APPROVED MAINTENANCE ORGANISATIONS

AIR NAVIGATION ORDER

VERSION : 4.0
DATE OF IMPLEMENTATION : 25-11-2024
OFFICE OF PRIME INTEREST : AIRWORTHINESS DIRECTORATE

ANO-145-AWRG Version-4.0
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DOCUMENT CHANGE RECORD

Date Pages
Ver. # Reason for Change
Applicable Affected
Page 1, 67 &
68 of Section-
Approval validity changed to 12 months
3.1 13-09-2021 A and
in line with CARs 1994
Page 5 of
Section-B
 In compliance with new format
 Definitions of findings have been
4.0 25-11-2024 referred to enforcement manual All
 Requirement of submission of
Root Cause Analysis

RECORD OF CORRIGENDA

CORRIGENDA
Ver. Date of
Date Entered Page # Para # Correction
# Issue

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TABLE OF CONTENTS

DOCUMENT CHANGE RECORD .......................................................................................... i

RECORD OF CORRIGENDA................................................................................................. i
TABLE OF CONTENTS ........................................................................................................ ii
FOREWORD........................................................................................................................ iv
LIST OF EFFECTIVE PAGES……………………………………………………………………...vi
SECTION A: TECHNICAL REQUIREMENTS ....................................................................... 1
ANO 145.A.1 General......................................................................................................... 1
ANO 145.A.2 Authority ....................................................................................................... 1
ANO 145.A.3 Implementation ............................................................................................. 1
ANO 145.A.5 Applicability................................................................................................... 1
ANO 145.A.10 Scope ........................................................................................................... 1
ANO 145.A.15 Application .................................................................................................... 4
AMC 145.A.15 Application .................................................................................................... 4
ANO 145.A.20 Terms of Approval ........................................................................................ 4
ANO 145.A.25 Facility Requirements ................................................................................... 6
ANO 145.A.30 Personnel Requirements .............................................................................. 7
ANO 145.A.35 Certifying staff and Support staff ................................................................. 29
ANO 145.A.40 Equipment, tools and material ..................................................................... 34
ANO 145.A.42 Acceptance of components ......................................................................... 35
ANO 145.A.45 Maintenance data ....................................................................................... 38
ANO 145.A.47 Production Planning .................................................................................... 43
ANO 145.A.50 Certification of maintenance ........................................................................ 44
ANO 145.A.55 Maintenance Records ................................................................................. 53
ANO 145.A.60 Occurrence Reporting ................................................................................. 54
ANO 145.A.65 Safety and Quality Policy, Maintenance Procedures and Quality System..... 57
ANO 145.A.70 Maintenance Organisation Exposition .......................................................... 65
ANO 145.A.75 Privileges of the organisation....................................................................... 70
ANO 145.A.80 Limitations on the organisation .................................................................... 72
ANO 145.A.85 Changes to the organisation ........................................................................ 72
ANO 145.A.90 Continued validity........................................................................................ 73
ANO 145.A.95 Findings ...................................................................................................... 73
SECTION B: PROCEDURE FOR PCAA ............................................................................. 75
MNL 145.B.1 Scope ......................................................................................................... 75
MNL 145.B.10 Competent Authority ................................................................................... 75
MNL 145.B.15 ..................................................................................................................... 76
MNL 145.B.17 Applicable Means of Compliance ................................................................. 76
MNL 145.B.20 Initial Approval ............................................................................................ 76
MNL 145.B.25 Issue of Approval ........................................................................................ 78
MNL 145.B.30 Continuation of an Approval ........................................................................ 78
MNL 145.B.35 Changes ..................................................................................................... 79
MNL 145.B.40 Changes to the Maintenance Organisation Exposition ................................ 80
MNL 145.B.45 Revocation, Suspension and Limitation of Approval ................................... 80
MNL 145.B.50 Findings ...................................................................................................... 80
MNL 145.B.55 Record-Keeping .......................................................................................... 81
MNL 145.B.60 Exemptions ................................................................................................. 81
APPENDICES TO THE IMPLEMENTING RULES ............................................................ A-1
APPENDIX I ...................................................................................................................... A-2
AMC to Appendix I to Implementing Rules ........................................................................ A-8
APPENDIX II ................................................................................................................... A-11
APPENDIX III .................................................................................................................. A-14

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APPENDIX IV ................................................................................................................. A-17

