CAR -Civil Aviation requirement 145
Definition-: COMMANDAR WORKING-: Typical tasks that may be certified and/or carried out by the commander holding an
ATPL or CPL are minor maintenance or simple checks included in the following
list:
(a) Replacement of internal lights, filaments and flash tubes.
(b) Closing of cowlings and re-fitment of quick access inspection panels.
(c) Role changes e.g. stretcher fit, dual controls, FLIR, doors, photographic
equipment etcTypical tasks that may be certified and/or carried out by the commander holding an
ATPL or CPL are minor maintenance or simple checks included in the following
list:
(a) Replacement of internal lights, filaments and flash tubes.
(b) Closing of cowlings and re-fitment of quick access inspection panels.
(c) Role changes e.g. stretcher fit, dual controls, FLIR, doors, photographic
equipment etc Inspection for and removal of de-icing/anti-icing fluid residues, including
removal/ closure of panels, cowls or covers that are easily accessible but not
requiring the use of special tools.
(e) Any check / replacement involving simple techniques consistent with this
AMC and as agreed by DGCA.
(ii) Holders of a valid Flight engineer’s licence on the aircraft type may only exercise
this limited certification authorisation privilege when performing the duties of a
flight engineer.
In addition to paragraph 2(i) (a) to (e) other typical minor maintenance or simple
defect rectification tasks that may be carried out are included in the following list:
a. Replacement of wheel assemblies.
b. Replacement of simple emergency equipment that is easily accessible.
c. Replacement of ovens, boilers and beverage makers.
d. Replacement of external lights.
e. Replacement of passenger and cabin crew seat belts and harnesses
f. Simple replacement of overhead storage compartment doors and cabin
Furnishing items.
g. Replacement of static wicks.
h. Replacement of aircraft main and APU aircraft batteries.
i. Replacement of in flight entertainment system components other than public
address.
j. The de-activation only of sub-systems and aircraft components as permitted
by the operator's minimum equipment list where such deactivation is agreed
by DGCA as a simple task.
k. Re-setting of tripped circuit breakers under the guidance of
maintenance control.
l. Any other simple task as agreed by DGCA as a simple task for a particular
aircraft type.
Note:
(i) ‘Large Aircraft’ means an aircraft, classified as an aeroplane with a maximum take-
off mass of more than 5700 kg, or a multi engined helicopter.
(ii) ‘Certifying staff’ means personnel responsible for the release of an Aircraft or a
component after maintenance.
(iii) Maintenance’ means any one or combination of overhaul, repair, inspection,
replacement, modification or defect rectification of an aircraft or component, with the
exception of pre-flight inspection;
(iv) Organisation’ means a natural person, a legal person or part of a legal person.
Such an organisation may hold more than one CAR 145 approval;
(v) ‘Pre-flight inspection’ means the inspection carried out before flight to ensure that
the aircraft is fit for the intended flight;
(vi) Component’ means any engine, propeller, part or appliance.
(vii) A complex motor powered aircraft means:
(1) An aeroplane:
(i) Above 5700 Kg MTOM, or(ii). Certificated for more than 19 seated passengers, or
(iii). Certificated for operation with at least 2 pilots, or
(iv). Equipped with turbojet engine(s) or more than 1 turboprop engine.
(2) A helicopter:
(i). Above 3175 Kg MTOM, or
(ii) Certificated for more than 9 seated passengers, or
(iii) Certificated for operation with at least 2 pilots, or
(3) A tilt rotor aircraft. 2) category-:(ii). Certificated for more than 19 seated passengers, or
(iii). Certificated for operation with at least 2 pilots, or
(iv). Equipped with turbojet engine(s) or more than 1 turboprop engine.
(2) A helicopter:
(i). Above 3175 Kg MTOM, or
(ii) Certificated for more than 9 seated passengers, or
(iii) Certificated for operation with at least 2 pilots, or
(3) A tilt rotor aircraft. QUALITY AUDIT ENGINEER-:. The "quality audit engineer" should have similar qualifications and status to the
"maintenance engineer" for reasons of credibility, unless he/she has a proven
track-record in aircraft quality assurance, in which case some reduction in
the extent of maintenance qualifications may be permitted. TYPES OF CATEGORY C-:ATA specification 2200 chapter for the category C
component rating. If the maintenance manual (or equivalent document) does not follow
the ATA Chapters, the corresponding subjects still apply to the applicable C rating.
