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TECHNICAL AIRWORTHINESS MANAGEMENT MANUAL

SECTION 4 LEAFLET 1

STATE TECHNICAL AIRWORTHINESS REGULATION

APPROVED MAINTENANCE ORGANISATIONS

GUIDANCE REGULATION SPECIFIC

Regulation ReferenceSection 2 Regulation 4

INTRODUCTION

1. The State Technical Airworthiness Regulator (STAR) responsibilities for technicalairworthiness management of State aircraft include the certification of ApprovedMaintenance Organisations (AMOs), following Compliance Assurance (see Section 1Chapter 6). This chapter provides guidance on how an organisation can comply with theregulatory requirements to become and remain an AMO.

PURPOSE

2. The purpose of this chapter is to provide guidance on regulatory requirements for anorganisation seeking AMO certification, and to provide a means for that organisation tomaintain the certification.

SCOPE

3. The scope of this chapter is to provide guidance to assist an organisation inunderstanding the regulations and to provide an acceptable means of compliance to allowfor certification. This chapter uses the following format to address each regulation:

4. Philosophy and Concept. This information provides, from an airworthinessperspective, the reason for the regulation.

5. Cross Reference. This information refers to any current SAO publications and/orother regulatory systems (Joint Aviation Regulations (JARs), Federal Aviation Regulations(FARs), etc) which either parallel the requirement of the stated regulation or apply to thatregulation.

6. Explanation and Amplification. This information provides clarification of the intentof the regulations. Also highlighted (where applicable), is how and why the regulations maydiffer from civil regulatory requirements.

7. Acceptable Means of Compliance. This information provides a means by which theregulation can be met. It should be noted that this might not necessarily be the onlyacceptable compliance method available to the organisation.


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REGULATION GUIDANCE

4.1 GENERAL

REGULATION 4.1.1 APPLICABILITY WHO MAY MAINTAIN STATE AIRCRAFT ANDAERONAUTICAL PRODUCT

Philosophy and Concept

8. The State Aircraft Maintenance Regulatory framework described in this manualpromulgates the minimum technical airworthiness criteria for the maintenance of Stateaircraft and/or aeronautical product. PTU as SAA is responsible for technical airworthiness ofall State aircraft and delegates this authority to ACOS Engineering RMAF as the StateTechnical Airworthiness Authority (STAA). By virtue of his authority as TAA, ACOSEngineering has delegates the function of technical airworthiness regulatory development tothe DGTA, who is function as the State Technical Airworthiness Regulator (STAR). The TARis responsible for establishing the technical airworthiness regulatory framework for

maintenance of State aircraft and maintains technical airworthiness integrity by reviewing,auditing and certifying prospective and established AMOs.

9. Maintenance Authorising Office (MAO), acting as the owner (and sometimes theoperator) of the asset (aircraft or aeronautical product), is also involved in this process. TheMAO prescribes the scope and level of Maintenance Authority to be assigned to themaintenance organisation and provides the oversight of maintenance.

10. Technical airworthiness integrity is maintained by:

a. Ensuring only TAR assessed and certified organisations performmaintenance of State aircraft and/or aeronautical product;

b. Assessing new applicants for compliance with the regulations in accord withthe proposed scope and level of maintenance that will be performed;

c. Compliance assurance of established AMOs; and

d. Managing compliance or limiting/withdrawing certifications from organisationsthat fail to abide by their certification responsibilities.

Cross References

11. This regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations:

a. Joint Aviation Requirements (JAR) 145.1; and

b. PU 2101 - Direktif Panglima Tentera Udara Kejuruteraan

c. The following SAO reference addresses the requirements of this regulation:


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Explanation and Amplification

12. Assessment and certification of AMOs is required to establish and objectively controlState aircraft and/or aeronautical product maintenance airworthiness standards. Thesecontrols provide assurance to the TAR that organisations performing aircraft andaeronautical product maintenance do so to a consistent and acceptable standard. Further,they allow the TAR to determine individual and organisational maintenance accountability.

13. The MAO is responsible for the authorisation process of the AMO. Certification as anAMO by the TAR is only one requirement of this process; the MAO takes all otherrequirements (operational considerations, contract deliverables, costs etc) into accountbefore authorizing maintenance activities. MAO activities are regulated by the TAR only tothe extent of ensuring that organisations are certified prior to authorisation.

14. Commercial organisations can only become, or remain, AMOs if they are undercontract to the Government of Malaysia. In-Service aircraft maintenance organisations arerequired to become AMOs and to align and sustain their maintenance activities with theregulatory requirements detailed in this manual. Non-AMO sub-contractors can only conductmaintenance activities on State aircraft or aeronautical product when the services areprovided as part of an AMO Maintenance Support Network, in which case the primecontractor AMO takes responsibility for the technical integrity of the maintenance. Where allor most of the maintenance of aircraft or whole engines is to be subcontracted by the primecontractor, contractual arrangements should ensure that relevant subcontractors arerequired to comply with Regulations 4 and 5, except for the requirement to apply for AMOcertification.

15. There will be occasions when short term maintenance support is required, toovercome a surge in demand or for the installation of simple modifications, whenimplementation of the full AMO certification process would take too long or be inappropriate.

In these cases, a contractor may be temporarily authorised to perform maintenance by theDGTA. When this is being considered, MAO should be consulted. This form of authorisationshould not be used for longer running installation programs or where surge support isexpected to be required on a recurring basis.

16. Where AMO certification is a contractual requirement for a commercial organisation,submission of the application would normally occur after contract signature and the fullcompliance assurance process leading to AMO certification will normally take weeks ormonths before completion. Meanwhile maintenance activity will probably have commencedshortly after contract signature. Transition of in-Service maintenance activity to a contractormay occur over a relatively long period of time as facilities and workforces are built up and

maintenance activities may be transferred incrementally. AMO compliance auditing is onlylikely to be effective if maintenance activity is reasonably well established. In these cases,the DGTA should provide interim authority to perform maintenance prior to AMO certification.

17. Interim authority should address specific scope and level and can be awardedincrementally as additional maintenance activities are taken on. Following the provision ofinterim authority, appropriate surveillance should be implemented throughout the transitionphase. AMO application, DGTA systems audit and progression to full AMO certification willtake place in parallel to the interim authority process. Interim authority will be superseded byfull AMO certification.

18. Resource availability and risk considerations will inevitably limit the scope ofapplication of the State Technical Airworthiness Regulations to industry. This will particularlyconcern overseas repair item maintenance contracts, including US Foreign Military Sales(FMS) support contracts. For such contracts, the full implementation of State Technical


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Airworthiness Regulations would require resource allocations out of proportion to the riskbeing addressed. Where the risk of compromised airworthiness can be assessed asacceptable, for example where contracts are underwritten by US DoD and OEM qualitysystems, the TAR may exclude such contracts from the requirement for AMO certification.This exclusion policy is not intended to apply to direct support of primary equipment, such asaircraft and complete engines.

19. Organisations may be contracted to design, develop, produce and installmodifications. Where the scope of the maintenance activity to be undertaken is confined tomodification installation and does not involve any additional significant aircraft maintenance,the applicable Engineering Authority Certificate holder may perform the installation inaccordance with the requirements of Regulation 3.5.20.c without becoming an AMO. Anyconcurrent aircraft maintenance should be performed by an appropriate AMO. Ongoing in-service maintenance of the modification should be performed by an AMO.

20. In all cases involving authorisation of non-AMOs to perform maintenance, includingthe installation of modifications, the applicable MAO should consult DGTA for advice.

Acceptable Means of Compliance Regulation 4.1.1

21. Clause a. The only organisations that are permitted, by these regulations, tomaintain State aircraft or aeronautical product are those that have been certified as AMOsby the TAR and authorised to undertake work by an MAO. The only exceptions are outlinedat Clause e.

22. Clause b. To qualify as an AMO, an organisation must hold a current MaintenanceAuthority Certificate issued by the TAR.

23. Clause c. This is self explanatory.

24. Clause d. The statement of scope and level establishes the bounds within whichmaintenance can be undertaken by the AMO. The scope and level should, for commercialorganisations, reflect that defined in the contractual Statement of Requirement (SOR) butshould be limited to maintenance of aircraft and/or aeronautical product.