APPENDIX V .................................................................................................................. A-18
APPENDICES TO THE AMC’s ........................................................................................ A-19
APPENDIX I .................................................................................................................... A-20
APPENDIX II ................................................................................................................... A-20
APPENDIX III to AMC 145.A.15 ...................................................................................... A-20
APPENDIX IV to AMC 145.A.30 (e) and 145.B.10(3) ...................................................... A-20

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FOREWORD

1. The Civil Aviation Authorities of South Asian Regional Initiative (SARI) members
(here in after referred as “Member State Country”) have agreed to a common comprehensive
and detailed aviation requirements, with a view to make it compatible for maintenance carried
out in one Member State to be accepted by the Civil Aviation Authority in another Member
State.
ANO-145-AWRG, (herein also referred as ANO 145), requirements for ‘Approved
Maintenance Organisations’ has been developed on the basis of Master Document of SARI
Part-145. The ANO 145 is applicable to maintenance organisations involved in the
maintenance of large aircraft or of aircraft used for commercial air transport, and components
intended for fitment thereto. The ANO 145 has been divided in to Two Sections:
Section A: Implementing Regulations, Acceptable Means of Compliance & Guidance
Material (Technical Requirements)
Section B: Procedures for PCAA & Acceptable Means of Compliance to ANO 145
2. EASA Part 145 (EU regulations 2042/003 amended by 1149/2011, 962/2010,
127/2010, EC 1056/2008, EC 376/2007, EC 707/2006 as well as EASA ED Decision
2003/19/RM amended by Decision 2012/002/R, 2011/011/R, 2010/006/R, 2010/002/R,
2009/007/R, 2007/002/R & 2006/011/R for the AMC and GM) has been selected to provide
the basic content of ANO 145, but with appropriate customization for the needs of Pakistan.
The paragraph numbering is as per SARI Part-145 Master document. When technical
differences exist with respect to EASA Part-145, the text in italics is to be taken as the wordings
of ANO-145.
3. Future development of the requirements of ANO 145 will be in accordance with the
Notice of Proposed Amendment (NPA) procedures agreed among Member States usually
after industry consultation. This procedure will allow for the amendment of ANO 145 to be
proposed by the Civil Aviation Authority of Pakistan and will include provision for changes to
be made with amendments to ICAO SARPS, and EASA Part 145.
4. Pakistan Civil Aviation Authority has agreed to adapt SARI 145 into its national
codes with National Variants and it shall NOT unilaterally initiate amendment of its national
codes without having made a proposal for amendment of SARI Part 145 in accordance with
the agreed procedure.
5. Definitions and abbreviations of terms used in ANO 145 that are specific to this
ANO are given in Para.A.1 of this ANO and covered under respective clauses of the ANO.
6. Amendments to the text in ANO 145 are issued as amendment pages containing
revised paragraphs, following NPA adoption.
7. New, amended and corrected text will be enclosed within heavy brackets until a
subsequent ‘Amendment’ is issued.
8. The editing practices used in this document are as follows:
(a) ‘Shall’ is used to indicate a mandatory requirement and may appear in this ANO.
(b) ‘Should’ is used to indicate a recommendation and normally appears in AMCs and
GM.
(c) ‘May’ is used to indicate discretion by the Authority, the industry or the applicant,
as appropriate.
(d) ‘Will’ indicates a mandatory requirement and is used to advise industry of action
incumbent on the Authority.

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9. Following amended paragraphs, a summary of the amendments made to the

paragraph is indicated in square brackets.
(This text has no regulatory status.)
NOTE: The use of the male gender implies the female gender and vice a versa.

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LIST OF EFFECTIVE PAGES

Section Page Amendment No. Date
Document Change Record i Issue 4 25 November, 2024
ii Issue 4 25 November, 2024
Table of Contents iii Issue 4 25 November, 2024
iv Issue 4 25 November, 2024
v Issue 4 25 November, 2024
Foreword
vi Issue 4 25 November, 2024
Vii Issue 4 25 November, 2024
List of Effective Pages Viii Issue 4 25 November, 2024
ix Issue 4 25 November, 2024
1. Issue 4 25 November, 2024
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Section Page Amendment No. Date