CLASS RATING ATA CHAPTERS
COMPONENTS OTHER
THAN COMPLETE
ENGINES OR APUs
C1 Air Cond & Press 21
C2 Auto Flight 22
C3 Comms and Nav 23 - 34
C4 Doors – Hatches 52
C5 Electrical Power and lights 24 –33- 85
C6 Equipment 25 – 38 -44 – 45 -50
C7 Engine – APU 49 - 71 - 72 - 73 - 74 - 75 - 76
- 77 - 78 - 79 - 80 - 81 - 82 -83
C8 Flight Controls 27 - 55 - 57.40 - 57.50 -57.60
- 57.70
C9 Fuel – Airframe 28 -47
C10 Helicopters – Rotors 62 - 64 - 66 – 67
C11 Helicopter – Trans 63 – 65
C12 Hydraulic power 29
C13 Indicating/Recording
System
31 -42 -46
C14 Landing Gear 32
C15 Oxygen 35
C16 Propellers 61
C17 Pneumatic & Vacuum 36 – 37
C18 Protection ice/ rain/fire 26 – 30
C19 Windows 56
C20 Structural 53 - 54 - 57.10 - 57.20 - 57.30
C21 Water Ballast 41
C22 Propulsion Augmentation 84. HUMAN FACTOR DEFINITION-:‘Human factors’ means principles which apply to aeronautical design, certification,
training, operations and maintenance and which seek safe interface between the
human and other system components by proper consideration of human
performance. ‘Human performance’ means human capabilities and limitations which
have an impact on the safety and efficiency of aeronautical operations. MOST IMPORTANT DEFINITION-: Managers are able to properly manage the work output, processes, resources and
priorities described in their assigned duties and responsibilities in a safe compliant
manner in accordance with regulations and organisation procedures. — Planners are able to interpret maintenance requirements into maintenance tasks, and
have an understanding that they have no authority to deviate from the maintenance
data.
— Supervisors are able to ensure that all required maintenance tasks are carried out
and, where not completed or where it is evident that a particular maintenance task
cannot be carried out to the maintenance data, then such problems will be reported to
the 145.A.30(c) person for appropriate action. In addition, for those supervisors, who
also carry out maintenance tasks, that they understand such tasks should not be
undertaken when incompatible with their management responsibilities.
— Mechanics are able to carry out maintenance tasks to any standard specified in the
maintenance data and will notify supervisors of defects or mistakes requiring
rectification to re-establish required maintenance standards.
— Specialised services staff are able to carry out specialised maintenance tasks to the
standard specified in the maintenance data. They should be able to communicate
with supervisors and report accurately when necessary.
— Support staff are able to determine that relevant tasks or inspections have been
carried out to the required standard.
— Certifying staff are able to determine when the aircraft or aircraft component is ready
to release to service and when it should not be released to service.
— Quality audit staff is able to monitor compliance with CAR -145 identifying non-
compliance in an effective and timely manner so that the organisation may remain in
compliance with CAR -145. ONE OFF AUTHORISATION-: A one-off authorisation should only be considered for issue by the quality department
of the contracted organisation after it has made a reasoned judgment that such a
requirement is appropriate under the circumstances and at the same time
maintaining the required airworthiness standards. The organisation’s quality
department will need to assess each situation individually prior to the issuance of a
one-off authorization. In those situations where the requirement for a one off authorisation to issue a CRS for a
task on an aircraft type for which certifying staff does not hold a type-rated authorisation
has been identified, the following procedure is recommended:
1. Flight crew should communicate details of the defect to the operator’s
supporting maintenance organisation with full details of the defect. If necessary the
supporting maintenance organisation will then request the use of a one off
authorisation from the quality department.
2. When issuing a one off authorisation, the quality department of the organisation
should verify that:
(a) Full technical details relating to the work required to be carried out have been
established and passed to the certifying staff.
(b) The organisation has an approved procedure in place for coordinating and
controlling the total maintenance activity undertaken at the location under the
authority of the one off authorisation.
(c) The person to whom a one-off Authorisation is issued has been provided all the
necessary information and guidance relating to maintenance data and any
special technical instructions associated with the specific task undertaken. A
detailed step by step worksheet has been defined by the organisation,
communicated to the one off authorisation holder.