25. Scope: Stated in terms of aircraft type, aircraft systems/sub-systems or aeronauticalproducts to be supported.

26. Level: Usually defined by up to four distinct tiers; On-Equipment OperationalMaintenance, Off-Equipment Operational Maintenance, On-Equipment Deeper Maintenance,Off-Equipment Deeper Maintenance.

27. Clause e.

a. Clauses e. (1) and (2). These clauses address maintenance performed bysub-contractors and are self explanatory.

b. Clause e. (3). The responsibility for ensuring technical integrity resides withthe DGTA. Temporary authority should be for a limited period, relate to a specific

scope and level, and be a justifiable alternative to AMO certification. Consultationwith DGTA in each case is recommended.


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c. Clause e. (4). The DGTA should award interim authority to performmaintenance by following a documented process and approved transition plan. TheDAR is not required to accept responsibility for the maintenance or provide theauthority, as in the temporary authority case, but the ASR, as a representative of theTAR and a source of expert advice, should confirm that the essential requirementsfor assuring technical airworthiness are being met. Liaison with all stakeholders andDGTA prior to contract signature and throughout the transition period is essential.

The process needs to ensure the organisation incorporates the fundamentalelements of assuring technical airworthiness:

d. Organisationally based quality/management system;

e. Sufficient competent and approved personnel (especially for the certificationof maintenance);

f. Documented and approved processes (that meet approved standards);

g. Relevant and authoritative data (from approved sources); and

h. Adequate facilities and equipment.

i. Clause e. (5). MAOs should, at the earliest opportunity, provide DGTA withdetails of any overseas contracts that may be candidates for the TAA to approveexclusion. DGTA will manage the assessment for and approval of exclusion, ifapplicable, or advise on the appropriate course of action.

j. Clause e. (6). Further guidance is provided in relation to Regulation 3.5.20,see Section 3 Chapter 1.

k. Reserved.

l. Reserved.

4.2 AUTHORISATIONS

REGULATION 4.2.1 APPLICATION FOR CERTIFICATION


28. Any organisation seeking AMO certification needs to prove to the TAR that it iscapable of performing maintenance on State aircraft within the scope and level sought. Inaddition to this, the applicant needs to assure the TAR that it is capable of, and will operatein strict adherence to, regulation requirements. The submission of organisationaldocumentation supporting these requirements allows the TAR to evaluate the applicant.

Cross References

29. This regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations and references:

a. Federal Aviation Regulation (FAR) 145.11;


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b. Joint Aviation Requirements (JAR) 145.15, 145.70;


30. The applicant for AMO certification should provide documentation to the TARdescribing its organisation in terms of location, structure, capacity and capability, system(s)

of maintenance used and its commitment to the regulations. Based on a review of thisdocumentation and if required, a physical audit, the TAR assesses the suitability of theapplicant for certification as an AMO. Section 1 Chapter 6 provides further information aboutcompliance assurance.


31. Clause a. A maintenance organisation seeking certification as an AMO is required tosubmit organizational documentation describing its maintenance management system(s).The documentation is submitted through the relevant MAO to the TAR for assessment. Inthe case of a commercial organisation seeking certification as an AMO, the contract

authority acts as the MAO.

32. Clause b. An applicant for AMO certification should submit documentation thatdemonstrates, accurately and thoroughly, how its organisation satisfies all regulatoryrequirements. A regulation-to-procedure compliance matrix would be one method forpresenting this information. The submission should provide the TAR with an understandingof the organisations operations and system(s) of maintenance. This will allow the TAR togain sufficient understanding of the organisation to make a certification judgement and formthe baseline for initial and ongoing AMO certification. All documentation submitted should becomplete, controlled and fully referenced. Additional documentation, either sought by theTAR or proffered by the applicant, should be clearly identifiable as distinct from the

regulation compliant minimum documentation set.

33. Clause b. (1). The application should, with the name and address details, clearlyidentify the appointment, including phone number, of the person managing the MMPsubmission. The reason for the application will relate to:

a. For Civilian Organisations: contract award/renewal; or

b. For Service Units: type certification leading toward service release (inaccordance with Regulation 2) of new or substantially modified aircraft, or creation ofa new maintenance organisation for another reason.

34. Clause b. (2). The MMP is the key document in the submission. Its purpose is todefine the organisations system of maintenance and it is seen as a dynamic document,which will evolve with the organisation. Changes to the MMP affecting the AMOscertification basis, other than editorial, need to must be referred to the TAR for prior approvalto ensure that the AMO certification remains valid.

NOTE

Chapter 3 to this Section 4 Guidance provides extensive advice on the content and format ofan MMP.


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35. Clause b. (3). Guidance on the requirements of the organisations Quality System isprovided against Regulation 4.4.4.

36. Clause b. (4). Where an applicant identifies one or more Exemption requirements, inaccordance with Regulation 4.3, these should be listed in the application. Such action doesnot obviate the requirements for a formal application for each Exemption in accordance withRegulation 4.3.

37. Clause b. (5). Applicants holding certifications from other TAR recognisedairworthiness authorities for a similar scope and level of maintenance should include copiesof these certificates as part of the application. Additional information supplied with anapplication may assist deliberations by the TAR and in some cases be sufficient to grantcertification. To assist with assessment of capability, the applicant should include anycertificates or ratings awarded by other recognised Airworthiness authorities. Suchauthorities include, but are not limited to:

a. Federal Aviation Administration (FAA);

b. Joint Airworthiness Authority (JAA);

c. Civil Aviation Safety Authority (CASA);

d. UK Civil Airworthiness Authority (CAA); and

e. New Zealand Civil Aviation Authority (NZ CAA).

f. Department Civil Aviation (DCA)

38. Clause c. This clause is self-explanatory.

REGULATION 4.2.2 AWARD AND RETENTION OF AMO CERTIFICATION


39. The TAR will only award AMO certification to organisations that have demonstratedan ability to comply with the regulations. The award process requires the TAR to assesssubmissions and evaluate the organisation against the regulations. A successful application

will result in an AMO certificate and associated letter of Maintenance Authority being raised,detailing the name and location of the organisation and the scope and level of MaintenanceAuthority assigned. Unsuccessful applications will be returned via the respective MAO.

40. All AMOs (Service and commercial) will need to undergo periodic reassessment(compliance assurance) to assure the TAR that each AMO continues to abide by itscertification. A secondary function of this process is to confirm that the maintenance scopeand level continues to satisfy the regulations extant at initial certification, (remaining mindfulof the applicability of any mandated and/or incorporated amendments).

41. Due to the nature of initial certifications, evidence of maintenance history supporting

the applicants submission may be scarce. In these cases, a more rigorous complianceassessment/audit of the AMO may be conducted at some arbitrary time (for example, 12months) following certification.


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Cross References


a. Federal Aviation Regulations (FAR) 145.11, 145.23, 145.51, 145.53;

b. Joint Aviation Requirements (JAR) 145.15, 145.20, 145.75; and


43. The TAR will initially perform a systems (desktop) audit of all organisations applyingfor AMO status to make a judgement on their ability to comply with the regulations. Acompliance audit may then be carried out dependent upon the maintenance scope and levelsought and visibility provided of any audits performed by other TAR recognisedairworthiness authorities. The TAR may make recommendations to the applicant, throughthe relevant MAO, on where an application is deficient and request that these areas becorrected prior to further consideration for certification.

44. A successful application will entitle the applicant to an AMO Certificate andaccompanying Letter of Maintenance Authority, which recognises the organisation as anAMO. The Letter of Maintenance Authority details the scope and level of activities that maybe assigned, to and performed by, the AMO and any particular provisions required by theTAR (including the duration of the certification, if appropriate).

45. The TAR needs to periodically examine an AMO to verify that its certification remainsvalid. Compliance assurance will be managed in accordance with Section 1, Chapter 6 ofthis manual. Verification will require objective evidence confirming that the AMO is operatingin accordance with the applicable regulations. In many cases this will be established byaudit. The TAR would, after consultation with the relevant MAO, normally publish an audittimetable and provide AMOs at least 30 days notice prior to audit. The TAR may elect not toperform the audit of an AMO where audits by other TAR accepted airworthiness authoritiesor Government organizations cover a similar scope and level.