42. Issue 4 25 November, 2024
43. Issue 4 25 November, 2024
44. Issue 4 25 November, 2024
45. Issue 4 25 November, 2024
Section A : Technical Requirements 46. Issue 4 25 November, 2024
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Section B : Procedure for PCAA 77. Issue 4 25 November, 2024
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App-A.1 Issue 4 25 November, 2024
App-A.2 Issue 4 25 November, 2024
App-A.3 Issue 4 25 November, 2024
App-A.4 Issue 4 25 November, 2024
App-A.5 Issue 4 25 November, 2024
App-A.6 Issue 4 25 November, 2024
Appendices to Implementing Rules App-A.7 Issue 4 25 November, 2024
App-A.8 Issue 4 25 November, 2024
App-A.9 Issue 4 25 November, 2024
App-A.10 Issue 4 25 November, 2024
App-A.11 Issue 4 25 November, 2024
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Section Page Amendment No. Date

App-A.14 Issue 4 25 November, 2024
App-A.15 Issue 4 25 November, 2024
App-A.16 Issue 4 25 November, 2024
Appendices to Implementing Rules
App-A.17 Issue 4 25 November, 2024
App-A.18 Issue 4 25 November, 2024
App-A.19 Issue 4 25 November, 2024
App-A.20 Issue 4 25 November, 2024
App-A.21 Issue 4 25 November, 2024
Appendices to AMC’s
App-A.22 Issue 4 25 November, 2024
App-A.23 Issue 4 25 November, 2024

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SECTION A: TECHNICAL REQUIREMENTS

ANO 145.A.1 General
Within the scope of this regulation, the following definitions shall apply:
(a) ‘Aircraft’ means any machine that can derive support in the atmosphere from the
reactions of the air other than reactions of the air against the earth's surface;
(b) ‘Certifying staff’ means personnel responsible for the release of an aircraft or a
component after maintenance;
(c) ‘Component’ means any engine, propeller, part or appliance;
(d) ‘large aircraft’ means an aircraft, classified as an aeroplane with a maximum take-
off mass of more than 5 700 kg (12 500 pounds), or a multi-engine helicopter;
(e) ‘large aeroplane’ means an aeroplane of more than 5,700 kg (12,500 pounds)
maximum certificated take-off weight. The category ‘Large Aeroplane’ does not include the
commuter aeroplane category.
(f) ‘Commuter category aeroplane’ means a propeller driven twin engined aeroplane
that has a seating configuration, excluding the pilot seat(s) of nineteen or fewer and a
maximum certified takeoff weight of 8618 Kg (19000 lbs).
(g) ‘Maintenance’ means in relation to aircraft or an aircraft component, the
performance of tasks required to ensure the continuring airworthiness of an aircraft or an
aircraft component including any one or combination or overhaul inspection, replacement,
defect rectification and the embodiment of a modification or repair.
(h) ‘Organisation’ means a natural person, a legal person or part of a legal person.
Such an organisation may hold more than one Part 145 approval;
(i) ‘Pre-flight inspection’ means the inspection carried out before flight to ensure that
the aircraft is fit for the intended flight;
(j) “Principle place of business” means the head office or the registered office of
the undertaking within which the principle financial functions and operational control of
the activities referred to in this Regulation are exercised.
ANO 145.A.2 Authority
This Air Navigation order is issued by Director General Pakistan Civil Aviation Authority
(PCAA) in pursuance of powers vested in him under Section 148 read with Section 136 of the
Pakistan Civil Aviation Act 2023.
ANO 145.A.3 Implementation
This Air Navigation Order shall be effective from 25th November, 2024 and supersedes earlier
versions of ANO-145-AWRG. All relevant documents/certificate issued/approved in pursuant
to earlier versions will be revised to bring them in line with the current version of ANO-145-
AWRG as per the instructions of Director Airworthiness.
ANO 145.A.5 Applicability
Organisations involved in the maintenance of large aircraft or of aircraft used for commercial
air transport, and components intended for fitment thereto, shall be approved in accordance
with the provisions of this ANO.
ANO 145.A.10 Scope
This Section establishes the requirements to be met by an organisation to qualify for the issue
or continuation of an approval for the maintenance of aircraft and components.

