. to WPP 501.

The Safety Quality & Compliance Monitoring Manager is responsible for the approval and

authorisation of personnel.

2.2.2 Description

Definitions:

Serviceable Parts: Components which are in a satisfactory condition, released

with EASA Form 1 or equivalent (ref to 2.1.4).

Unserviceable Parts: Unserviceable components which could be maintained /

repaired.

Scrap Parts: Components which can`t be maintained / repaired

Rotables / Consumables: Standard parts which are specified in the manufacturer`s

illustrated parts catalogue and / or the maintenance data. (ref

to 2.1.4).

Raw / Consumable Material: Material used in the course of maintenance, meets the

required specification and has appropriate traceability. All

material must be accompanied by documentation clearly

relating to the particular material and containing conformity to

specification statement plus both the manufacturing and

supplier source.

Expendable Parts: Any component that is discarded at the end of its useful life, i.e is not worth repairing or cannot be repaired or overhauled due to it's construction. (refer to WPP 507)

Shelf Life: The legth of time of a product which can be stored with

becoming unsuitable for use of consumption. A placard

showing the expiry date is attached on the packaging or the

part itself. If the expiry date is exceeded this parts / materials

are Scrap Parts.



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2.2.3 Goods Receiving

In principle, goods may only be accepted, if the delivery documents declare NAYAK CSC

as the receiver. Parts must delivered with EASA Form 1 or equvivalent accordening Part

145.A.42(a) “Acceptence of Components”.

The store personnel has to compare the delivery documents and, if available, the Air Way

Bill (AWB) with the actual delivery. If differences are found, store personnel has to note this

on the delivery documents and obtain a confirmation by the supplier.

2.2.4 Receiving Goods Inspection / Incomming Inspection

All parts delivered from suppliers or customers have to be inspected. If external damages

of the packaging material have been found, the delivery is only accepted with reservation,

including a note concerning the assumed damage on the delivery documents. The supplier

has to confirm this note. If it is suspected, that the contents have been damaged, the Store

Personnel has to take photos of the package before opening. The delivered goods have to

be unpacked and inspected for external damages.

The Store Personnel has to inform the Store Team Leader. A note has to be completed by

the Store Team Leader and forwarded to the Frightforwarder and / or Supplier for further

processing. Until further clarification the damaged part will be stored into the Quarantine

Area.

A decision is made by the responsible Persons where the parts concerned are going to

stay.

Appropriate authorized personnel perform the acceptance inspection in accordance to

inspection lists which include the items listed below. All inspection documentation and

labels have to be archived with the incoming goods documentation. If the criteria are not

fulfilled, a report has to be filed. The complete incoming inspection booking in the AMOS

for this material is performed by the responsible persons.

Store personnel should only perform the Goods Inspection and the corresponding data

entry into the AMOS system if the following documents are available:

order (from open order file)

delivery document from sender

shipping document (including customs number for non-EC-Goods)

AWB (Air-Way-Bill)

conformity of all relevant data between part and documents

For further information regarding “Incoming Inspection” please refer to WPP 501.



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Acceptance of components A document equivalent to an EASA Form 1 may be:

a) a release document issued by an organization under the terms of a bilateral agreement signed by the European Community (Brazil, FAA, Canada)

b) a release document issued by an organization approved under the terms of a JAA bilateral agreement until superseded by the corresponding agreement signed by the European Community;

c) a JAA Form One issued prior to 28 November 2004 by a JAR 145 organization approved by a JAA Full Member State;

d) in the case of new aircraft components that were released from manufacturing prior to the Part-21 compliance date the component should be accompanied by a JAA Form One issued by a JAR 21 Organization approved by a JAA Full Member Authority and within the JAA mutual recognition system;

e) a JAA Form One issued prior to 28 September 2005 by a production organization approved by a competent authority in accordance with its national regulations.

The EASA Form 1 or equivalent identifies the status of an aircraft component. Block 12 ‘Remarks’ on the EASA Form 1 in some cases contains vital airworthiness related infor-mation which may need appropriate and necessary actions.

It should be satisfied that the component in question is in satisfactory condition and has been appropriately released to service.

In addition, it should ensure that the component meets the approved data / standard, such as the required design and modification standard. This may be accomplished by reference to the manufacturer’s parts catalogue or other approved data (i.e. Service Bulletin). Care should also be taken in ensuring compliance with applicable airworthiness directives, the status of any life-limited parts fitted to the aircraft component as well as Critical Design Configuration Control Limitations. Standard parts:

Certificate of Conformance from the manufacturer Raw Material and consumable:

Certificate of Conformance from the manufacturer as minimum requirement 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;



chapter 2 page 14

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 that cannot be returned to airworthy condition due to exposure to extreme forces, heat or adverse environment;

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 can not be retrieved.

The store personnel has to check during the incoming inspection if the data of the

delivered material (P/N, S/N, etc.) complies with the data contained on the approval

certificate / batch number as well as the order itself. In some cases it can be possible that

the store personnel must produce a copy of the original certificates.

Furthermore it has to be inspected if all necessary data are contained on the certificate.

Further checks include the following:

delivered quantity in compliance with delivery documents

corresponding open order in AMOS

individual packaging of consumables

adequate shelf life

large quantity of materials are complete

correct and undamaged packaging

physical inspection for obvious damage and properly installed blind

plugs

If a goods receipt can not be performed due to negative results, the store personnel has to

tag the material with a Report / Tag and stores the part in the specially marked quarantine

shelfs. The Supplier must be informed that this part are received but damaged or not in

compliance with the Nayak CSC incoming procedures.

Prior to installation of a component, NAYAK CSC ensures that the particular component is

eligible to be fitted as instructed by IPC and CMM.

2.2.5 Electrostatic Sensitive Devices (ESD)

Components that are considered sensitive to electrostatic discharges (ESD`s) are to be

kept in their protective packing. When visual inspection is required, the ESD is handled

using the conductive, earthen workbench and bracelet. For details refer to WPP 707.



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2.2.6 Suspected unapproved Parts

A Suspected Unapproved Part (SUP) is a part, component, or material that is suspected of not meeting the requirements of an “approved part.” A part that, for any reason, may not be “approved.” Reasons may include findings such as a different finish, size, colour, improper (or lack of) identification, incomplete or altered paperwork. For details refer to FAA AC 21-29. Unapproved Part An Unapproved Part is a part that does not meet the requirements of an “approved part”. This term also includes parts which have been improperly returned to service and / or parts which may fall under one or more of the following categories: (1) Parts shipped directly to the user by a manufacturer, supplier, or distributor, where the

parts were not produced under the authority of (and in accordance with) a production approval for the part, such as production overruns where the parts did not pass through an approved quality system. Note: This includes parts shipped to an end user by a Production Approval Holder’s (PAH) supplier who does not have direct ship authority from the Production Approval Holder.

(2) New parts which have passed through a Production Approval Holder’s (PAH) quality

system which are found not to conform to the approved design / data.

Note:

Parts damaged due to shipping or warranty issues are not required to be reported as SUP.

(3) Parts that have been maintained, rebuilt, altered, overhauled, or approved for return to service by persons or facilities not authorized to perform such services.

(4) Parts that have been maintained, rebuilt, altered, overhauled, or approved for return to service which are subsequently found not to conform to approved data.

Notes:

1. This would include parts produced by an owner / operator for the purpose of maintaining or altering their own product, which have been approved for return to service, and found not to conform to approved data.

2. This does not include parts currently in the inspection or repair process, such as, parts removed for maintenance. Parts in this status may be considered not acceptable for installation.