46. Clause a. The TAR will assess applications for AMO certification against therequirements of the Regulations. This requires a systems audit of the submitted

documentation and, where required, a compliance audit of the organisations operations,facilities, personnel and records. The TAR would not normally carry out a compliance auditon an organisation that did not pass the systems audit certification stage. Depending uponthe scope and level being applied for, the TAR may base an AMOs certification solely on thesystems audit, waiving the requirement for a compliance audit.

47. Clause b. This clause is self-explanatory.

48. Clause c. The applicant should provide the required documentation and sufficientaccess to its organisation to allow the TAR to successfully perform system and complianceaudits. The TAR will normally conduct surveillance audits in conjunction with the MAO;

however, this is only one of many compliance assurance methods that can be used. TheAMO should allow the TAR unfettered access to its facilities, personnel and documentationwhen requested. To provide ongoing compliance assurance, the AMO should ensure that allthe documentation supporting its certification is:


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a. complete;

b. up to date;

c. accessible;

d. readable;

e. in good physical condition; and

f. available to the TAR (or representative) when requested.

49. Clause d. Only after meeting the stipulated criteria will an organisation be entitled toa Maintenance Authority Certificate and Letter of Maintenance Authority. This award maydesignate specific corrective actions. An AMO should ensure that any such anomalies arecorrected in accordance with TAR requirements.

50. Clause e. This clause is self-explanatory.

51. Clause f. This clause is self-explanatory. Section 1 Chapter 6 provides detail on thecompliance assurance process.

REGULATION 4.2.4 CHANGES TO AMO CERTIFICATION


52. An AMOs certification may need to be changed either by the MAO, to modify thescope or level, or by the AMO where regulatory compliant activities have resulted in thecertification no longer reflecting actual maintenance systems or organisational structure.Under these circumstances, the initiating organisation should apply to the TAR for a changeto the certification and gain approval prior to incorporation of the change. This allows theTAR to ensure that proposed changes do not contravene regulations and that the AMOscertification remains valid.

Cross Reference

53. This regulation addresses the subjects embodied in the following civil and single

State airworthiness regulations and reference:

a. Joint Aviation Requirements (JAR) 145.85;

b. Federal Aviation Regulation (FAR) 145.15;


54. Changes that affect an organisations ability to comply with the regulations (such asan increase in the scope and/or level) shall be submitted to the TAR, through the responsible

MAO, as a request for Exemption or re-certification.


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55. Lower level changes such as those to an organisations name or location, personnelfilling key appointments, facilities, or any change which could affect the scope and level ofwork being undertaken, need to be reported to the TAR as soon as practical. Thisnotification needs to take place to ensure that the change is acceptable to the TAR. Achange of the organisations name does not affect airworthiness; however, the change doesnecessitate the issue of a new certificate.

Note : Depending on the nature of the change, the TAR may withdraw or amend the AMOcertificate and accompanying Letter of Maintenance Authority until confident of the

organisations ability to comply with regulatory requirements.


56. Clause a. (1). Each AMO is required to observe continuously the requirements of theregulations in order to fulfill the obligations of its certification.

57. Clause a. (2). An AMO proposing changes to its certification should formally submitthe proposal through the responsible Maintenance Authorising Office to the TAR. Theproposal should include, as a minimum, the following details:

a. The nature and effective date of the proposed change, and

b. The effect of the change on airworthiness.

58. Clause a. (3). This clause is self-explanatory.

REGULATION 4.2.5 DURATION OF AMO CERTIFICATION


59. All AMO certifications are valid whilst the TAR has acceptable compliance assuranceand, in the case of commercial AMOs, a current and applicable State aircraft and/oraeronautical product maintenance contract exists. As the certification authority, the TAR hasfull discretionary powers to suspend, limit or remove any AMO certification if sufficientevidence is available to support such an action.

Cross Reference


a. Joint Aviation Requirements (JAR) 145.90;

b. Federal Aviation Regulation (FAR) 145.17;


61. The AMO or the Maintenance Authorising Office may formally propose to the TARthat an AMOs certificate should be suspended, limited or removed. For this action to takeplace, however, only the TAR may effect the change.


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62. The duration of an AMOs certification is correlated to ongoing comp liance with theregulations. Additionally, in the case of commercial AMOs, certification is also linked to theduration and conditions of the contract.


63. Clause a. If duration has been specified for the certificate, the TAR is the onlyauthority who may change the duration of an AMOs certification. Any requests for changesto the duration of a certification are to be submitted to the TAR, through the responsibleMAO.

4.3 EXEMPTIONS

REGULATION 4.3.1 EXEMPTION REQUIREMENTS


64. The regulations cover a broad spectrum of maintenance organisations and activities.From time to time, it may not be possible or practicable for a maintenance organisation tocomply with all regulatory requirements. Therefore, where practicable and justifiable, anorganisation may apply to the TAR, through the MAO, for an Exemption from a particularregulation.

65. Exemptions to the regulations may be granted following requests by an AMO,through the MAO to the TAR, for the tailoring of regulations to its particular maintenancescope and level. Applications can be submitted as part of the initial application forcertification or when the AMO has a change in circumstances and can no longer comply witha regulation. The TAR will review the Exemption application and make an appropriatejudgement.

66. The regulations are written to encompass all aspects of maintenance. Rarely will anAMOs scope and level embrace every circumstance envisaged in the regulations and therewill be regulations that are not relevant to an AMOs maintenance activities. Where aregulation does not pertain to the scope and level of maintenance, an Exemption is notrequired. AMOs is expected, however, to provide details of the circumstances or justificationof the non-applicability of specific regulations in their MMPs.

Cross References



Explanations and Amplification

68. Where an AMO finds that it cannot comply with the regulations or believes thatsufficient justification exists not to (strictly) comply with regulatory requirements, the AMO isrequired to apply for an Exemption from the TAR. A Request for Exemption is a writtensubmission to the TAR and is processed through the requesting organisations MAO.


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69. Based on the associated merits, Requests for Exemption will be considered by theTAR who may issue the AMO with an Exemption.

70. Any non-compliance with the regulations by an organisation will not necessarilyprevent the organization from gaining AMO status, nor will it mean that an existing AMO willnecessarily have its AMO status withdrawn.


71. Clause a.(1). Approval from the TAR is required prior to the maintenanceorganisation operating in accordance with the intent of any proposed Exemption.

72. Clause a. (2). AMOs need to be able to demonstrate, to the satisfaction of the TAR,that there is an effective mechanism for processing and recording requests for Exemption.Such requests submitted should contain all necessary details as directed by the TAR.

73. Clause a. (3). The Request for Exemption should be submitted in writing and as aminimum contain the following information:

a. title - (a basic description of the request);

b. description of the problem and its origin;

c. nature and extent of the Exemption required, including an expected duration;

d. impact on aircraft maintenance and maintenance standards (if determinable);

e. impact on engineering, aircraft safety, and maintenance standards;

f. details of why the organisation is unable to meet the subject regulatoryrequirement and attempts that have been made to do so; and

g. any supporting documentation.

74. Clause a. (4). An AMO needs to be able to demonstrate, to the satisfaction of theTAR, that it has fully complied with any terms and conditions associated with an approvedExemption.

75. Clause a. (5). The AMOs permanent record should list the details of all requestedExemptions, all associated records and documentation, and subsequent incorporationdetails. The system used to manage Exemptions should also be fully defined in the MMP orother controlled document.

76. Clause a. (6). This clause is self-explanatory.


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4.4 MAINTENANCE ORGANISATIONAL STRUCTURE

REGULATION 4.4.1 KEY APPOINTMENTS AND GROUPS WITHIN AN AMO


77. The philosophy for maintenance regulation follows the OPPDM model Organisation, People, Procedures, Data and Materiel. The first, Organisation, recognisesthe need for each organisation conducting maintenance on State aircraft and aeronauticalproduct to have an appropriate organisational structure. This organisational structure shouldprovide details of authority and responsibility for the activities conducted and appropriate forthe volume of work, thus facilitating a consistent and satisfactory quality of maintenance.