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AMC 145.A.10 Scope

1. Line Maintenance should be understood as any maintenance that is carried
out before flight to ensure that the aircraft is fit for the intended flight.
(a) Line Maintenance may include:
 Trouble shooting.
 Defect rectification.
 Component replacement with use of external test equipment if required.
Component replacement may include components such as engines and propellers.
 Scheduled maintenance and/or checks including visual inspections that will
detect obvious unsatisfactory conditions/discrepancies but do not require extensive in
depth inspection. It may also include internal structure, systems and powerplant items
which are visible through quick opening access panels/doors.
 Minor repairs and modifications which do not require extensive disassembly
and can be accomplished by simple means.
(b) For temporary or occasional cases (ADs, SBs) the Quality Manager may
accept base maintenance tasks to be performed by a line maintenance organisation
provided all requirements are fulfilled as defined by PCAA.
(c) Maintenance tasks falling outside these criteria are considered to be Base
Maintenance.
(d) Aircraft maintained in accordance with ‘progressive’ type programmes should
be individually assessed in relation to this paragraph. In principle, the decision to allow
some ‘progressive’ checks to be carried out should be determined by the assessment
that all tasks within the particular check can be carried out safely to the required
standards at the designated line maintenance station.
2. Where the organisation uses facilities both inside and outside the Member State
such as satellite facilities, sub-contractors, line stations etc., such facilities may be included
in the approval without being identified on the approval certificate subject to the
maintenance organisation exposition identifying the facilities and containing procedures
to control such facilities and the competent authority being satisfied that they form an
integral part of the approved maintenance organisation.
GM 145.A.10 Scope
This Guidance Material (GM) provides guidance on how the smallest organisations satisfy
the intent of ANO‐145:
1. By inference, the smallest maintenance organisation would only be involved in
a limited number of light aircraft, or aircraft components, used for commercial air
transport. It is therefore a matter of scale; light aircraft do not demand the same level of
resources, facilities or complex maintenance procedures as the large organisation.
2. It is recognised that a ANO‐145 approval may be required by two quite different
types of small organisations, the first being the light aircraft maintenance hangar, the
second being the component maintenance workshop, e.g. small piston engines, radio
equipment, etc.
3. Where only one person is employed (in fact having the certifying function
and others), these organisations approved under ANO‐145 may use the alternatives
provided in point 3.1 limited to the following:

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 Class A2 Base and Line maintenance of aeroplanes of 5700 kg and below

(piston engines only).
 Class A3 Base and Line maintenance of single-engined helicopters of less than
3175 kg.
 Class A4 Aircraft other than A1, A2 and A3
 Class B2 Piston engines with maximum output of less than 450 HP.
 Class C Components.
 Class D1 Non-destructive Testing.
3.1 145.A.30 (b): The minimum requirement is for one fulltime person who meets the
ANO-066 requirements for certifying staff and holds the position of ‘accountable
manager, maintenance engineer and is also certifying staff’. No other person may issue
a certificate of release to service and therefore if absent, no maintenance may be
released during such absence.
3.1.1 The quality monitoring function of 145.A.65(c) may be contracted to an
appropriate organisation approved under ANO-145 or to a person with appropriate
technical knowledge and extensive experience of quality audits employed on a part‐
time basis, with the agreement of PCAA.
Note: Fulltime for the purpose of ANO-145 means not less than 35 hours per week except
during vacation periods.
3.1.2 145.A.35. In the case of an approval based on one person using a
subcontracted quality monitoring arrangement, the requirement for a record of certifying
staff is satisfied by the submission to and acceptance by the PCAA of the PCAA Form
4. With only one person the requirement for a separate record of authorisation is
unnecessary because the PCAA Form 3 approval schedule defines the authorisation.
An appropriate statement, to reflect this situation, should be included in the exposition.
3.1.3 145.A.65(c). It is the responsibility of the contracted quality monitoring
organisation or person to make a minimum of 2 visits per 12 months and it is the
responsibility of this organisation or person to carry out such monitoring on the basis of
1 pre‐announced visit and 1 not announced visit to the organisation. It is the
responsibility of the organisation to comply with the findings of the contracted quality
monitoring organisation or the person.
CAUTION: it should be understood that if the contracted organisation or the above
mentioned person loses or gives up its approval, then the organisation’s approval will be
suspended.
4. Recommended operating procedure for ANO-145 approved maintenance
organisation based upon up to 10 persons involved in maintenance.
4.1 145.A.30 (b): The normal minimum requirement is for the employment on a
fulltime basis of two persons who meet the competent authorities’ requirements for
certifying staff, whereby one holds the position of ‘maintenance engineer’ and the other
holds the position of ‘quality audit engineer’.
Either person can assume the responsibilities of the accountable manager providing that
they can comply in full with the applicable elements of 145.A.30(a), but the ‘maintenance
engineer’ should be the certifying person to retain the independence of the ‘quality
audit engineer’ to carry out audits. Nothing prevents either engineer from undertaking
maintenance tasks providing that the ‘maintenance engineer’ issues the certificate of
release to service.