3. Suspected Unapproved Parts Notification can be found on FAA Internet address:

www.faa.gov/aircraft/safety/programs/sups/upn Special Airworthiness Information Bulletins can be found on FAA Internet address:

www.faa.gov/aircraft/safety/alerts/SAIB

http://www.faa.gov/aircraft/safety/programs/sups/upn

http://www.faa.gov/aircraft/safety/alerts/SAIB



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If case of suspect and / or unapproved parts being found the Safety Quality & Complinance Department shall be informed immediately for reporting unapproved parts to the authority.

2.2.7 Discrepancies

If discrepancies are found the respective material is stored in the Quarantine Area. The purchaser will be informed who will take further action with assistance of Maintenance Manager when required. If the reason for rejection cannot be resolved by the supplier / manufacture the material will be returned to the supplier / manufacture.

2.2.8 Return of spare parts to bin

Airworthy spare parts, handed over for maintenance, not used, could be returned to bin after performance of physical review by store staff. During that review it should be verified:

that part(s) obviously not damaged

that associated documentation (Authorised Release Certificate, etc.) available

that packaging is suitable

Return Pick slip

After verification parts should be booked into storage system and stored again.



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2.3 Storage, tagging and release of aircraft components

and material to aircraft maintenance


Certifying staffs approved by Quality and Compliance Management are responsible for the

release of aircraft components and material to maintenance under the Companies C-

Ratings with EASA Form 1 or equvivalent accordening Part 145.A.42(a). “Acceptence of

Components”

The stores personnel is responsible for the correct and adequate storage.

2.3.2 Description

Definitions:

Quarantine Shelf: Interim area for storage of unserviceable components or repairables

with EASA Form 1 or equvivalent accordening Part 145.A.42(a).

“Acceptence of Components”

2.3.3 Tagging and Storage

All components and material passed the Goods Receiving Inspection (ref. to chapter 2.2)

have to be tagged with a NAYAK CSC lable. To ensure that a part can be easily found, the

store personnel performing the incoming inspection attaches the label to the outside of the

packaging. Following indications should clearly state on the lable:

listet Part Number

listed Serial Number or Batch Number

description ATA-Chapter, if necessary

store-address

Customs-Number (customs label only if customs goods)

date (customs label only if customs goods)

stamp of person performing the Goods Receiving Inspection (Rotable Tag only)

marking dangerous goods (if applicable)

In order to prevent damages and to ensure safe transport within the company, rotables and repairables are stored within their original packaging. The parts have to be protected from dust and other environmental influences in accordance with the manufactures recommendations or other acceptable industrial standards. For further details refer to Working Place Procedure WPP 405.



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Consumables principally remain in their individual packaging. Consumables are stored in

special storage boxes, which are marked with the appropriate part number and batch

number. Additionally the expiry data of these parts / materials are manually monitored by

the store personnel in the AMOS system. There for a placard showing the expiry date is

attached on the packaging or the part itself when it has been received.

Under the responsibility of the Material Manager, store personnel checks this material /

parts on a monthly basis. If an expiry date has been reached, the corresponding material is

disposed off in accordance to the company procedures and current authority requirements.

All rotables, repairables and consumables without a label must generally be regarded as

unserviceable.

Serviceable and unserviceable parts must strictly segregated and clearly marked / labled,

to avoid any confusion or mix up in handling.

Customers equipment and parts have to be separated from NAYAK CSC own parts. The storage of customer supplied parts requires the same procedures as NAYAK CSC owned parts. The standards for storage of aircraft parts are to be followed. Special instructions for storing delicate units requested by the customer have to be followed.

Rejected and unserviceable parts will be identified and stored in a separate shelf, clearly identified. Material which cannot be repaired will be scrapped with the customes agreement. The scrapping of the parts will be documented in a scrap book. The scrap parts have to be destroyed, that they can not be reused. If the customer wants his scrap parts back, a delivery note has to be issued for the parts, stating that these parts are not to be used on aircraft again. For further details refer to Working Place Procedure WPP 507.

2.3.4 Maintenance on Customer supplied parts

The maintenance on customer supplied parts is handled in accordance with the storing agreement and on behalf of the customer and there procedures.

2.3.5 Release of components and material to maintenance

Release of stored components and material Before components or material will leave the storage area store personnel has to perform a Goods Outgoing Inspection. During this inspection it should be checked if the part / material was damaged during storagging, if the shelf life limit is overdue and if all necessary release certificates (EASA Form 1, C of C, etc.) are available (ref. to VA 10). When components or material will leave the storage area, the corresponding release certificates (EASA Form 1, C of C, etc.) must be attached to the part / material. If components or material will be send to outside maintenance facilities the parts / material has to be packed i.a.w. Working Place Procedure WPP 503 to prevent damaging during transport.



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2.4 Acceptance of tools and equipment


The Maintenance Manager are responsible for the determination of adequate quantity of

tools. If necessary he initiates the order of new tools. The Tool Keeper (Werkzeugbe-

auftragter) reports to the Maintenance Manager upon a regular basis (minimum once a

month) the number of outstanding tools. The Tool Keeper must ensure that an adequate

number of tools are always available and must be based upon planned maintenance

activities (data supplied by planning department). He is also responsible for:

control of tool flow

composition of all tool orders and forwarding Maintenance Manager

inspection of all tools in accordance with the valid laws and regulations to ensure serviceability

preparation of tool lists for mechanics tools

preparation and revision of tool catalogues / booklets

clear and permanent identification labelling of all tools

Every user of tools is responsible for the proper return of serviceable tools as well as for

the reporting of unserviceable tools when they are returned and responsible for:

visual control and check of completeness of every returned tool

retention of unserviceable tools and forwarding to the NAYAK Tool Keeper

2.4.2 Description

Before an component will be released for service after maintenance work, each employee

has to verify that no tools will stay within the component.

If damages or a possible unserviceability is determined during this check, the tool has to be

labelled as "unserviceable" and stored in the quarantine store location for unserviceable

tools. Further measures are defined by the tool keeper.

For maintenance work, general shop tools are provided. The contents of these tools are

based solely upon the tool-lists generated by the tool keeper.

Any excess and or private tools are not permitted in these areas, and have to be checked

for serviceability and completeness.

Unserviceable tools have to be labelled adequate and deposited in the store. Possible

discrepancies have to be reported to the Maintenance Manager immediately. Once

received, the respective staff is responsible for the completeness, serviceability and

location of these tools. This person has to ensure at all times, that no tools remain on or in

an component after the performance of maintenance activities.

For further details refer to Working Place Procedure WPP 602.



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2.5 Calibration of tools and equipment


Everyone at NAYAK CSC using precision tooling or test equipment is responsible, that the seal, showing the next due date, is attached to the equipment and that this due date has not expired. The Maintenance Manager are responsible for the complete shop Interieur.

2.5.2 Description

2.5.2.1 Internal control and calibration

The equipment which has to be calibrated is delivered to the Avionic Shop (AV) before the due date. All tools subject to a calibration interval may be used up until indicated by the calibration placard affixed to the tool. AV is responsible, to maintain the file for calibration of precision tooling and test equipment. All precision tooling and test equipment is registered in AMOS. All such equipment has a NAYAK CSC Serial Number under which the equipment is registered in the precision tooling and test equipment file. Calibration can only be performed, when the equipment used for calibration is of a higher standard and the calibration of this equipment can be traced to the national standard. Bases for the calibration procedure and interval is the manufactures documentation with the latest Revision. Calibrated equipment is marked with a plaque, showing NAYAK CSC Serial Number and the next calibration due date. The calibration-file includes all calibrated tools which have been registered in AMOS as well as the corresponding calibration certificates. Calibration software has to be checked at frequent intervals for completeness and function. This ensures that all relevant data can be supplied at any time if required.