Cross References


a. Federal Aviation Regulations (FAR) 145.43; and

b. Joint Aviation Requirements (JAR) 145.70.


79. The organisational structure adopted for this regulation is based on a genericstructure derived from JAR 145. State Technical Airworthiness Regulation 4.5 (PersonnelRequirements) details the specific roles and responsibilities for position incumbents.

80. An organisation may adopt any titles to describe the appointments and groups withinan AMO. Where position titles do not align with the titles in this regulation, the correlationbetween the groups listed and the positions within the maintenance organisation will need tobe stated either directly or by reference in the MMP.

81. Individuals may be identified in more than one group, provided the responsibilities donot contravene any regulatory requirements. For example, a senior tradesperson could beidentified as a Maintenance Manager, Maintenance Inspector/Supervisor and an AuthorisedTradesperson.

82. Table 11 represents some of the organisational structures and cross relationshipspossible under the requirements of this regulation.


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Table 11 Organisational Structures and Cross Relationships

StateRegulation

RMAF/ARMY/NAVY FIRE & RESCUEDEPARTMENT

CIVIL (JARs)

AccountableManager (AM)

Commanding Officer /Officer Commanding

CommandingOfficer

Accountable Manager

SeniorMaintenanceManager (SMM)

Senior EngineeringOfficer (SENGO)

AviationEngineering Officer

Aircraft MaintenanceManager /WorkshopMaintenance Manager

Quality Manager(QM)

Eng Officer Quality Manager Quality Manager

MaintenanceManager (MM)

Aircraft MaintenanceOfficer , SNCO I/CWorkshop

AircraftMaintenance Officer, SNCO I/CWorkshop / LineSupervisor

Line SupervisorWorkshop Supervisor

Maintenance

Inspector/Supervisor MIS

Independent

Inspectors/ TradeSupervisors

Independent

Inspectors/ TradeSupervisors

Certifying Staff

AuthorisedTrades person

Aircraft/AvionicsTechnicians

Aircraft/AvionicsTechnicians

Maintenance Workforce,Aviation Trades persons

Non TechnicalPersonnel

Non TechnicalPersonnel inc.Personnel undertraining

Aviation Technician

Trainees

Maintenance Workforceother than Aviation

Tradespersons


83. Clause a. Applicants for certification as an AMO who do not use the titles andgroupings listed in this regulation will need to provide details of how the organisationalarrangements correlate with the titles and groups listed. This may be provided in conjunctionwith information satisfying Regulations 4.4.2 and 4.5.

REGULATION 4.4.2 DOCUMENTATION OF ORGANISATIONAL STRUCTURE


84. An appropriate organisational structure entails a management framework withinwhich the above key appointments and groups operate.


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Cross References

85. This regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations and reference:

a. Federal Aviation Regulations (FAR) 145.43; and

b. Joint Aviation Requirements (JAR) 145.30, 145.70.


86. The TAR recognises that the formal documentation of the AMO organisationalstructure has many beneficial management outcomes. Some of these outcomes will:

a. highlight key activities which need control and resources;

b. provide for definition, objectivity and orderly human resource managementwhich might otherwise become confused;

c. enable each member of the organisation to understand their roles andrelationships;

d. help identify, and thus eliminate, duplication of effort and unnecessaryactivity;

e. provide a practical means of allocation and control of resources;

f. permit objective measurement of results against agreed criteria;

g. facilitate the communication of data and instructions to people required toimplement action; and

h. enable rapid response to external pressures.


87. Clause a. The MMP, or another controlled document referenced by the MMP, shoulddefine where each group or position fits within the organisation and be intelligible to thoseresponsible for compliance assurance assessment.

REGULATION 4.4.3 MAINTENANCE SUPPORT NETWORKS


88. This regulation recognises that AMOs may not have sufficient internal resources orfacilities to carry out the desired scope and level of maintenance responsibilities and may

therefore contract the additional support required to external organisations. The utilisation ofexternal organisations to satisfy shortfalls is permitted under these regulations, provided thata formal management system is identified by the AMO and is acceptable to the TAR. For thepurpose of this regulation, the collective term used for these support organisations is


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Maintenance Support Network (MSN). The certification of the AMO is therefore based onan examination of the organisation and its management system as a whole.

Cross References

89. This regulation addresses the subjects embodied in the following civil and single

State airworthiness regulation and references:

a. Joint Aviation Requirements (JAR) 145.75(b);


90. This regulation mandates the requirement to define those external organisations thatregularly provide maintenance support to the AMO, or are essential in order for the AMO toundertake its assigned scope and level of maintenance. Where relevant AEO maintenancepublications or instructions routinely call for a requirement to be met by the AMO that isbeyond the AMOs internal resources, the AMO should have a system which defines theoutsourcing arrangements. Non-routine (ad hoc) maintenance requirements beyond thecapability of the AMO need not be addressed in this manner but must still be managed inaccordance with Regulation 4.4.3 b.

91. Where the AEO stipulates that another maintenance organisation is responsible formaintenance of a specific item in the maintenance policy for the aircraft or aeronauticalproduct, and the AMO is not contractually responsible for that maintenance, there is no needto include that organisation in the AMOs MSN.

92. Before identifying an external organisation as part of the MSN, or sub-contractingmaintenance of an ad hoc nature, the SMM should ensure that the intended organisationhas, or has access to, appropriate data, the correct tools, test equipment, facilities, and iscompetent to carry out the maintenance required. The scope of maintenance conducted byeach external organisation identified in the MSN needs to be defined, either directly or byreference, in the MMP, so that the TAR can assess maintenance capability.

93. The SMM assumes full responsibility for all maintenance performed by an externalorganisation not holding AMO status and/or identified as part of the MSN. Conversely, anorganisation holding AMO status and identified as part of the MSN for another AMO, acceptsthe responsibility for maintenance performed when acting under any MSN agreements. (Thecaveat to this is that, for an AMO to accept responsibility for maintenance performed by themas part of the MSN, the maintenance needs to be within the scope and level of its AMO

certification).

94. The regulations forbid an AMO independently outsourcing maintenance work that isbeyond the scope and level of its AMO certification. As these regulations may only beadministered via the Defence Act (for In-Service AMOs) and via contract law (for commercialAMOs) the only commercial organisations that will be certified as AMOs will be primeDefence contractors (ie those with whom the Malaysian Governments contracts directly).Any commercial organisation sub-contracted by a commercial AMO will be responsible tothe contracting AMO for the conduct of maintenance.


95. Clause a. The MMP needs to include, or provide a reference to another controlleddocument containing, the details of organisations the AMO utilises as its MSN. The details of


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the scope and level delegated or subcontracted to each organisation listed should also bestated.

96. Clause b. The AMO will need to demonstrate to the TAR that it both acceptsresponsibility for, and has a system in place to ensure, the technical integrity of workundertaken by its MSN.

97. Clause c. The AMO should establish and maintain a system that details howorganisations may become part of the Maintenance Support Network. This system may alsobe tailored to manage the selection of external organisations to perform maintenance on anad hoc basis. These instructions should, as a minimum, state:

a. how the capacity and capability of external organisations to supplymaintenance is assessed,

b. how the external organisation is tasked and provided with required data anddocumentation,

c. the quality assurance and technical integrity requirements for acceptingmaintenance performed by the external organisation, and

d. how ongoing assurance of technical integrity by the external organisation isachieved.

REGULATION 4.4.4 QUALITY MANAGEMENT SYSTEM


98. A Quality System is considered an integral part of good management practice formaintenance organisations. It provides a framework for managers to guide theirorganisations towards improved performance.