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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.
In cases where the PCAA agrees that it is not practical for the organisation to nominate
a post-holder for the quality monitoring function, this function may be contracted in
accordance to paragraph 3.1.1.
ANO 145.A.15 Application
An application for the issue or change of an approval shall be made to PCAA in a form
and manner established by Authority.
AMC 145.A.15 Application
In a form and in a manner established by the PCAA means that the application should
be made on a PCAA Form 2 (refer to Appendix III to AMC to ANO-145) as mentioned in
latest revision of AWNOT-088-AWRG.
ANO 145.A.20 Terms of Approval
The organisation shall specify the scope of work deemed to constitute approval in its
exposition (Appendix II to Implementing rules contains a table of all classes and ratings).
AMC 145.A.20 Terms of approval
The following table identifies the 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.

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CLASS RATING ATA CHAPTERS

C1 Air Cond & Press 21

COMPONENTS
C2 Auto Flight 22
OTHER THAN
COMPLETE C3 Comms and Nav 23 - 34
ENGINES OR APUs
C4 Doors --‐ Hatches 52

C5 Electrical Power & 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

5.70

C9 Fuel 28 - 47

C10 Helicopters --‐ Rotors 62 - 64 - 66 - 67

C11 Helicopter --‐ Trans 63 ‐ 65

C12 Hydraulic Power 29

C13 Indicating/Recording 31 - 42 - 46
Systems

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

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ANO 145.A.25 Facility Requirements

The organisation shall ensure that:
(a) Facilities are provided appropriate for all planned work, ensuring in particular,
protection from the weather elements. Specialized workshops and bays are segregated as
appropriate, to ensure that environmental and work area contamination is unlikely to occur.
1. For base maintenance of aircraft, aircraft hangars are both available and large
enough to accommodate aircraft on planned base maintenance;
2. For component maintenance, component workshops are large enough to
accommodate the components on planned maintenance.
(b) Office accommodation is provided for the management of the planned work
referred to in paragraph (a), and certifying staff so that they can carry out their designated
tasks in a manner that contributes to good aircraft maintenance standards.
(c) The working environment including aircraft hangars, component workshops and
office accommodation is appropriate for the task carried out and in particular special
requirements observed. Unless otherwise dictated by the particular task environment, the
working environment must be such that the effectiveness of personnel is not impaired:
1. Temperatures must be maintained such that personnel can carry out required
tasks without undue discomfort.
2. Dust and any other airborne contamination are kept to a minimum and not be
permitted to reach a level in the work task area where visible aircraft/component surface
contamination is evident. Where dust/other airborne contamination results in visible surface
contamination, all susceptible systems are sealed until acceptable conditions are re-
established.
3. Lighting is such as to ensure each inspection and maintenance task can be carried
out in an effective manner.
4. Noise shall not distract personnel from carrying out inspection tasks. Where it is
impractical to control the noise source, such personnel are provided with the necessary
personal equipment to stop excessive noise causing distraction during inspection tasks.
5. Where a particular maintenance task requires the application of specific
environmental conditions different to the foregoing, then such conditions are observed.
Specific conditions are identified in the maintenance data.
6. The working environment for line maintenance is such that the particular
maintenance or inspection task can be carried out without undue distraction. Therefore,
where the working environment deteriorates to an unacceptable level in respect of
temperature, moisture, hail, ice, snow, wind, light, dust/other airborne contamination, the
particular maintenance or inspection tasks must be suspended until satisfactory conditions
are re-established.
(d) Secure storage facilities are provided for components, equipment, tools and
material. Storage conditions ensure segregation of serviceable components and material
from unserviceable aircraft components, material, equipment and tools. The conditions of
storage are in accordance with the manufacturer's instructions to prevent deterioration and
damage of stored items. Access to storage facilities is restricted to authorised personnel.
AMC 145.A.25(a) Facility requirements
1. Where the hangar is not owned by the organisation, it may be necessary
to establish proof of tenancy. In addition, sufficiency of hangar space to carry out