2.5.2.2 External calibration

Before sending equipment out for calibration, the organisation must be approved by Safety Quality & Compliance Department, after verifying, that this organisation complies with the requirements of this MOE. The organisation must show documentary proof, that the calibration can be traced to the national or other recognised standards. This requirement is satisfied, if the organisation is the manufacturer of the equipment, a Part-145 Organisation, or a recognized Quality Assurance Organization (like DKD).

The control of the calibration due date and the filing of the calibration reports are still the responsibility of NAYAK CSC.

For further details refer to Working Place Procedure WPP 602.



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2.5.2.3 Marking of Calibrated Tools

All tools have to be marked with a calibration label. Tool issue may only be performed

with a valid and readable calibration label. The label must show the next calibration

date. Tool data such as Part-Number and Serial-Number must also be available on a

readable type label, placard or engraving on all calibrated tools.

New tools without a manufacturer calibration placard must be sent to the Avoinic Shop

prior to its first use. The calibration shop evaluates the calibration and applies a

corresponding placard.

2.5.2.4 Quarantine Tools

Calibrated tools, which are not needed for a long period, are decommissioned due to

economical reasons.

These tools are locked at a special area and marked as unserviceable using the

“unserviceable tag / label”. As a basic principle every quarantine tool has to be calibrated

before reusing it.

2.5.2.5 Tool out of tolerance procedure

If Avionic Shop detects during calibration process that the applicable tolerance has

exceeded, an “Out of tolerance notification” (Form QM 40) will be created out of AMOS and

forwarded to the individual department where the tool came from.

If the affected tool is owned and / or used by Nayak the Form QM 40 will be forwarded to

the responsible department head, Safety Quality & Complinance Department for further

internal investigations.

If the affected tool is a customer tool not used by Nayak the Form QM 40 will be forwarded

to customers contact persons for general information.

After that the Avionic Shop has to clarify what should happened to the affected tool.

Depending on further investigations the tool could be separated in U/S condition, or send

back to customer, or Avionic Shop will performing an adjustment of the tool. If necessary

the calibration interval for this kind of tool has to be adapted.



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If the affectet tool is a Nayak owned / used tool the Maintenance Manager will receive an

appropriate “Out of tolerance notification” (Form QM 40) issued by Avionic Shop. Further

investigation is necessary! He has to check immediately which work has been performed

with this particular tool since its last calibration. All aircraft, engines and components whose

Release to Service (RTS) was based on the use that item of calibrated equipment are

potentially noncompliant with the required specification. An analysis therefore needs to be

carried out to determine the extent of any remedial action that may be required on those

aircraft, engines or components that are affected by the event associated with the out-of-

tolerance item of equipment. Additionally all tools of the same kind have to be rechecked

immediately. An investigation statement (formless) has to be created showing investigation results. All aircraft, engines or components affected by that event has to be listed in this statement. Form QM 40, the investigation statement and all additional records concerning the internal investigation has to be retained for a minimum period of three years in the calibration file of the affected tool.

As a result of investigations the calibration interval may be reduced in cooperation with

Avionic Shop. This has to be documented in the calibration file. For further details refer to WPP 602.

2.5.2.6 Interval Reduction

If justified calibration intervals may be reduced to avoid inaccuracies in the field of operation of a tool. Therefore Avionic Shop has to be informed, they will change the calibration interval in tool tracking system.

2.5.2.7 Interval Extension

For tools, whose interval had been reduced, the interval can be readjusted by a maximum

of 100% in cooperation with the Avionic Shop, if two further calibration processes have

been performed. However, this requires that the last two calibrations did not require

readjustments of the tool and the tool was in flawless service. An extension of a calibration

interval may only be performed for one single tool but not for several tools of the same

kind.



chapter 2 page 23

2.6 Use of tooling and equipment by staff

(including alternate tools)


The Maintenance Manager are responsible for the determination of adequate quantity of

tools. If necessary he initiates the order of new tools. He is responsible for the complete

return of all tools to Stores. They have to control of completeness and good condition of

every tool used upon the basis of the store tool list. Every NAYAK CSC staff which is

handling or using tools is responsible for:

carefully handling of all tools

immediate reporting to the Maintenance Manager in case of identified hazards or problems with tools, as well as reporting of every loss of tools

check of completeness, proper function and check intervals after receiving and return to the store

complete return of every tool before leaving NAYAK CSC

2.6.2 Description

The respective staff is responsible for the completeness, serviceability and location of the

tools he received from the store. This person has to ensure at all times, that no tools

remain on or in an component after the performance of maintenance activities. Tool

controls have to be performed independently by this person after changing the work

location from one component to another, after the performance of each task as well as at

the end of a duty period.

Before an component is handed over to flight operations, each individual staff has to

ensure that no tools, equipment or other supplemental maintenance material remains on

these component. Deviations from this procedure have to be reported immediately to the

maintenance Manager. All tools must be handled in accordance with manufacturer

requirements and procedure and in accordance with manuals and legal requirements.

This may be ensured by additional instructions or training and employment of suitable

personnel. Should a tool be found to be in an unuseable condition the tool has to be taken

out of service by that personnel. The details of unserviceability have to be recorded on an

unserviceable label. Unserviceable tools may only be brought back to service if appropriate

inspections or repairs have been performed.



chapter 2 page 24

Should any tool be lost, an immediate search has to be performed of the respective work

areas, questioning of other staff, or a complete tool check for the whole shift or even all

staff present. If a tool cannot be found or retrieved, the respective person has to file a tool

loss report (Form HL 02). On this form the person concerned has to confirm, that the

search has not been successful and no hazard or danger exists for flight operation. This

report has to be countersigned by the Maintenance Manager, via the Safety Quality &

Complinance Department and forwarded to the Tool Keeper, for tool replacement.

Tools have, if applicable, to be returned to the store completely and in a serviceable

condition. Upon return of tools to the store, an additional visual check is performed by store

personnel for completeness and serviceability.

The return booking has to be performed by the staff who initially received the tools in

conjunction with store personnel. After the return to the store, all tools have to be

appropriately stored.

If tools should not be returned properly or not returned at all, the tool store personnel has to

inform the respective Department Manager. He will initiate the return of the tool in

accordance to the requirements.

2.6.3 Use of new and/or additional tooling All new and / or additional tooling will be implemented into AMOS: Before first use to make sure that:

the needed calibration / safety at work related data will be tracked

the Instruction Manual will be linked to “Tool Administration”

the tool can be verified by allocating an Asset number

the tool will be linked to respective work cards

technical personnel will be informed about availability and use if not documented in a manual

If a new Tool needs specialized Training; the affected technical personnel will be trained as required.

2.6.4 Additional tooling and equipment

If during maintenance process there is a need for the use of tooling and / or equipment not recommended by the manufacture, the Maintenance Manager will review the request and will take care of delivery of the tool and / or equipment after approval.

2.6.5 Alternative specific- or special and equivalency tooling and equipment

Specific- or special tooling and equipment specified by the manufacturer shall be used as much as practicable. If specific- or special tooling specified by the manufacturer is unavailable, alternative / and equivalency equipment may be used.



chapter 2 page 25

The term "equivalency" as used means functionally equivalent to that recommended by the aeronautical product or aircraft manufacturer. For determining equivalency, a comparison should be made between the technical specifications of the tooling or test equipment recommended by the manufacturer and those proposed by the maintenance organization. The tooling or test equipment may look different, be made of different materials, be a different color, etc. However, as long as the tool or test equipment is functionally equivalent for the specific test or check, the tool may be approved for use.

The level of accuracy should be equal to or greater than that recommended by the manufacturer.

A finding of equivalency can only be made based on an evaluation of the technical specifications and sometimes the demonstrated functionality of the proposed tooling or test equipment. The substantiation may include, but not be limited to data, drawings, specifications, instructions, photographs, templates, certificates, description of any software, the revision status of that software and reports. In the case of calibration equipment the substantiation should also include data sheets attesting to the accuracy.