Cross References

99. This regulation addresses the subject embodied in the following civil and singleState airworthiness regulation and references:

a. ISO 9000:2000;

b. Joint Aviation Requirements JAR 145.65;

c. The following Military Organisation references address the requirements ofthis regulation:


100. AEOs are required to have formal accreditation to ISO 9000. A similar philosophy is

applied to AMOs, though the requirement is not as strict as for AEOs. For that reason, noexternal standard has been specified in the regulations. Rather, a looser requirement for asystem acceptable to the TAR has been stipulated to allow flexibility. There are, however,some basic minimum requirements of any system and these are listed in regulation clause b.


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The Quality System will be assessed for a satisfactory breadth and depth to support thescope and level of maintenance. Although the Quality System need not be third partycertified, such certification may provide a higher level of confidence. The Quality Systemmay also provide an organisational health monitoring capability to allow measurement ofmaintenance activity effectiveness.


101. Clause a. In addition to designating a Quality Manager (in accordance withRegulation 4.5.4) and the requirements of Clause b, a Quality System needs to have thefollowing characteristics (based on the ISO 9000-2000 standard) to be acceptable to theTAR:

a. documented procedures that spell out how the system operates;

b. a quality/business management review process involving seniormanagement;

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

d. be directed toward MMP compliance.

102. Clause b. The specific internal audit requirements are self-explanatory.

4.5 PERSONNEL REQUIREMENTS

REGULATION 4.5.1 MAINTENANCE AUTHORITY


103. Every person who plans, performs, supervises, inspects or certifies maintenanceneeds to be assigned the authority to do so. Within an AMO, this is called internalMaintenance Authority (MA). The assignment of internal MA should not be done in ahaphazard or unreliable manner but in a way that ensures that personnel authorised tomaintain and manage maintenance of State aircraft are competent to do so. This is thesecond element of the Organisation, People, Procedures, Data and Material (OPPDM)model People.

Cross References

104. This regulation addresses the subject embodied in the following civil and singleState airworthiness regulations and reference:

a. Federal Aviation Regulations (FAR) 145.39;

b. Joint Aviation Requirements (JAR) 145.30;


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105. A structured system for assessment of personnel and consequent assignment ofinternal Maintenance Authority gives confidence that maintenance is performed, supervisedand/or inspected only by competent and authorised individuals. The level of MaintenanceAuthority assigned to an individual should be adequate for the level of maintenance to beperformed. The AMO needs to provide evidence that personnel have the commensuratetraining, qualifications and experience for the level of Maintenance Authority assigned. Thedocumentation of this system provides formal evidence of the validity of assigned internalMaintenance Authority.

106. The SMM can assess any maintenance personnel at any level; however, whendelegating authority for assessment of maintenance personnel, the delegate should becompetent and sufficiently independent to ensure an unbiased assessment.


107. Clause a. The AMO will need to demonstrate to the TAR that it has a structuredsystem for assessment of personnel and consequent assignment of internal MaintenanceAuthority. The system for assignment of Maintenance Authority should include, as aminimum, the following:

a. assessment criteria for each maintenance position;

b. assessment method(s); and

c. length of authorisation.

108. Clause b. The administration of AMO personnel internal Maintenance Authorityrecords should be conducted in accordance with Regulation 5.2. (Maintenance Records,Documentation and Data).


REGULATION 4.5.2 ACCOUNTABLE MANAGER


110. For each AMO, an individual is to be identified to accept overall corporate authorityfor the organisation. This authority should embody the ability to effect changes within theorganisation to ensure that they remain committed to operating in support of the regulatoryrequirements of this manual. This responsibility includes the requirement to ensure that theAMO has all the necessary resources required to conduct maintenance within the scope andlevel defined in the AMO certification. For the purpose of these regulations, this individualwill be known as the Accountable Manager (AM).

Cross References

111. This regulation addresses the subject embodied in the following civil and singleState airworthiness regulation and reference:


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a. Joint Aviation Requirements (JAR) 145.5, 145.30a;


112. Although there are no specific identified criteria for the selection of the AM, theindividual fulfilling this position would be expected to have managerial and organisational

experience/qualifications commensurate to the basis on which AMO status is to be/wasawarded.

113. Under these regulations, the AM would normally be the Commanding Officer(CO)/Chief Executive Officer (CEO) who has overall responsibility and control of themaintenance organisation. For smaller maintenance organisations, the AM may be theSenior Maintenance Manager (SMM) where the separation of this authority is impractical.

114. Responsibilities. The AMs responsibilities include, but are not limited to, thefollowing:

a. ensuring that the AMO is competently and adequately resourced, orsupported through competent external organisations, to carry out all maintenanceactivities and management functions within the scope of the AMO authority;

b. ensuring, through a quality management system, that effective managementand control systems are established and maintained within the AMO to monitor andmaintain compliance with approved procedures, standards, and practices;

c. taking immediate action to resolve any issues which affect the AMOs abilityto provide the required quality of maintenance, or the basis on which AMO statuswas awarded; and

d. ensuring that the TAR and the Maintenance Authorising Office are notifiedimmediately, in writing, of any issues that effect the AMOs ability to provide therequired quality of maintenance, or the basis on which AMO status was awarded.


115. Clause a. The AMs details should be included as part of the AMO certificationapplication under Regulation 4.2.1.

REGULATION 4.5.3

SENIOR MAINTENANCE MANAGER (SMM)


116. Within each AMO an individual is to be identified as accepting overall responsibilityfor the maintenance function. This individual is responsible for maintaining airworthiness ofaircraft and/or aeronautical product in their charge, and accountable to the TAR through theAM. This individual will be known as the Senior Maintenance Manager.

Cross Reference

117. This regulation addresses the subject embodied in the following civil and singleState airworthiness regulations:


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a. Joint Aviation Requirements (JAR) 145.30a.


118. The SMM is the senior appointment with direct technical responsibility for allfunctions related to the maintenance performed by the AMO. The SMM needs to ensure that

all maintenance, supervision and inspection of work performed by, or on behalf of, the AMOis conducted by competent and authorised individuals (approved individuals, fororganisations operating as part of the Maintenance Support Network), in accordance withState approved standards and practices.

119. Should the size of the AMO be such, and the number of dispersed elements of theorganisation require it, a number of SMMs may be authorised. However, where there is morethan one SMM, a single SMM should be authorised to have overall responsibility for themaintenance function of the AMO. Each authorised SMM should be sufficiently competent toexercise the full range of authority of an SMM for the scope of their responsibility.

Acceptable Means of Compliance

Regulation 4.5.3

120. Clause a. The SMMs details should be included as part of the AMO certificationapplication under Regulation 4.2.1.


122. Clause c. Evidence of the SMMs competency may be provided by:

a. demonstration of their knowledge of how the AMOs Maintenance

Management System fulfils the regulatory requirements during compliance auditinterview; and/or

b. evidence of competence in relation to position selection criteria orCurriculumVitae.

123. Clause d. The SMMs understanding of the regulations may be demonstrated bytheir knowledge of how the AMOs Maintenance Management System fulfils the regulatoryrequirements during compliance audit interview.

124. Clause e. The MMP needs to include, or provide a reference to a controlleddocument containing, the SMMs responsibilities. These responsibilities should include, butnot be restricted to, the following:

a. advising the TAR (through the responsible AM and Maintenance AuthorisingOffice) of changes which affect the Organisations AMO certification;

b. ensuring that all maintenance activities carried out by AMO personnel areconducted, certified and recorded correctly;

c. ensuring that AMO maintenance personnel are authorised to perform

maintenance activities through an approved and documented system based on theevaluation of formal qualifications and experience;


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d. operating a system for the training, assessment, authorisation and periodicre-assessment of personnel;

e. ensuring the resources required to perform the maintenance (tools, GSEpublications, data, and specialist equipment etc) is sufficient, serviceable, calibrated(where appropriate) and up-to-date ;

f. nominating maintenance tasks to be performed, by duly authorised Non-Technical Personnel and Aircrew;

g. establishing and maintaining FOD control programs/systems; and

h. setting maintenance duty time limits.

REGULATION 4.5.4 QUALITY MANAGER


125. Each AMO must have an individual responsible for all quality matters relevant to theAMO. These responsibilities include managing and monitoring the organisations complianceto their documented quality control system and maintaining compliance assurance checksagainst these regulations. For the purpose of this regulation, this individual will be known asthe Quality Manager.