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planned base maintenance should be demonstrated by the preparation of a projected

aircraft hangar visit plan relative to the maintenance programme. The aircraft hangar visit
plan should be updated on a regular basis.
2. Protection from the weather elements relates to the normal prevailing local
weather elements that are expected throughout any twelve month period. Aircraft hangar
and component workshop structures should prevent the ingress of rain, hail, ice, snow,
wind and dust etc. Aircraft hangar and component workshop floors should be sealed
to minimise dust generation.
3. For line maintenance of aircraft, hangars are not essential but it is
recommended that access to hangar accommodation be demonstrated for usage
during inclement weather for minor scheduled work and lengthy defect rectification.
4. Aircraft maintenance staff should be provided with an area where they may
study maintenance instructions and complete maintenance records in a proper manner.
AMC 145.A.25(b) Facility requirements
It is acceptable to combine any or all of the office accommodation requirements into
one office subject to the staff having sufficient room to carry out the assigned tasks.
In addition, as part of the office accommodation, aircraft maintenance staff should be
provided with an area where they may study maintenance instructions and complete
maintenance records in a proper manner.
AMC 145.A.25(d) Facility requirements
Storage facilities for serviceable aircraft components should be clean, well-ventilated
and maintained at a constant dry temperature to minimise the effects of condensation.
Manufacturer’s storage recommendations should be followed for those aircraft
components identified in such published recommendations.
1. Storage racks should be strong enough to hold aircraft components and
provide sufficient support for large aircraft components such that the component is not
distorted during storage.
2. All aircraft components, wherever practicable, should remain packaged in
protective material to minimise damage and corrosion during storage.
ANO 145.A.30 Personnel Requirements
(a) The organisation shall appoint an accountable manager who has corporate
authority for ensuring that all maintenance required by the customer can be financed
and carried out to the standard required by this ANO. The accountable manager shall:
1. ensure that all necessary resources are available to accomplish maintenance
in accordance with 145.A.65(b) to support the organisation approval.
2. establish and promote the safety and quality policy specified in 145.A.65(a).
3. demonstrate a basic understanding of this ANO.
(b) The organisation shall nominate a person or group of persons, whose
responsibilities include ensuring that the organisation complies with this ANO. Such
person(s) shall ultimately be responsible to the accountable manager.
1. The person or persons nominated shall represent the maintenance
management structure of the organisation and be responsible for all functions specified
in this ANO.
2. The person or persons nominated shall be identified and their credentials

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submitted in a form and manner established by PCAA.

3. The person or persons nominated shall be able to demonstrate relevant
knowledge, background and satisfactory experience related to aircraft or component
maintenance and demonstrate a working knowledge of this ANO.
4. Procedures shall make clear who deputizes for any particular person in the
case of lengthy absence of the said person.
(c) The accountable manager under paragraph (a) shall appoint a person with
responsibility for monitoring the quality system, including the associated feedback
system as required by 145.A.65(c). The appointed person shall have direct access to
the accountable manager to ensure that the accountable manager is kept properly
informed on quality and compliance matters.
(d) The organisation shall have a maintenance manhour plan showing that the
organisation has sufficient staff to plan, perform, supervise, inspect and quality monitor
the organisation in accordance with the approval. In addition, the organisation shall
have a procedure to reassess work intended to be carried out when actual staff
availability is less than the planned staffing level for any particular work shift or period.
(e) The organisation shall establish and control the competence of personnel
involved in any maintenance, management and/or quality audits in accordance with a
procedure and to a standard agreed by the competent authority. In addition to the
necessary expertise related to the job function, competence must include an
understanding of the application of human factors and human performance issues
appropriate to that person's function in the organisation.
"Human factors" means principles, w h i c h 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, w h i c h have an
impact on the safety and efficiency of aeronautical operations.
(f) The organisation shall ensure that personnel who carry out and/or control a
continued airworthiness non-destructive test of aircraft structures and/or components are
appropriately qualified for the particular non-destructive test in accordance with the European
or equivalent Standard recognised by PCAA. Personnel who carry out any other
specialised task shall be appropriately qualified in accordance with officially recognised
Standards. By derogation to this paragraph those personnel specified in paragraphs (g)
and (h)(1) and (h)(2), qualified in category B1 or B3 in accordance with ANO-066 may carry
out and/or control colour contrast dye penetrant tests.
(g) Any organisation maintaining aircraft, except where stated otherwise in point
(j), shall in the case of aircraft line maintenance, have appropriate aircraft rated certifying
staff qualified as category B1, B2, B3, as appropriate, in accordance with ANO-066 and
point 145.A.35.
In addition, such organisations may also use appropriately task trained certifying staff
holding the privileges described in points 66.A.20(a)(1) and 66.A.20(a)(3)(ii) and
qualified in accordance with ANO-066 and point 145.A.35 to carry out minor scheduled
line maintenance and simple defect rectification. The availability of such certifying staff
shall not replace the need for category B1, B2, B3 certifying staff, as appropriate.
(h) Any organisation maintaining aircraft, except where stated otherwise in
paragraph (j) shall:
1. in the case of base maintenance of large aircraft, have appropriate aircraft