(d) The person holds authorisations of equivalent level and scope on other aircraft
type of similar technology, construction and systems.
3. The one off authorisation holder should sign off the detailed step by step worksheet
when completing the work steps. The completed tasks should be verified by visual
examination and/or normal system operation upon return to an appropriately
approved CAR-145 maintenance facility. HUMAN FACTOR TRAINING-:(Training syllabus for initial human factors training)
The training syllabus below identifies the topics and subtopics to be addressed
during the human factors training. The maintenance organisation may combine, divide, and change the order of any
subject of the syllabus to suit its own needs, so long as all subjects are covered to a
level of detail appropriate to the organisation and its personnel.
Some of the topics may be covered in separate training (health and safety,
management, supervisory skills, etc.) in which case duplication of training is not
necessary.
Where possible, practical illustrations and examples should be used, especially accident
and incident reports.
Topics should be related to existing legislation, where relevant. Topics should be related
to existing guidance/ advisory material, where relevant (e.g. ICAO Human Factors
Digests and Training Manual).
Topics should be related to maintenance engineering where possible; too much
unrelated theory should be avoided.
1 General /Introduction to Human Factors
1.1 Need to address human factors
1.2 Statistics
1.3 Incidents
2 Safety Culture / Organisational factors
3 Human Error
3.1 Error models and theories
3.2 Types of errors in maintenance tasks
3.3 Violations
3.4 Implications of errors
3.5 Avoiding and managing errors
3.6 Human reliability
4 Human performance & limitations
4.1 Vision
4.2 Hearing
4.3 Information-processing
4.4 Attention and perception
4.5 Situational awareness
4.6 Memory
4.7 Claustrophobia and physical access
4.8 Motivation
4.9 Fitness/Health
4.10 Stress
4.11 Workload management. 4.13 Alcohol, medication, drugs
4.14 Physical work
4.15 Repetitive tasks / complacency
5 Environment
5.1 Peer pressure
5.2 Stressors
5.3 Time pressure and deadlines
5.4 Workload
5.5 Shift Work
5.6 Noise and fumes
5.7 Illumination
5.8 Climate and Temperature
5.9 Motion and vibration
5.10 Complex systems
5.11 Hazards in the workplace
5.12 Lack of manpower
5.13 Distractions and interruptions
6 Procedures, information, tools and practices
6.1 Visual Inspection
6.2 Work logging and recording
6.3 Procedure – practice / mismatch / norms
6.4 Technical documentation – access and quality
6.5. Critical maintenance tasks and error-capturing methods (independent
inspection, re inspection, etc.)
7 Communication
7.1 Shift / Task handover
7.2 Dissemination of information
7.3 Cultural differences
8 Teamwork
8.1 Responsibility
8.2 Management, supervision and leadership
8.3 Decision making
9 Professionalism and integrity
9.1 Keeping up to date; currency
9.2 Error provoking behaviour
9.3 Assertiveness. 10 Organisation’s Human Factor program
10.1 Reporting errors
10.2 Disciplinary policy
10.3 Error investigation
10.4 Action to address problems
10.5feedback.
(i) ‘Large Aircraft’ means an aircraft, classified as an aeroplane with a maximum take-
off mass of more than 5700 kg, or a multi engined helicopter.
(ii) ‘Certifying staff’ means personnel responsible for the release of an Aircraft or a
component after maintenance.
(iii) Maintenance’ means any one or combination of overhaul, repair, inspection,
replacement, modification or defect rectification of an aircraft or component, with the
exception of pre-flight inspection;
(iv) Organisation’ means a natural person, a legal person or part of a legal person.
Such an organisation may hold more than one CAR 145 approval;
(v) ‘Pre-flight inspection’ means the inspection carried out before flight to ensure that
the aircraft is fit for the intended flight;
(vi) Component’ means any engine, propeller, part or appliance.
(vii) A complex motor powered aircraft means:
(1) An aeroplane:
(i) Above 5700 Kg MTOM, or(ii). Certificated for more than 19 seated passengers, or
(iii). Certificated for operation with at least 2 pilots, or
(iv). Equipped with turbojet engine(s) or more than 1 turboprop engine.