An assessment of a finding of equivalency must be made by persons with appropriate skills or qualifications.

For further details refer to Form (Tool Test Card) QM 41. This Form should be linked and recorded in the tool register of AMOS indicating that the source of the data that the tooling or test equipment was manufactured from.

An Assessment of the maintenance instructions may be required to determine the need for change as a result of using alternative equipment. The approval of work instructions can only be made based upon an evaluation of technical data. Typically the substantiation would contain a breakdown of the step by step instructions required by the manufacturer and the equivalent process proposed by the maintenance organization. The substantiation may include, but not be limited to data, drawings, specifications, instructions, photographs, templates, certificates, description of any software, the revision status of that software and reports.

Where the tooling or test equipment is locally made from data provided by the equipment or aircraft manufacturer then no approval is required.

Notes:

The use of highly specialized test equipment and tooling is often required to support the continued airworthiness of aircraft or aero-nautical products to the manufacturer's specifications and tolerances.

Critical Design Configuration Control Limitations (CDCCL) are airworhtiness Limitations.

When the manufacturer provides or recommends specific equipment they may not condone any tooling or test equipment other than what they recommend.

However if a substantiated claim supporting the use of alternate test equipment is provided to the aircraft or aeronautical product manufac-turer they may support the application.



chapter 2 page 26

2.6.5 Procedure to approve the use of alternative tooling and equipment after

manufacturing

The Maintenance Manager shall evaluate if alternate tooling or equipment for specific- or special tooling and equipment is recommended by the manufacture is equivalent. To determine equivalency, the proposed alternative tooling shall meet the same criteria for the tooling or equipment as specified by the manufacture in the maintenance manual. The following subjects will be investigated:

comparison of original specifications with proposed alternative in:

Material

Ref. Drawings

Pressure (if applicable)

Loads

Safety Working Requirements

in case specifications of the originally required equipment are not available, the Maintenance Manager will evaluate what manufacturers test requirements are, including accuracy, and will check if alternate equipment will meet those requirements as above.

Before the tooling can be used into production a safe evaluation check will be made acc. to Form WS 17.

Alternate tooling which meets not the requested requirements are not allowed to be used.

For further details refer to WPP 605.

2.6.6 Loaned tooling and equipment

Tooling and equipment for single maintenance activities can be leased for short time use.

Only Part-145 approved maintenance organisations shall be used for the loan of calibrated

related aircraft tooling to ensure that calibration criteria met. Also the criteria of equivalency

have been met as listed in 2.6.4.

Production Planning will have the responsibility to ensure that these criteria will take place.

For further details see Working Place Procedures WPP 602



chapter 2 page 27

2.7 Cleanliness standards of maintenance facilities


All NAYAK CSC staff are responsible for a clean and tide work area during maintenance.

2.7.2 Description

As a general all facilities are cleaned at regular intervals (ref. to WPP 102).

For Foreign Object Debris / Foreign Object Damage (FOD) prevention all work and

workshop area has to be cleaned after completion of maintenance or at the end of the

work. Also all vehicles (e.g. forklifters) have to be checked and cleaned.

All tools have to be cleaned, checked for completeness and returned to their position/area.

All equipment (e.g. trolleys, etc.) have to be put to their designated areas (ref. to WPP

602).

Eating and drinking in working areas is not allowed. Special lables installed on the entrance doors substantiate the prohibition.



chapter 2 page 28

2.8 Maintenance instructions and relationship to aircraft /

aircraft component manufacturers instructions

including updating and availability to staff


The Maintenance Manager is responsible for the availability of the latest amendment of the

needed manuals. He / she has to ensure that work will be performed in accordance to this

technical documentation.

It needs to be assured that:

registration of incoming documentation

acquisition and control of documentation inventory

distribution of documentation if needed

information of the users of available documentation inventory and location

complete and up-to-date documentation which has been published for use

archiving of technical documentation

All publishers and users of technical documentation have the responsibility of the proper

and careful use of documentation.

2.8.2 Description

Technical Documentation represents all quality-, legal- or safety-relevant documents and

data which are necessary for NAYAK. Technical documentation is issued by manufac-

turers, aviation authorities and maintenance organisations. It can be available in various

media, such as printed form or electronic data.

All maintenance documentation (e.g. AMM, IPC, SRM, etc.), required by technicians for

performing work, are available as hardcopy, on CD-Rom, at NAYAK Intranet or via Internet

by online access.

New technical documentation supplied has to be registered and a decision is made about

the method of ordering, control, distribution and administration by the Maintenace Manager

shops.



chapter 2 page 29

If technical documentation will be received, which is not applicable or not readable in an

electronic format or not distributed in such a format, the Maintenace Manager has to

ensure, that this documentation is not accessible for users, and that the documents do not

reach the revision process.

Documents, which are subject to revision, the Maintenace Manager has clearly marked and

distributed them to dedicated personnel. Documents and data, which are not subject to

revision, had to be separated and clearly marked with a statement (stamp, label or hand

written) declaring

"NO REVISION SERVICE, FOR INFORMATION ONLY"

If not defined otherwise, changes on documents or data are not permitted. Otherwise they

have to be checked and approved by the same person who was responsible for the initial

issue. In order to ensure a current revision status, new revisions have to be incorporated as

soon as possible, the incorporation has to be documented and reported back to the

Maintenace Manager.

As a principle, technical documentation may only be destroyed with the consent of the

Maintenace Manager. A distribution list is included in the current documentation inventory

list. This serves as a record for the actual storage location of technical documentation.

For further details see Working Place Procedure WPP 407.



chapter 2 page 30

2.9 Repair procedure


The designation of appropriate qualification levels for a defect repair is within the

responsibility of the respective Maintenance Manager. Principally speaking airframe /

power plant defects and avionic defects may only be deferred by appropriately qualified

personnel.

2.9.2 Description

Definitions:

Technical defect:

Determined deviance from a normal technical standard.

Work Order (WO):

Form for the recording of all maintenance performed on an aircraft.

As a principle, every defect has to be repaired as soon as possible. The repair has to be

performed in accordance to the manufacturer instructions. If necessary, assistance has to

be requested from manufacturer of the aircraft or a Part-21 organisation.

Should parts be replaced for the defect repair, the parts label has to be completed and its

number recorded on the WO.

2.9.3 Handling of Technical Defects

If a fault detection process should be necessary to find and repair a defect, the procedure

for trouble shooting has to be applied. Any maintenance action which has been taken

during a trouble shooting has to be entered into a WO and certified adequately. This

includes all function tests with positive or negative results. Measuring results, limits,

general values as well as manual references also have to be recorded on the WO in every

case.

Should defects be found during checks, the corresponding task card number including the

revision status has to be entered in parallel.

After the repair of a defect, the WO has to be closed on paper. The WO represents a

operational recording system which serves an official documentation tool, including all data

concerning failure symptoms, analyses and tests performed (including results) The WO

has to be completely filled out and appropriately certified. The defect repair has finally been

performed if:

all maintenance actions have been performed

all necessary documents have been correctly and properly filled out

a release to service has been given



chapter 2 page 31

2.10 Aircraft maintenance programme compliance


Each operator is responsible for the preparation and administration of his maintenance

programme.

2.10.2 Description

Aircraft maintenance compliance:

The Aircraft Maintenance Program is a document accepted by the authority for each individual operator, based on the aircraft manufacture`s maintenance review board (MRB). Deviations from the aircraft maintenance program are only allowed according a procedure accepted by an aviation authority.

Aircraft Maintenance Program aviability:

NAYAK CSC does not have the need to have access to the relevant part of the approved operator`s aircraft maintenance program.