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type rated certifying staff qualified as category C in accordance with ANO-066 and
145.A.35. In addition the organisation shall have sufficient aircraft type rated staff
qualified as category B1, B2 as appropriate in accordance with ANO-066 and 145.A.35
to support the category C certifying staff.
(i) B1 and B2 support staff shall ensure that all relevant tasks or inspections have
been carried out to the required standard before the category C certifying staff issues
the certificate of release to service.
(ii) The organisation shall maintain a register of any such B1 and B2 support staff.
(iii) The category C certifying staff shall ensure that compliance with paragraph (i)
has been met and that all work required by the customer has been accomplished during
the particular base maintenance check or work package, and shall also assess the
impact of any work not carried out with a view to either requiring its accomplishment or
agreeing with the operator to defer such work to another specified check or time limit.
2. in the case of base maintenance of aircraft other than large aircraft have either:
(i) appropriate aircraft rated certifying staff qualified as category B1, B2, B3, as
appropriate, in accordance with ANO-066 and point 145.A.35 or,
(ii) appropriate aircraft rated certifying staff qualified in category C assisted by
support staff as specified in point 145.A.35(a)(i).
(i) Component certifying staff shall comply with latest revision of AWNOT-025-
AWEG.
(j) By derogation to paragraphs (g) and (h), in relation to the obligation to comply
with ANO-066, the organisation may use certifying staff qualified in accordance with the
following provisions:
1. For organisation facilities located outside Pakistan the certifying staff may be
qualified in accordance with the national aviation regulations of the State in which
the organisation facility is registered subject to the conditions specified in Appendix IV
to this ANO.
2. For line maintenance carried out at a line station of an organisation which is
located outside Pakistan, the certifying staff may be qualified in accordance with the
national aviation regulations of the State in which the line station is based, subject to the
conditions specified in Appendix IV to this ANO.
3. For a repetitive pre‐flight airworthiness directive which specifically states that
the flight crew may carry out such airworthiness directive, the organisation may issue a
limited certification authorisation to the aircraft commander and/or the flight engineer on
the basis of the flight crew license held. However, the organisation shall ensure that
sufficient practical training has been carried out to ensure that such aircraft commander
or flight engineer can accomplish the airworthiness directive to the required standard.
4. In the case of aircraft operating away from a supported location the
organisation may issue a limited certification authorisation to the commander and/or
the flight engineer on the basis of the flight crew license held subject to being satisfied
that sufficient practical training has been carried out to ensure that the commander or
flight engineer can accomplish the specified task to the required standard. The
provisions of this paragraph shall be detailed in an exposition procedure.
5. In the following unforeseen cases, where an aircraft is grounded at a location
other than the main base where no appropriate certifying staff is available, the
organisation contracted to provide maintenance support may issue a one-off certification