Cross References

126. This regulation addresses the subject embodied in the following civil and single

State airworthiness regulations and references:

a. Joint Aviation Requirements (JAR) 145.30a, 145.65;


127. The Quality Manager is responsible to the AM for all quality matters within the AMO.This includes monitoring the organisations compliance with both the organisations internalQuality Management System and with the regulatory requirements contained in this manual.

128. The Quality Manager position forms an integral part of the AMOs upper l evelmanagement structure. The incumbent would therefore require access to consult the AMand SMM directly on quality related issues. Examples of activities performed by the QualityManager are:

a. the preparation of quality plan(s), responsibility for preparing and maintainingquality records;

b. provide or recommend solutions through designated channels forimprovement in all areas of business and maintenance practices, and verify theimplementation of those solutions;

c. develop procedures to prevent the occurrence of any non-conformitiesrelating to maintenance practices, processes and established quality system(s);


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d. the identification and acquisition of any controls, processes, equipment(including inspection and test equipment), fixtures, resources and skills that may beneeded to achieve the required quality; and

e. conduct awareness programs in quality management throughout the businessenvironment.


129. Clause a. The name or appointment designation of the person who fulfils the QualityManager responsibilities should be stated, either in the MMP, the application for AMOcertification or other document available to the TAR. An AMO can have any number ofQuality Managers. The Quality Manager may conceivably be a part time duty for aMaintenance Manager, subject to quality management responsibilities being performed onlyon areas from which the manager is independent. Should an organisation elect to have morethan one Quality Manager, a senior Quality Manager may need to be authorised to co-ordinate the quality function.

130. Clauses b and c. The Quality Manager needs to have qualifications and experiencecommensurate with the roles and responsibilities associated with their position, andacceptable to the TAR. An example of the standard acceptable to the TAR for the selectionof Quality Manager is:

a. Formal Training:

b. Diploma/Advanced Diploma in Quality Management from a recognisedinstitution;

c. SIRIM or similarly accredited QA Certification and External (Lead) AuditorTraining; and

d. Formal training to Certificate III/Certificate IV standard in Quality Managementfrom a recognised institution may be suitable where the applicant has experience thatsignificantly exceeds the experience described below.

e. Experience:

f. Managing/Auditing Processes in an aircraft maintenance environment;

g. Documenting and Implementing a Quality System; and

h. Facilitating Quality Teams.

REGULATION 4.5.5 - MAINTENANCE MANAGER


131. For some AMOs it may be impractical to expect the SMM to personally manage allmaintenance activity performed within the organisation. To better facilitate the maintenancemanagement function within these organisations, individuals subordinate to the SMM may


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be authorised to manage specific maintenance responsibilities. For the purpose of theseregulations, these individuals will be known as Maintenance Managers.

Cross References

132. Reserve


133. The Maintenance Manager(s) will be authorised by the SMM and will be responsibleto the SMM for a particular section or function within an AMO. Maintenance Managers,operating within guidelines formally established by the SMM, provide a higher level ofmaintenance control than would be normally possible if the SMM performed this functionalone.

134. The SMM should ensure that the responsibilities of each Maintenance Manager areformally documented, either directly or by reference, in the MMP. These responsibilities area subset of the SMMs responsibilities, and they should be scoped to align with the specificduties delegated to, and the assessed competencies of, the Maintenance Manager(s). TheMaintenance Managers responsibilities include, but are not limited to, the following:

a. exercising technical management of sections under their control;

b. ensuring that maintenance personnel under their responsibility areappropriately trained, authorised and aware of their responsibilities;

c. ensuring that aircraft and aeronautical product maintenance is performed,

supervised and inspected in accordance with the relevant instructions, orders andpublications; and

d. ensuring all documentation is correctly completed in accordance withRegulation 5.2 (Maintenance Records, Documentation and Data).

135. A Maintenance Manager may also be authorised as a MaintenanceInspector/Supervisor or as an Authorised Tradesperson, subject to Regulations 4.5.6 to4.5.7.


136. Clause a. This clause is self-explanatory.

137. Clause b. The AMO should be able to demonstrate that there is a structured systemfor the appointment of MMs by the SMM. The system for MM appointment must detail theassessment process and assessment criteria.


139. Clause d. Each MM should be able to demonstrate a sound working knowledge ofthe organisations MMP. This, together with satisfactory selection and assessment criteria forMMs, should ensure adequate competency.


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140. Clause e. The system for MM assessment should detail the time period forreassessment as 12 months or less.

REGULATION 4.5.6 MAINTENANCE INSPECTOR/SUPERVISOR


141. Critical or complex maintenance tasks performed on State aircraft may requiresupervision, verification and/or inspection to confirm conformance with applicablemaintenance requirements. For the purpose of these regulations, personnel conductingthese functions need to be appropriately authorised and are identified as MaintenanceInspector/Supervisors.

Cross References

142. This regulation addresses the subject embodied in the following civil and singleState airworthiness regulations and reference:

143. Joint Aviation Requirements (JAR) 66.25, 66.30, 66.45;


144. For the purposes of the regulation, the term Maintenance Inspector/Supervisorapplies to all personnel with normal and direct maintenance task supervision and/ormaintenance inspection responsibilities. When supervised personnel carry out maintenanceunder normal supervision provisions, they remain responsible for the correctness andquality of any specific tasks performed by them. On the other hand, when the supervisor

assumes total responsibility for the correctness of specific tasks performed by personnelunder their supervision, this is referred to as direct supervision.

145. Examples of positions within maintenance organisations that would be classed asMaintenance Inspector/Supervisors are Independent Inspectors, Trade Supervisors,Maintenance Quality Inspectors and Self- Certifying Maintainers. These personnel areresponsible to the SMM for performing inspection and/or supervisory tasks on themaintenance performed by other maintenance personnel, or in the case of Self CertifyingMaintainers, maintenance performed by themselves.

146. Maintenance Inspector/Supervisors responsibilities are listed in organisation

procedural manual or MMP as Maintenance Quality Inspector, Independent Inspector, Self-Certifying Maintainer and Trade Supervisor responsibilities. In addition to this, aMaintenance Inspector/Supervisors responsibilities include, but are not limited to thefollowing:

a. supervising personnel performing maintenance;

b. ensuring that maintenance instructions are being correctly followed;

c. ensuring personnel performing maintenance make appropriate certificationsfor work they are supervising;

d. making required inspections of maintenance work performed by personnelwithin their supervision responsibilities;


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e. where applicable, ensuring that the maintenance action achieves the desiredoutcome; and

f. certifying for inspections and supervisory tasks completed by them.

147. A Maintenance Inspector/Supervisor may also be authorised to operate as an

Authorised Tradesperson; however, that person can only perform duties in one of thesecapacities at any given time. Maintenance Inspector/Supervisors should have assessmentsand authorisations conducted by the SMM formally recorded in an appropriate document.

148. In the case where a Maintenance Inspector/Supervisor is to be reassessed, anabbreviated reassessment may be conducted in lieu of a repeat of the full initialassessment. This form of reassessment should only be conducted where:

a. the candidates authorised scope has not increased since their previousassessment;

b. the candidate has performed well in their inspector/supervisor role since theirprevious assessment;

c. the abbreviated assessment is strictly conducted in accordance with aprocedure acceptable to the TAR and has been stated directly, or by reference, in theMMP; and

d. the documented procedure is cognisant of the specific level of authorisationfor which the candidate is being reassessed.

149. The term Maintenance Inspector/Supervisor does not apply to quality auditors oraircraft surveyors who may inspect or examine specific maintenance tasks, aircraft oraeronautical products to:

a. ensure that maintenance standards and procedures have been followed;and/or

b. assess the general condition of the aircraft or aeronautical products.


150. Clause a. The SMM will be responsible for authorising and certifying MaintenanceInspector/Supervisors. All assessments and authorisations need to be recorded in a formaldocument.


152. Clause c. The standard acceptable to the TAR for the selection of MaintenanceInspector/Supervisors is covered in MMP or organisation procedural manual under therequirements for Maintenance Quality Inspectors and Maintainers.