Modification of an Aircraft Maintenance Program:

Any change of an Aircraft Maintenance Program will have an result on upcoming

revisions of the Customer Work order, and therefore incooperated in the Documen-

tation.

NAYAK CSC is an Part-145 approved maintenance organisation. The approval is limited to

the C-Ratings stated within the approval certificate / scope of work.

Maintenance on these Ratings may only be performed, if all maintenance requirements

concerning technical, organisational and personnel issues are properly fulfilled.



chapter 2 page 32

2.11 Airworthiness directives procedure


Each operator is responsible for receiving and evaluating of LTA / AD documentation of

there products / parts stored or only partly stored into our facility during the validity of the

respective contract. Details itself will be regulated in the individual contract divided to EU

Operators and Non EU Operators.

The Maintenance Manager are responsible for planning and controlling of the operators

orders for proper AC ground time, manpower and equipment, necessary to perform the

action on the AC Component and there documentation.

For more details refer to Procedure VA 10 and corresponding WPP 801.

2.11.2 Description

Airworthiness directives include all written instructions or information from the LBA, the

EASA, and the aviation authorities of the country in which the aircraft was manufactured.

German Airworthiness Directives (LTA) has to be performed on all aircraft within the scope

and due date defined by the LTA`s. If the performance of a LTA is not possible until the

due-date due to reasons, which cannot be influenced by NAYAK CSC, an application for

exemption has to be forwarded by the operator to his responsible authority.

Airworthiness Directives (AD) of the manufacturing country have to be performed on all

affected aircraft components within the prescribed scope and until the set due-date. If the

performance of a AD is not possible until the due-date due to reasons, which cannot be

influenced by NAYAK CSC, an application for exemption has to be forwarded by the

operator to his responsible authority. The mandatory due-date for authority directives is

defined by the regulating authority.

On a continuous basis all new revisions including Airworthiness Directives from the revision

services (AD Notes are contracted with ATP Navigator and / or over the FAA / EASA

internet web page will be received. LTA are contracted with EISENSCHMIDT and / or over

the LBA Internet Homepage)

Remark:

Nayak CSC does not store own Parts which could effected to AD’s / LTA’s.

All LTA`s / AD`s will be published into the NAYAK CSC Intranet. All certifying staff must read these documents, and sign it on a electronic basis according to procedure WPP 801. This procedure will be audited every month and is part of the continuation training.

After conducting LTA`s / AD`s a Release to Service (RTS) will be given for the performed

work.



chapter 2 page 33

2.12 Optional modification procedure


The operator is responsible for receiving and evaluating mandatory or optional

modifications and ordering required changes of the component in question.

All additional maintenance data (delivered by the manufactures design organisation, Part

21 Design Organisation and / or from EASA) must be available to NAYAK CSC if required

to perform the requested work.

Production Planning is responsible for planning and controlling of the operators orders for

manpower and equipment, necessary to perform the action on the aircraft and there

documentation.

For further information please refer to 1.3.4.17.

2.12.2 Description

Mandatory or optional modifications will be performed based on a work order. The work

cards should differential and specify, when the relevant disassembly accomplishment of

task, reassembly and testing. In case of a lengthy maintenance task involving a succession

of personnel to complete such task, it may be necessary those supplementary work cards

or worksheets to indicate what was actually accomplished by the individual person.

After conducting modifications a Release to Service (RTS) will be given for the performed

work.



chapter 2 page 34

2.13 Maintenance documentation in use and completion of

same


The Maintenance Manager is responsible for the proper and complete filling and

archiving of the maintenance documentation (tech log, check, W/O, sheets, etc.).

2.13.2 Description

Technical forms will be available at NAYAK CSC intranet (Formblattsammlung) or direct

generated by AMOS.

All maintenance performed at NAYAK CSC is ordered the customer which specifies the

activities that has to be carried out. The respective Maintenance Manager will satisfy

himself (check) if the requested maintenance is asked for and if it falls within the limitations

of the intended scope of work as specified in the capability list or the Part-145 approval.

If the requested maintenance falls outside of committed limitations, NAYAK CSC can not

give a Release to Service (RTS) for the requested work and has to inform the customer

about this situation additionally.

After completion the work, the WO will be filled out by staff in charge.

The fields of the WO have to be filled out completely.

Detailed information concerning the performed work should be entered on the work

report plus references to the latest and current revision of the used documentation.

The revision status of each used individual maintenance document must be

recorded in the WO. Details about replaced parts have to be entered in the records,

if applicable.

If calibrated tools were used for final tests and measurements during maintenance,

the “DE” Asset-No. as well as the next calibration date (i.e. November 201x) has to

be recorded.

All entries have to be recorded in English in a clear readable manner (by hand, typewriter

or printer). In order to ensure traceability, the WO has to be signed by the technicians who

performed work. Additionally to the signature of the technicians the individual stamp should

be printed on the forms.



chapter 2 page 35

In dedicated work areas AMOS Work Cards will be:

singned on the dirty finger prints by hand and corresponding company stamp and/or

closed by an electronic signatur deposited at AMOS in combination with a personnel

password.

closed work cards will get an internal revision status.

Remark:

In case of a wrong / incorrect or an additionally maintenance entry is needed, the

employee who signs the work card can perform the needed correction on his unique

personnaly password basis .

In case of an later additional information on the work card selected employees enter

the needed information as well under their individual password. In this case the

document/Workcard will get an additional new internal revision status, mean that

the changes can be easily monitored. No data will be transcribed. Note:

The release (RTS) will be signed by hand, by the assigned; IIA or NAA qualified Component Inspector (Avionic).

The security of the individuals signatory is maintained by ensuring a personnel code change in a frequent manner.

This part used signature procedure needs no compliance with VO EU 1321/2014 and national SigG and BGB.

If during the maintenance more additional certificates / protocols will be created, these

must be added to the complete report of findings. An permanent overview must be possible

anytime on the task already performed, as well as the tasks remaining (like modifications

SB’s, etc.).



chapter 2 page 36

2.13.3 Entries in Technical Documentation / Correction of same

Every person who makes an entry in a technical record shall

make the entry accurately, legibly and in a permanent manner;

enter the person's name and signature or employee identifier or, where the record is kept as electronic data, enter the person's user code or an equivalent security designation; and

date the entry.

Where a person alters an entry on a technical record for the purpose of correcting the entry, the person shall do so by striking out the incorrect entry in such a manner that the underlying information remains legible, and inserting the correct entry together with

the date of the alteration;

the reason for the alteration, if it is necessary to clarify why the alteration was made; and

the person's name and signature or employee identifier or, where the record is kept as electronic data, the person's user code or equivalent security designation.

If there is a need to replace an existing maintenance record completely caused by wrong entries or other reasons, every person who brings into use a new document shall make the entries relating to the preceding record that are necessary to ensure that an unbroken chronological record is maintained. Where a correction is being made to a technical record that is maintained as electronic data, the correction shall be made in a manner that does not render the original data inaccessible.

To ensure that all entries were made in a correct documented way, all records

will be checked by IIA, or NAA qualified Component Inspector (Avionic)

before Release to Service will be granted.



chapter 2 page 37

2.14 Technical record control


The Maintenace Manager is responsible for the proper and complete archiving of

maintenance records.

2.14.2 Description

Originals and/or copies from the maintenance records (job cards, work orders, checklists,

EASA Form 1, etc.) will be retained in a safe way protected from dust, fire, flood and theft

according to current EASA regulations. The records shall be packed in such a way that

they can withstand normal handling. Maintenance Records can be eigher stored in paper

form, or via data processing. All records shall remain legible during the retention period.

The maintenance records for parts/components should be stored by P/N and/or customer

name.

Access to retrained records is only permitted to dedicated management and work planning

personnel.