(2) A helicopter:
(i). Above 3175 Kg MTOM, or
(ii) Certificated for more than 9 seated passengers, or
(iii) Certificated for operation with at least 2 pilots, or
(3) A tilt rotor aircraft. 2) category-:(ii). Certificated for more than 19 seated passengers, or
(iii). Certificated for operation with at least 2 pilots, or
(iv). Equipped with turbojet engine(s) or more than 1 turboprop engine.
(2) A helicopter:
(i). Above 3175 Kg MTOM, or
(ii) Certificated for more than 9 seated passengers, or
(iii) Certificated for operation with at least 2 pilots, or
(3) A tilt rotor aircraft. QUALITY AUDIT ENGINEER-:. The "quality audit engineer" should have similar qualifications and status to the
"maintenance engineer" for reasons of credibility, unless he/she has a proven
track-record in aircraft quality assurance, in which case some reduction in
the extent of maintenance qualifications may be permitted. TYPES OF CATEGORY C-:ATA specification 2200 chapter for the category C
component rating. If the maintenance manual (or equivalent document) does not follow
the ATA Chapters, the corresponding subjects still apply to the applicable C rating.
CLASS RATING ATA CHAPTERS
COMPONENTS OTHER
THAN COMPLETE
ENGINES OR APUs
C1 Air Cond & Press 21
C2 Auto Flight 22
C3 Comms and Nav 23 - 34
C4 Doors – Hatches 52
C5 Electrical Power and lights 24 –33- 85
C6 Equipment 25 – 38 -44 – 45 -50
C7 Engine – APU 49 - 71 - 72 - 73 - 74 - 75 - 76
- 77 - 78 - 79 - 80 - 81 - 82 -83
C8 Flight Controls 27 - 55 - 57.40 - 57.50 -57.60
- 57.70
C9 Fuel – Airframe 28 -47
C10 Helicopters – Rotors 62 - 64 - 66 – 67
C11 Helicopter – Trans 63 – 65
C12 Hydraulic power 29
C13 Indicating/Recording
System
31 -42 -46
C14 Landing Gear 32
C15 Oxygen 35
C16 Propellers 61
C17 Pneumatic & Vacuum 36 – 37
C18 Protection ice/ rain/fire 26 – 30
C19 Windows 56
C20 Structural 53 - 54 - 57.10 - 57.20 - 57.30
C21 Water Ballast 41
C22 Propulsion Augmentation 84. HUMAN FACTOR DEFINITION-:‘Human factors’ means principles which apply to aeronautical design, certification,
training, operations and maintenance and which seek safe interface between the
human and other system components by proper consideration of human
performance. ‘Human performance’ means human capabilities and limitations which
have an impact on the safety and efficiency of aeronautical operations. MOST IMPORTANT DEFINITION-: Managers are able to properly manage the work output, processes, resources and
priorities described in their assigned duties and responsibilities in a safe compliant
manner in accordance with regulations and organisation procedures. — Planners are able to interpret maintenance requirements into maintenance tasks, and
have an understanding that they have no authority to deviate from the maintenance
data.
— Supervisors are able to ensure that all required maintenance tasks are carried out
and, where not completed or where it is evident that a particular maintenance task
cannot be carried out to the maintenance data, then such problems will be reported to
the 145.A.30(c) person for appropriate action. In addition, for those supervisors, who
also carry out maintenance tasks, that they understand such tasks should not be
undertaken when incompatible with their management responsibilities.
— Mechanics are able to carry out maintenance tasks to any standard specified in the
maintenance data and will notify supervisors of defects or mistakes requiring
rectification to re-establish required maintenance standards.
— Specialised services staff are able to carry out specialised maintenance tasks to the
standard specified in the maintenance data. They should be able to communicate
with supervisors and report accurately when necessary.
— Support staff are able to determine that relevant tasks or inspections have been
carried out to the required standard.
— Certifying staff are able to determine when the aircraft or aircraft component is ready
to release to service and when it should not be released to service.