153. Clause d. A description of the procedure or process used to determine competencyshould ensure that the Maintenance Inspector/Supervisor has sufficient knowledge ofmaintenance, supervision and inspection process requirements as defined in relevant


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publications and procedures. The formal assessment may include real or hypotheticalsupervision and inspection scenarios and may be conducted by Maintenance Managersand/or other competent Maintenance Inspector/Supervisors, as determined by the SMM.

154. Clause e. All Maintenance Inspector/Supervisors need to be reassessed at leastevery twelve months. This reassessment process should be stated either directly, or byreference, in the MMP.

REGULATION 4.5.7 AUTHORISED TRADES PERSONS


155. All personnel performing maintenance on State aircraft need to be appropriatelyauthorised to perform the tasks associated with their duties. Personnel who perform handson maintenance tasks within an AMO need to be authorised by the SMM to allow the AMOto meet its maintenance obligations under the certified scope. For the purpose of thisregulation, these individuals will be known as Authorised Tradespersons.

Cross References

156. This regulation addresses the subject embodied in the following civil and singleState airworthiness regulation and reference:


b. The following Military Organisation address the requirements of thisregulation:

c. Organisation Procedural Manual


157. For the purposes of the regulations the term Authorised Tradesperson applies topersonnel who have satisfactorily completed a formal technical trade training course whichqualifies the individual to perform aircraft maintenance tasks, subject to task authorisation,associated with the relevant trade discipline. Although individuals have successfullycompleted the appropriate aircraft trade training, they will not be classified as an AuthorisedTradesperson until formally authorised by the SMM as being competent to performmaintenance on the aircraft type being maintained by the AMO.

158. The scope and level of maintenance tasks that an individual AuthorisedTradesperson may perform should be documented in an appropriate formal record, all re-authorisations of Authorised Tradespersons, conducted by the SMM, should also beappropriately documented as a formal record. For SAO organisations, an appropriate personother than the SMM may make authorisation entries in System School, providing the SMMsauthorisation is formally documented elsewhere.

159. The Authorised Tradespersons responsibilities are listed in MMP or organisationprocedural manual. In addition to this, the Authorised Tradespersons responsibilities include,but are not limited to the following:

a. performing maintenance only within their authorisation,


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b. performing maintenance only in accordance with approved procedures,

c. ensuring that maintenance instructions are complied with, and

d. making appropriate certifications for work they perform.

Acceptable Means of Compliance

Regulation 4.5.7

160. Clause a. All assessments and authorisations need to be recorded in a formaldocument by the AMO. The SMM might normally delegate the responsibility for assessingand authorising Authorised Tradespersons; however, this delegation will not absolve theSMMs responsibility to the TAR. The delegate needs to be authorised by the SMM and theauthorisation formally recorded.

161. Clause b. The assessment process for personnel to become AuthorisedTradespersons should be stated either directly or by reference in the MMP. The formalassessment may include real or hypothetical maintenance scenarios and may be conductedby authorised Maintenance Managers and/or other competent authorised MaintenanceInspector/Supervisors.

162. Clause c. The standard acceptable to the TAR for the selection and authorisation ofAuthorised Tradespersons is covered in the organisation procedural manual or MMP underthe requirements for Aircraft Tradespersons and the Aircraft Occupational Specification

163. Clause d. The assessment and authorisation process should ensure that AuthorisedTradespersons have sufficient trade knowledge, relevant and specific training, and arefamiliar to an acceptable level with relevant maintenance process requirements.

164. Clause e. All Authorised Tradespersons need to be reassessed at least every twelvemonths. This requirement should be stated as part of the assessment process. The SMMmight normally delegate the responsibility for reassessing and reauthorising AuthorisedTradespersons; however, this delegation will not absolve the SMMs responsibility to theTAR. The delegate needs to be authorised by the SMM and the authorisation formallyrecorded. Where an Authorised Tradesperson is to be reassessed, an abbreviatedreassessment may be conducted in lieu of a repeat of the full initial assessment. This formof reassessment should only be conducted where:

a. the candidates authorised scope has not increased since their previous

assessment;

b. the candidate has performed well in their Authorised Tradesperson role sincetheir previous assessment;

c. the abbreviated assessment is strictly conducted in accordance with aprocedure acceptable to the TAR and has been stated, either directly or byreference, in the MMP; and

d. the documented procedure makes reference to the specific level ofauthorisation for which the candidate is being reassessed.


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REGULATION 4.5.8 AIRCREW


165. Authorised technical personnel normally undertake State aircraft maintenance.However, when there are insufficient personnel available, such as during operations away

from the main maintenance facility, an SMM may authorise some maintenance tasks to beperformed by Aircrew members. This regulation allows an AMO to utilize appropriatelyauthorised Aircrew to perform, supervise and/or inspect maintenance on State aircraft.

Cross References

a. The following Military Organisation reference addresses the requirements ofthis regulation:

b. Organisation procedural manual.


166. Only appropriately trained, qualified and authorised Aircrew may, at the discretion ofthe SMM, perform defined maintenance tasks particular to the aircraft type they areauthorised to operate. For training and currency purposes, it would be necessary for Aircrewto perform Authorised Aircrew Maintenance Tasks at home base locations whereappropriately Authorised Tradespersons and Maintenance Inspectors/Supervisors areavailable to assist and supervise.

167. Prior to authorising Aircrew to perform maintenance, supervision and/or inspectiontasks, the SMM will need to identify the scope of tasks that can be performed by Aircrew andthe training/re-assessments required. This scope should be defined, either directly or byreference, in the MMP.

168. Normally, Aircrew will not have the same level of technical training as technicalmaintenance personnel nor the opportunity to retain the degree of currency required;however, any tasks identified as suitable for Aircrew to perform need to be carried out to thesame prescribed technical and professional standards. To meet this requirement, the SMMshould clearly identify, either directly or by reference, in the MMP, the assessment criteria

used when authorising an Aircrew member to perform maintenance on State aircraft.


169. Clause a. The SMM will be responsible for authorising and certifying Aircrew toperform maintenance. All assessments and authorisations should be recorded in a formaldocument by the AMO.

170. Clause b.This clause is self-explanatory.

171. Clause c.The assessment criteria used to authorise Aircrew to perform maintenancetasks need to take account of the complexity of the tasks and whether training is required.Tasks that individual Aircrew members are authorised to perform should be formallydocumented by the SMM in a suitable record.


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172. Clause d. This clause is self-explanatory.

REGULATION 4.5.9 NON-TECHNICAL PERSONNEL


173. Authorised technical personnel normally undertake State aircraft maintenance;however, under certain conditions, Non-Technical Personnel may be utilised to perform,supervise and/or inspect specific maintenance tasks. This regulation allows for theemployment of appropriately authorised Non-Technical Personnel to perform maintenancetasks prescribed by the AMO and defines any associated limitations.

Cross Reference

174. This regulation addresses the subject embodied in the following civil and singleState airworthiness regulation:

a. Federal Aviation Regulation (FAR) 145.39 Personnel Requirements.

b. The following Military Organisation reference addresses the requirements ofthis regulation:

c. Organisation procedural manual.


175. For the purpose of this regulation, the term Non-Technical Personnel generallyrelates to personnel employed in a maintenance area that do not have recognised aircraft oravionics trade qualifications. More specifically, Non-Technical Personnel includes, but is notlimited to, the following personnel:

a. apprentices/trainees of all aviation trades;

b. a person who holds a non aviation trade qualification;

c. process workers without aviation trade qualifications; and

d. stores and other suitable AMO personnel.

176. The scope of maintenance that can be performed by Non-Technical Personnelshould be defined by the SMM and documented either directly or by reference in the AMOsMMP. This allows all personnel visibility of these tasks and permits consistent application ofnon-technical labour. The considerations required when selecting maintenance tasks asbeing suitable for the application of non-technical labour include, but are not limited to, thefollowing:

a. task technical complexity,

b. task training requirements,


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c. task competencies and currencies required,

d. any associated security issues, and

e. any environmental considerations.