The approved Part-145 organisation NAYAK is obliged to archive maintenance documents

for at least 36 month as referenced to Part 145.A.55, starting from the Release to Service

date.



chapter 2 page 38

2.15 Release to service procedure

2.16.1 General

Issuance of Certificate of Release to Service (RTS) under the privileges DE.145.0909 is based upon the requirements of Basic Regulation (BR) [EC (No) 216/2008] and in its Implementing Rules for airworthiness [EC (No) 1321/2014]

A “Release to Service” (RTS) gives approval for return to flight service of an aircraft

component after maintenance was carried out. A Release to Service shall only given after

ensuring that the maintenance or deferral of maintenance has been carried out according

the requirements.

A Release to Service statement may only be given by personnel which has been

authorised in accordance to chapter 3.10 or external personnel which is appropriate

certified and holds a valid NAYAK authorization (Authorization Document) ref. MOE 3.20.

2.15.2 Documentation

A Release to Service could be given using the following document:

EASA Form 1

The RTS declares that the component has been released to operations and has to be

given for the following:

after the conclusion of proper and complete repair of a defect

after the conclusion of proper and complete performance of all tasks

associated to a maintenance action

An Release Certificate for Components which are maintainted for later use on the same aircraft is not necessary.

2.15.3 RTS Statement

The NAYAK documents that issue a Release to Service contain the following statement:

Certifies that the work specified except as otherwise specified was carried out in accordance with Part-145 and in respect to that work the aircraft component is considered ready for release to service.

The document shall also contain the approved maintenance organisations reference number:

DE.145.0909



chapter 2 page 39

2.15.4 RTS on EASA Form 1

The purpose of an EASA Form 1 (Authorised Release Certificate) is to identify

airworthiness and eligibility status of parts. An EASA Form 1 should be used to release

maintenance work carried out on parts under NAYAK CSC maintenance organization

approval.

In general there are situations where the issue of an EASA Form 1 is required:

maintenance on parts as mentioned on the scope of work of NAYAK CSC on behalf of third parties

The EASA Form 1 issued after component maintenance will be completed by a limited number of certifying staff authorised for the particular category components. EASA Form 1 issued for parts will be signed by individual IIA Certifying Staff with current specification entered on the personnel authorization document. The completion of the EASA Form 1 shall be in English. The release for service has to be granted in detail acc. to AMC No.2 145.A50(d) and GM 145.A50(d) described in WPP 406.



chapter 2 page 40

2.16 Records for the operator


The Maintenance Manager is responsible for the proper and complete forwarding of

maintenance records to the customer.

2.16.2 General

NAYAK CSC as a Part-145 organisation is obliged to archive maintenance documents for

at least 36 month as referenced to Part 145.A.55 on paper or electronic basis (refer to

chapter 2.14).

In respect to 145.A.55 (b) operators / customers will receive the originals and / or copies of the completed maintenance records (work package, EASA Form 1, etc.) after completion of work.

Depending on the customers request the records could be forwarded by handing over to customer representative, or customer members by picking up the component, or by shipping together with the component, or via mail afterwards.



chapter 2 page 41

2.17 Reporting of defects to the competent authority /

operator / manufacturer


Every NAYAK CSC technical staff must report occurrences, deficiencies and events. The

Safety Quality & Compliance Monitoring Manager is responsible for the registration,

processing and evaluation of all occurrence reports. The Accountable Manager holds

responsibility for the occurrence reports in accordance with Part 145.A.60.

In addition to that, technically relevant reports will be reported to the Luftfahrt-Bundesamt

(LBA) by the Safety Quality & Compliance Monitoring Manager on behalf of the

Accountable Manager (AM) in agreement with the LBA:

report according to NfL 2-332-17 (or at Alternate Form 044, current

version available at www.LBA.de) to AS Frankfurt acc. to Inspector in

question (Technischer Betriebsprüfer)

The department Human Resources holds responsibility for forwarding occurrence reports

as defined by the regulations of the Berufsgenossenschaft (BG) like Unfallmeldungen.

report to BG Elektro Textil Feinmechanik Bezirksverwaltung Köln

Copy to Accountabel Manager and Staff Association (Betriebsrat)

All employees are responsible for the assistance and clarification of the reported

occurrences in conjunction with the Safety Quality & Compliance Monitoring Manager as

well as the implementation of measures to avoid the reported findings.

2.17.2 Occurence Reports

The Part-145 approved maintenance organisation must report to:

the national aviation authority (LBA)

the state of registry and the organisation responsible for the design of the aircraft or

aircraft component any condition of the aircraft or aircraft component,

the TC Holder of the aircraft in question

identified by the Part-145 approved maintenance organisation, which has resulted or may

result in an unsafe condition that could seriously hazard the aircraft. Where the

organisation is contracted by a commercial operator to carry out maintenance, the organi-

sation shall also report to

the operator any such condition affecting the operator`s aircraft or component.

Note: AMC 20-8 is interpretative material and provides guidance in order to determine which occurrences should be reported to the agency.

http://www.lba.de/



chapter 2 page 42

Every staff member of NAYAK CSC shall report events or findings, which have or may

result in an unsafe condition that could seriously hazard the aircraft or which affect work or

represent a hazard. This applies to non-airworthy conditions, which were noticed during

maintenance or operation of an aircraft, parts, affected tools as well as to procedural

deficiencies or problems. An occurrence report does not replace the necessary processing

and documentation in the maintenance documentation which is required in case of a

technical defect, including a description of measures already taken in a particular case.

2.17.3 Non-Conformity-Reports

Deviations from current procedures and instructions can be documented on a “Non-Conformity-Report” (Form QM 10) by each employee. This will help the company supervise and improve all internal procedures.

In such cases the employees has to fill out the structured fields on the Non-Conformity-Report. A detailed discreption of the discrepancy will be helpfully for the following correction process.

A report including some kind of improvement proposals must be sent to the Safety Quality & Compliance Monitoring Manager office. They will analyse the reports and introduce corrective actions, and will verify and discuss the proposal in coordination with the concerned departments.

2.17.4 External occurrence reports directed to the Safety Quality &

Compliance Monitoring Manager

Incoming external reports for the CSC, which would be rated as internal occurrence reports

are to be directed to the Safety Quality & Compliance Monitoring Manager. The processing

for external reports is the same like internal occurrence reports. This report must be in a

written manner. The following tasks must be included:

aircraft or aircraft part

S/N and / or P/N

detailed description to the reported event

organisation name and approval reference

date as well as flight hours / flight cycles / landings of the affected

aircraft or component

details of the conditions of the affected aircraft or component

further relevant information and prefaced measures



chapter 2 page 43

2.17.5 Evaluation and retention period

The Safety Quality & Compliance Monitoring Manager will evaluate the reports biannual

and initiates possible measures in association with the affected departments, and also

provides a feedback on the actions taken to the reporting person. Concluding the process,

all occurrence reports and biannual evaluations, including any additional information or

data, are archived for a period of at least 2 years.

2.17.6 Processing of occurrence reports according Part 145.A.60

The Safety Quality & Compliance Monitoring Manager has to ensure the collection and

evaluation of such reports, including the assessment and extraction of those occurrences

to be reported.

Reports according Part 145.A.60 has to be prepared acc. to NfL 2-332-17 and provided to

the affected departments (see 2.17.1) immediately or in any case within 72 clock hours

after the defect had been detected.

This notification is assured by the Safety Quality & Compliance Monitoring Manager office

hours. Outside office hours the published mobile number of Accountable Manager and

Safety Quality & Compliance Monitoring Manager are to be used. A final report will be

issued and provided to the affected departments if requested or the preliminary report is

not substantial enough.



chapter 2 page 44

2.18 Return of defective aircraft components to store


All components within the company shall be identified to ensure their clear status. NAYAK

CSC use his own serviceable and unserviceable labels / tags. Staff with Store qualification

are responsible for the proper storage of defective aircraft components.