— Quality audit staff is able to monitor compliance with CAR -145 identifying non-
compliance in an effective and timely manner so that the organisation may remain in
compliance with CAR -145. ONE OFF AUTHORISATION-: A one-off authorisation should only be considered for issue by the quality department
of the contracted organisation after it has made a reasoned judgment that such a
requirement is appropriate under the circumstances and at the same time
maintaining the required airworthiness standards. The organisation’s quality
department will need to assess each situation individually prior to the issuance of a
one-off authorization. In those situations where the requirement for a one off authorisation to issue a CRS for a
task on an aircraft type for which certifying staff does not hold a type-rated authorisation
has been identified, the following procedure is recommended:
1. Flight crew should communicate details of the defect to the operator’s
supporting maintenance organisation with full details of the defect. If necessary the
supporting maintenance organisation will then request the use of a one off
authorisation from the quality department.
2. When issuing a one off authorisation, the quality department of the organisation
should verify that:
(a) Full technical details relating to the work required to be carried out have been
established and passed to the certifying staff.
(b) The organisation has an approved procedure in place for coordinating and
controlling the total maintenance activity undertaken at the location under the
authority of the one off authorisation.
(c) The person to whom a one-off Authorisation is issued has been provided all the
necessary information and guidance relating to maintenance data and any
special technical instructions associated with the specific task undertaken. A
detailed step by step worksheet has been defined by the organisation,
communicated to the one off authorisation holder.
(d) The person holds authorisations of equivalent level and scope on other aircraft
type of similar technology, construction and systems.
3. The one off authorisation holder should sign off the detailed step by step worksheet
when completing the work steps. The completed tasks should be verified by visual
examination and/or normal system operation upon return to an appropriately
approved CAR-145 maintenance facility. HUMAN FACTOR TRAINING-:(Training syllabus for initial human factors training)
The training syllabus below identifies the topics and subtopics to be addressed
during the human factors training. The maintenance organisation may combine, divide, and change the order of any
subject of the syllabus to suit its own needs, so long as all subjects are covered to a
level of detail appropriate to the organisation and its personnel.
Some of the topics may be covered in separate training (health and safety,
management, supervisory skills, etc.) in which case duplication of training is not
necessary.
Where possible, practical illustrations and examples should be used, especially accident
and incident reports.
Topics should be related to existing legislation, where relevant. Topics should be related
to existing guidance/ advisory material, where relevant (e.g. ICAO Human Factors
Digests and Training Manual).
Topics should be related to maintenance engineering where possible; too much
unrelated theory should be avoided.
1 General /Introduction to Human Factors
1.1 Need to address human factors
1.2 Statistics
1.3 Incidents
2 Safety Culture / Organisational factors
3 Human Error
3.1 Error models and theories
3.2 Types of errors in maintenance tasks
3.3 Violations
3.4 Implications of errors
3.5 Avoiding and managing errors
3.6 Human reliability
4 Human performance & limitations
4.1 Vision
4.2 Hearing
4.3 Information-processing
4.4 Attention and perception
4.5 Situational awareness
4.6 Memory
4.7 Claustrophobia and physical access
4.8 Motivation
4.9 Fitness/Health
4.10 Stress
4.11 Workload management. 4.13 Alcohol, medication, drugs
4.14 Physical work
4.15 Repetitive tasks / complacency
5 Environment
5.1 Peer pressure
5.2 Stressors
5.3 Time pressure and deadlines
5.4 Workload
5.5 Shift Work
5.6 Noise and fumes
5.7 Illumination
5.8 Climate and Temperature
5.9 Motion and vibration
5.10 Complex systems
5.11 Hazards in the workplace
5.12 Lack of manpower
5.13 Distractions and interruptions
6 Procedures, information, tools and practices
6.1 Visual Inspection
6.2 Work logging and recording
6.3 Procedure – practice / mismatch / norms
6.4 Technical documentation – access and quality
6.5. Critical maintenance tasks and error-capturing methods (independent
inspection, re inspection, etc.)
7 Communication
7.1 Shift / Task handover
7.2 Dissemination of information
7.3 Cultural differences
8 Teamwork
8.1 Responsibility
8.2 Management, supervision and leadership
8.3 Decision making
9 Professionalism and integrity
9.1 Keeping up to date; currency
9.2 Error provoking behaviour
9.3 Assertiveness. 10 Organisation’s Human Factor program
10.1 Reporting errors
10.2 Disciplinary policy
10.3 Error investigation
10.4 Action to address problems
10.5feedback.
Comments
Post a Comment