177. The SMM needs to identify the criteria to be used prior to assessing Non-TechnicalPersonnel and authorizing them to perform any identified maintenance and/or supervisorytasks. As part of the authorisation process, the SMM needs to ensure that all assessmentsand authorisations are documented in a formal record.

178. Under particular circumstances determined by the SMM, Non-Technical Personnelmay be employed as Maintenance Inspector/Supervisors to perform supervision; however,at no stage should Non-Technical Personnel assume total responsibility for the correctnessand quality of tasks performed by personnel under their supervision. Non-TechnicalPersonnel should only perform supervisory tasks on technical equipment for which they havecompleted the appropriate job-specific training and are currently authorised by the SMM.

179. Non-Technical Personnel responsibilities may include, but are not limited to, thefollowing:

a. carry out maintenance tasks for which they have been formally authorised bythe SMM;

b. correctly and progressively document all maintenance activities in accordancewith Regulation 5.1.5 (Maintenance Certification);

c. immediately notify an appropriate Authorised Tradesperson orMaintenance/Inspector Supervisor if they suspect that there is an anomaly in theprocess they are performing or in the equipment they are maintaining;

d. seek advice from either an Authorised Tradesperson, Maintenance InspectorSupervisor or Maintenance Manager on the serviceability and authenticity of partsand materials if any anomalies are suspected; and

e. abide by all maintenance task requirements.


180. Clause a.The SMM will be responsible for authorising Non-Technical Personnel. Allassessments and authorisations need to be recorded in a formal AMO document.

181. Clause b.Appropriately trained, qualified and authorised Non-Technical Personnelmay only perform defined maintenance tasks when authorised to do so by the SMM. Theindividual Non-Technical Personnel authorisations (and re-authorisations) should berecorded in an appropriate controlled document.

182. Clause c. The assessment process needs to ensure that Non-Technical Personnel

have sufficient knowledge of, and skill in, maintenance, supervision and inspection processrequirements as defined in relevant publications and procedures.


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183. Clause d. This clause is self-explanatory.

REGULATION 4.5.10 HUMAN FACTORS IN MAINTENANCE


184. Human factors are commonly reported as related causes of maintenance accidentsand incidents. The AM has an obligation both to the TAR and the organisations personnel,to mitigate the effect on maintenance caused by human factors. To this end, an AM isresponsible to the TAR for ensuring that only personnel whose performance is notadverselyaffected, either physiologically or psychologically, perform maintenance. The management ofhuman factors and the development of a culture supporting voluntary disclosure ofpotentially detrimental personal conditions of AMO personnel reduces the chances of thetechnical integrity of State aircraft becoming compromised. This regulation identifies theAMOs responsibilities for the effective management of Human Factors.

Cross References


a. Joint Aviation requirements (JAR) 66.50; and

b. The following Military Organisation reference addresses the requirements ofthis regulation:

c. Organisation procedural manual.


186. As well as identifying the requirement for a human factors management system theTAR expects AMOs to have procedures covering the following:

a. working hours and rosters;

b. human factor awareness programs; and

c. open (blameless) reporting to foster a culture within the AMO that discloses,to the appropriate authorities, any personal condition (observed or experienced) thathas thepotential to adversely affect technical airworthiness.

187. Maintenance Managers and supervisors need to be cognisant of the effects onpersonnel by work duty times and rosters. The policy on the principles for Duty and RestPeriods shall be defined organisation procedural manual. In addition to fatigue, maintenancemanagers and personnel need to be aware of other conditions that adversely affectperformance, such as stress, anxiety and medical and non-medical use of drugs.

188. Authority for Duty period extensions is also detailed in organisation proceduralmanual. The SMM should ensure the AM is aware of the need to work extended hours.


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189. Clauses a, c and d.The AMO should have a system for the management of HumanFactors in Maintenance that supports, as a minimum, the following:

a. the responsibility of all AMO personnel to notify their immediate supervisor

should they be, or suspect any other person of to be, under the influence of drugs(prescription or otherwise) or alcohol that may adversely affect the performance oftheir duties;

b. the responsibility of all AMO personnel to notify their immediate superiorshould they have, or suspect any other person of having, any physiological orpsychological condition that may adversely affect the performance of their duties;

c. the requirement for supervisors who identify a person whom they believe isimpaired to immediately remove the person from the task at hand, to ensure correctprocedures are implemented for the return of tools, foreign object control and

completion of maintenance documentation and to consider any requirement forchecking work recently completed by that person; and

d. where shift work is required, the SMM should manage a roster system thattakes into account adequate maintenance personnel rest and recuperation periods.Commercial AMOs should conform to Federal or State policy guidelines. For Serviceunits, the following references provide guidance:

(1). StateMaintenance Organisat ions.AMs and SMMs should conformto the work limits specified in SAO department instruction; and

(2). Embarked Organisat ions.AMs and SMMs should conform to thework limits specified by the Commanding Officer local Instruction.

190. Clause b.This clause is self-explanatory.

4.6 FACILITIES

REGULATION 4.6.1 APPROVED MAINTENANCE ORGANISATION FACILITIES


191. Facility requirements are an integral part of State aircraft and aeronautical productmaintenance. Correct facilities will improve the technical airworthiness and workenvironment aspects of maintenance conducted. Conversely, incorrect or inadequatefacilities may result in below standard maintenance practices and/or damage to theaircraft/aeronautical product being maintained. Special considerations should be given toStorage Facilities due to the impact they have on technical airworthiness, with respect topreventing deterioration and providing security. To ensure that only appropriate facilities areutilised, the TAR will assess AMO facilities for adequacy with respect to the scope and levelof maintenance performed.


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Cross References

192. This regulation addresses the subjects embodied in the following civil and singleState airworthiness regulations and reference:

a. Federal Aviation Regulations FAR 145.35;

b. Joint Aviation Requirements JAR 145.25;

c. The following SAO department instruction reference addresses therequirements of this regulation:

d. Organisation Procedural Manual


193. For the purposes of the regulations, facilities are defined as fixed plant, hardstands,buildings or other structures that serve to house, store and secure aircraft and/oraeronautical product including associated equipment, instructions, data and documentation.

194. These regulations do not replace the requirement for an AMO to comply withGovernment or other applicable authority regulations and legislation (with respect tofacilities). The TAR would expect AMOs to meet, and have documented proof of compliancewith, all applicable Occupational Health and Safety and Environmental Protection Agencyrequirements.

195. As part of an AMO submission, the TAR requires a general description of the AMOs

facilities that it intends to use to perform maintenance on State aircraft and/or aeronauticalproduct in order to determine adequacy. The description of facilities should becomprehensive enough to allow the TAR to determine their adequacy with respect the scopeand level of maintenance to be conducted. After certification as an AMO, the facilitiesdescription should be maintained as a controlled document and amended to reflect anychanges to the maintenance facilities.

196. Where the AMO proposes to utilise a facility not previously authorised as part of theirAMO certification process, they should ensure that the proposal:

a. supports the level and scope of maintenance being (or to be) performed;

b. is formally submitted to the TAR via the relevant Maintenance AuthorisingOffice; and

c. is formally accepted by the TAR prior to the commencement of maintenancein the proposed facility.

197. In addition to the general facilities requirements, the AMO needs to be cognisant ofthe storage requirements for aeronautical product and associated documentation for whichthey are responsible. The AMO should be able to prove to the TAR that the storage facility

requirements determined by the relevant AEO are applied. Where the AEO does not specifystorage requirements, the manufacturers and/or national standards should be adhered to.


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198. Clause a. The assessment of a maintenance organisation by the TAR will examinethe characteristics of the nominated facilities to determine that, as a minimum, they:

a. provide appropriate working space for the performance of maintenance within

the assigned scope and level;

b. assure that the aircraft and/or aeronautical product being maintained are keptsecure and protected from any adverse environmental conditions;

c. promote and protect the physical safety, efficiency and comfort of all theorganisations employees so as to not impair the quality of work performed or theability for employees to safely and effectively perform their duties;

d. provide adequate office accommodation for the effective management andplanning of maintenance appropriate for the scoped activities;

e. provide adequate protection of maintenance documentation, data, instructionsand records to prevent deterioration; an

section 4 leaflet 1

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