Only The Maintenance Manager may give the order for scrapping after receiving a

feedback from the customer.

2.18.2 Description

Definitions:

Quarantine Shelf:

Interim area for storage of unserviceable rotables and repairables.

2.18.3 Return of parts to store

The Staff with Store qualification must refuse acceptance of rotables or repairables which

are contaminated to an undue extent, not appropriately identified by the completely filled

out lable / tag or otherwise not in a suitable state to enter the stores facilities. The

unserviceable part has to be moved to the quarantine shelf which is clearly marked to

contain unserviceable material. Unserviceable rotables and repairables will be kept in the

quarantine shelf for storage of unserviceable material until

the final decision of customer and

the order for shipping to a repair station is given by material department

Consumables without batch label must generally be regarded as unserviceable.

Consumables, if returned to the store or sorted out by store personnel as unserviceable,

may be scrapped without further permission immediately by the store personnel or by a

technician. The shape or general appearance of any aircraft part or material to be scrapped

must be changed in such way that its status as scrap is obvious and put into a container

clearly marked to contain only scrap.

If special scrapping requirements apply, for example by environmental protection

legislation, these must be observed.

After physically scrapping a part or material, this process must be documented and

finalized by creation of a scrap protocol. For further details see Working Place Procedure WPP 507.



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2.19 Defective components to outside contractors


The stores personnel is responsible for controlling the shipment.

Purchasing personnel is responsible for tracking repair status.

2.19.2 Description

Definitions:

Repair Order (R/O):

Order to transfer defective aircraft components to outside contractors.

The Repair Order (R/O) contains all relevant data referring to the part, the defect and the repair to be carried out.

Upon receipt of the R/O, the store personnel will remove the referenced part from the

dedicated shelf and prepare it for shipping or transfer. The preparation for shipment

consists of proper packing to a standard suitable for shipment of aircraft parts and

materials and producing the required paperwork, including observance of dangerous goods

as required. After the preparation is completed, store personnel will hand over the

shipments to a freight forwarder.

Purchasing will check at frequently intervals the status of rotables and repairables which

have been transferred to repair facilities / organisations for maintenance.

After receiving the repaired part / component from outside repair facility store personnel have to perform an incoming inspection to verify all supplied documents and the physical condition of the part.

If the received part / component has to be used for further maintenance production planning has to be informed immediately and the part has to be forwarded to the appropriate maintenance department.

If the received part / component wouldn’t be used directly it has to be stored in a proper manner in the storage area.



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2.20 Control of computer maintenance record systems


The Maintenance Manager are responsible for the administration of the NAYAK CSC

network and the control of the technical maintenance record systems. The dedicated

personal for IT department at NAYAK CSC is responsible for securing the network.

2.20.2 Description

Computer system access and storage system:

NAYAK CSC has its own server within the NAYAK computer network in combination with

AMOS as a professional aviation software system. All work places are equipped with a

sufficient number of computer workstations. Access to the network server is limited to

authorized users and protected by an individual password for each user.

Upon request by the Maintenance Manager, IT department will install file folders on the

network server which can be accessed only by a defined group of network users.

Unauthorized access and subsequently possible alteration and/or deletion of computer

data on purpose will also be prevented by strictly limited and controlled admittance to

offices.

The Maintenance Manager decide about the range of access to the network for each

person or group of persons of their subordinate staff.

To keep data loss due to hardware errors to a minimum backup copy of the data base and

of all files on the network server will be taken by the IT department.

For further details see Working Place Procedure:

WPP 132 in General.

WPP 403 for Shop Maintenance (CSC)



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2.21 Control of man-hour planning versus scheduled

maintenance work


The Maintenance Manager are responsible for:

controlling of the available man-hours versus scheduled maintenance

work.

preparation of shift plans for maintenance personnel at the shop.

2.21.2 Description

To ensure that the maintenance work ahead will not adversely interfere with other work as regards the availability of all necessary personal and facilities shift and facility planes will be create. The individual plans regulates the employment of the mechanics and certifying staffs activities and will be published two weeks before starting. The plans are in conjunction with the Limitations of human performance concerning the limits and variations of labor time, and in the context of planning safety related tasks.

Type of activity:

Ad-Hoc Maintenance:

Ad-Hoc requests will be granted if enough manpower is available. If a trend in Ad-Hoc

requests is recognized, Maintenance Managers will contact this customer in order to

establish an agreement.

Planning Horizon:

The following planning horizons are recognized within NAYAK CSC: Monthly, weekly and

daily planning. The monthly planning is used to detect possible shortfalls because of holyday leave and/or long term sickness leave. The weekly planning is to use an operational planning. Per week a manpower checklist will be available in order to give all persons involved a clear view of the available capacity. In addition changes during the day in the required manpower can occur. Normally this will be in A.O.G. situations.

Customer service and after sales support: To maintain the quality standard of maintenance performed by NAYAK, an after sales support is necessary. This support is the responsibility of the individual departments.



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Product care: During maintenance Customer Support Service is responsible that the customer receives all information concerning the quality or safety of the components. Also after the redelivery of the components, the customer is supplied with all information, which concerns the safety or quality of the work performed.

Customer`s complaints: Customer`s complaints are to be handled immediately by the Safety Quality & Compliance Monitoring Manager in cooperation with the production. These complaints and the resulting corrections have to be documented.



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2.22 Independent Inspections / Reinspections /

Detection and Rectification of Maintenance Errors


The Maintenance Manager are responsible for ensuring that this procedure is adequately published, understood and complied with.

It is the strict responsibility of all Maintenance, and Planning Staff to ensure that Independent Inspections are implemented and performed when required.

2.22.2 Purpose The following procedure provides a method of detecting and rectifying maintenance errors which if not detected and rectified, could seriously affect airworthiness and flight safety. Detection is assured by utilizing the Independent Inspection technique (previously referred to as duplicate inspections). The procedure identifies three categories of Independent Inspection, each of which requires a level of competence and method of inspection appropriate to the risk.

Complying with this procedure will ensure that European Commission Implementation Rules specified in Part M and Part 145, relating to minimizing the risk of multiple errors and capturing errors on critical systems, are adequately addressed. This procedure contains Nayak CSC requirements for the performance of independent inspections.

2.22.3 Definition

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 ’indepent qualified person’ does not issue a certificate of release to service, therefore they are not required to hold certification privileges. The ’independent qualified person’ should has been trained and has gained experience in the specific inspection to be performed (e.g. IIA on that particular component).

(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;



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(4) the identification of both persons has to be recorded on the work card and the

details of the independend inspection as necessary before the certificate of release to service or sign-off for the completion of the task is issued.

An Independent Inspection has to ensure correct assembly, locking and sense of operation.

Reinspection Reinspection is an error-capturing method subject to the same conditions as an independent inspection is, except that the ’authorized person’ performing the maintenance task is also actin as ’independent qualified person’ and performs the inspection. 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 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.

2.22.4 Description An Independent Inspection should ensure correct assembly, locking and sense of operation. When inspecting systems that have undergone maintenance, the ’indepent qualified person’ shouls consider the following points independently:

- all those parts of the system should be inspected for correct assembly and locking;

- the component/system as a whole should be inspected for full compliance acc. to CMM.

The Independend Inspection should be carried out as soon as practical after completion of maintenance. No further work has to be be carried out on the system being maintained between completion of task and Independent Inspection.

2.22.5 Documentation The Independent Inspection entry should contain the signature of both persons performing the inspections, before the relevant certificate of release to service is issued. When stage sheets or task cards are raised for work on systems which require Independent Inspections, then that document must include the Independent Inspection requirement at the relevant inspection stage. If a system is to be disturbed in the course of a scheduled input, the requirement for Inde-pendent Inspection shall be detailed on the relevant paperwork as supplied by production planning, or by the operator itself.



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If as a result of a defect, a part/system has to be disturbed, the engineer raising the defect shall make an entry on the worksheet for an Independent Inspection to be carried out. Any disconnection and reconnection and / or removal and installation should be adjacent to each other in the action required and action taken columns respectively, where applicable. Where there are a number of tasks requiring Independent Inspection, each Independent Inspection task is to be certified separately and not as a multiple task. Independent Inspections should state that the condition was satisfactory or specify the details of any discrepancies.



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2.23 Reference to specific maintenance procedures


These maintenance procedures are carried out by personnel, which are authorised and

qualified in accordance to chapter 3.10.

For further details please refer to Working Place Procedure WPP 805.

2.23.2 Description

For specific maintenance procedures like NDT a separate manual describing ET, MT, PT

and UT procedures is published in intranet. This manual contains the regulations according

to EN 4179.

For any other specific maintenance procedures the affected department has the

responsibility to write a work instruction (WPP). This work instruction has to be released by

the respective Process Holder, approved by the Accountable Manager, and then published

by Safety Quality & Compliance Department into the intranet. This work instructions are

published at Part 4 of this MOE.



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2.24 Procedures to detect and rectify maintenance errors


The Accountable Manager is responsible that detected and rectified maintenance errors

will not be repeated. Safety Quality & Compliance Management is responsible for

evaluating and processing Occurrence Reports containing maintenance errors.

2.24.2 Description

Maintenance errors might be detected by

applying the control of critical tasks, or

routine maintenance checks, or

defect reports from operators

Maintenance errors which were detected during a prescribed inspection (refer to chapter

2.22) must be corrected immediately before the inspection will be certified.

Maintenance errors which were detected by routine maintenance or by defect reports from

operators will be handled by Safety Quality & Compliance Monitoring Manager.

As a basic principle, any maintenance error or suspected maintenance error must be

reported by the technicians by writing an Occurrence Report.

The Safety Quality & Compliance Monitoring Manager evaluates every Occurrence Report

and forwarded it to the Maintenance Manager who has to initiate further measures.

If it turns out that the error had most likely been caused by NAYAK CSC staff or by a

contracted maintenance organisation, the Maintenance Manager are responsible to ensure

that this kind of error will not be repeated.

To achieve this, the Saferty Quality & Compliance Monitoring Manager can issue a Quality /

Safety Information Letter or additional Quality / Safety Procedure, combined the internal

continuation training in an acceptable time frame.



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2.25 Shift / task handover procedures

2.25.1 General

The primary objective of the changeover information is to ensure effective communication at the point of handing over the continuation or completion of maintenance actions. Effective tasks and shift handover depends on three basic elements:

The outgoing persons ability to understand and communicate the important elements of the job or task being passed over to the incoming person.

The incoming persons ability to understand and assimilate the infor-mation being provided by the outgoing person.

A formalised process for exchange information between outgoing and incoming persons.

2.25.2 Description

When it is required to hand over the continuation or completion of a maintenance action for

reason of a shift or personnel changeover, relevant information must be adequately

communicated between outgoing and incoming personnel. This could be done verbally if

the upcoming shift elapse the off going shift or, if both shifts operating independent, all

necessary information should be documented on a shift report.

A handover of an unfinished maintenance work package may only be performed at a

suitable point of time. This means that, if ever possible, no single tasks which need to be

individually certified should be disrupted and continued and certified by another person

than the person who started the work. For all complex and time consuming maintenance

work packages, the documentation as described by chapter 2.13 ensures that an overview

is possible anytime on the tasks already performed as well as the tasks remaining. In

general there are existing special times reserved for the shift handover within the shift

schedule.



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2.26 Procedures for notification of maintenance data

inaccuracies and ambiguities to the type certificate

holder


All publishers and users of technical documentation have the responsibility of the proper

and careful use of documentation and have to report data inaccuracies and ambiguities.

Safety Quality & Compliance Management is the focal point for publisher and user to get all

information`s about irregularities and responsible for proper information of user and

publisher about mistakes and improvement within the documentation.

2.26.2 Description

Definitions: Maintenance Data (or Airworthiness Data):

All documents published by aircraft component manufacturers, authorities, approved

design organisations and NAYAKCSC related to maintenance, mandatory and non-

mandatory modifications and repairs, including aviation legislation.

If a user of technical documentation found any inaccurate, incomplete or ambiguous

procedures, practices, information or maintenance instructions contained in the technical

documentation or in any handbook he has to record these irregularities and has to inform

Safety Quality & Compliance Manager in a timely manner. This information may be

processed formless (e.g. by e-mail) and has to contain a clear reference to the affected

airworthiness and specify the suspected error. Then the Safety Quality & Compliance

Manager will investigate all reports and inform the author or the type certificate holder of

the technical documentation for further actions.



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2.27 Production planning procedures


The Maintenance Manager are responsible for the timely planning and instruction of

maintenance tasks upon the basis of the aircraft component maintenance schedule and

required additional tasks. Also they are responsible for the timely planning and instruction

of assigned maintenance actions for NAYAK CSC or external organisations.

2.27.2 Description

Definitions:

Routine Maintenance Actions:

Routine Shop Tire Change, Tire OH, Brake OH ect..

Non-Routine Maintenance Actions:

Technical defects, modifications, repairs.

Within NAYAK CSC a capacity plan is used to define the need for manpower resources. All

contracted activities are projected into this plan. This capacity plan is reviewed in a regular

manner or occasionally after contract changes.

A daily manpower resource planning is made according to the outcome of the capacity

plan. The plan shall show the manpower resources into shifts which will cover sufficient

engineers and the adequate quantity. Manpower resources needed for additional work are

planned on top of this daily planning.

Requests made by customers who will have a substantial impact to the current planning will

be reviewed within a meeting with all involved personnel.

Within this meeting the potential contract is reviewed and the additional need for the

following is defined:

Logistics

inventory control

man hour estimate

man hour availability

preparation of work

co-ordination with internal and/or external suppliers

environmental conditions

The defined need is summarized in an action list which will be addressed before additional activities are started.



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In order to achieve high planning reliability, the planning process is divided into long-term,

mid-term and short-term-planning:

Long-Term-Planning

Planning of maintenance work with a due date over 1 year.

Mid-Term-Planning

Planning of maintenance work with a due date between 1 month and 1 year. Generation of technical events plan in consideration of customer flight plans, long-term planning.

Short-Term-Planning

Planning of component maintenance work with a due date up to one month. Generation of a monthly plan in consideration of the technical events plan, maintenance forecasts, customer flight plan as well as the shift plan. Generation of a weekly plan in consideration of the monthly plan, shift plan.

If the resources are not available in the first planning step in order to ensure the proper

performance of maintenance work, possible alternate dates are tried to be found. The

result of this process is a planned date for each work and the summary of work in work

packages.

For further details see Working Place Procedures WPP 201.



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2.28 AOG Support

In case of AOG situation, the operators CAMO (Maintenance Control Center) will contact Nayak. Nayak technicians may start support services at the place the aircraft is grounded after the work has been ordered by the operator, and following items were regulated / assured:

access of maintenance staff to the necessary premises / operational and/or airport site

availability of all needed tools and equipment

availability of all needed spare parts / consumables

handling of removed u/s parts, if applicable

on-site availability of all aircraft specific technical data After completion of maintenance a Release to Service has to be issued i.a.w. MOE 2.16 Copies of the maintenance records has to be retained at least for 36 month in AMOS.