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authorisation:
(i) to one of its employees holding equivalent type authorisations on aircraft of
similar technology, construction and systems; or
(ii) to any person with not less than five years maintenance experience and holding
a valid ICAO aircraft maintenance license rated for the aircraft type requiring
certification provided there is no organisation appropriately approved under this ANO at
that location and the contracted organisation obtains and holds on file evidence of the
experience and the license of that person.
All such cases as specified in this subparagraph shall be reported to PCAA within seven
days of the issuance of such certification authorisation. The organisation issuing the one-
off authorisation shall ensure that any such maintenance that could affect flight safety is
rechecked by an appropriately approved organisation.
AMC 145.A.30(a) Personnel requirements
With regard to the accountable manager, it is normally intended to mean the chief
executive officer of the approved maintenance organisation, who by virtue of position
has overall (including in particular financial) responsibility for running the organisation.
The accountable manager may be the accountable manager for more than one
organisation and is not required to be necessarily knowledgeable on technical matters
as the maintenance organisation exposition defines the maintenance standards. When
the accountable manager is not the chief executive officer PCAA will need to be assured
that such an accountable manager has direct access to chief executive officer and has
a sufficiency of ‘maintenance funding’ allocation.
AMC 145.A.30(b) Personnel requirements
1. Dependent upon the size of the organisation, the ANO-145 functions may
be subdivided under individual managers or combined in any number of ways.
2. The organisation should have, dependent upon the extent of approval, a
base maintenance manager, a line maintenance manager, a workshop manager and
a quality manager, all of whom should report to the accountable manager except in
small ANO-145 organisation where any one manager may also be the accountable
manager, as determined by PCAA, he/she may also be the line maintenance manager
or the workshop manager.
3. The base maintenance manager is responsible for ensuring that all
maintenance required to be carried out in the hangar, plus any defect rectification carried
out during base maintenance, is carried out to the design and quality standards specified
in 145.A.65 (b). The base maintenance manager is also responsible for any corrective
action resulting from the quality compliance monitoring of 145.A.65(c).
4. The line maintenance manager is responsible for ensuring that all maintenance
required to be carried out on the line including line defect rectification is carried out to the
standards specified in 145.A.65(b) and also responsible for any corrective action resulting
from the quality compliance monitoring of 145.A.65(c).
5. The workshop manager is responsible for ensuring that all work on aircraft
components is carried out to the standards specified in 145.A.65(b) and also
responsible for any corrective action resulting from the quality compliance monitoring
of 145.A.65(c).
6. The quality manager’s responsibility is specified in 145.A.30(c).
7. Notwithstanding the example sub-paragraphs 2 - 6 titles, the organisation may

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adopt any title for the foregoing managerial positions but should identify to PCAA the titles
and persons chosen to carry out these functions.
8. Where an organisation chooses to appoint managers for all or any
combination of the identified ANO-145 functions because of the size of the undertaking,
it is necessary that these managers report ultimately through either the base
maintenance manager or line maintenance manager or workshop manager or quality
manager, as appropriate, to the accountable manager.
NOTE: Certifying staff may report to any of the managers specified depending upon
which type of control the approved maintenance organisation uses (for example licensed
engineers/independent inspection/dual function supervisors etc.) so long as the
quality compliance monitoring staff specified in 145.A.65(c)(1) remain independent.
AMC 145.A.30(c) Personnel requirements
Monitoring the quality system includes requesting remedial action as necessary by the
accountable manager and the nominated persons referred to in 145.A.30 (b).
AMC 145.A.30(d) Personnel requirements
1. Has sufficient staff means that the organisation employs or contracts competent
staff, as detailed in the man-hour plan, of which at least half the staff that perform
maintenance in each workshop, hangar or flight line on any shift should be employed to
ensure organisational stability. For the purpose of meeting a specific operational necessity,
a temporary increase of the proportion of contracted staff may be permitted to the
organisation by PCAA, in accordance with an approved procedure which should describe
the extent, specific duties, and responsibilities for ensuring adequate organisation stability.
For the purpose of this subparagraph, employed means the person is directly employed
as an individual by the maintenance organisation approved under ANO-145, whereas
contracted means the person is employed by another organisation and contracted by that
organisation to the maintenance organisation approved under ANO-145.
2. The maintenance man-hour plan should take into account all maintenance
activities carried out outside the scope of the ANO-145 approval. The planned absence
(for training, vacations, etc.) should be considered when developing the man-hour plan.
3. The maintenance man-hour plan should relate to the anticipated maintenance
workload except that when the organisation cannot predict such workload, due to the
short-term nature of its contracts, then such plan should be based upon the minimum
maintenance workload needed for commercial viability. Maintenance workload includes
all necessary work such as, but not limited to, planning, maintenance record checks,
production of worksheets/cards in paper or electronic form, accomplishment of
maintenance, inspection and the completion of maintenance records.
4. In the case of aircraft base maintenance, the maintenance man-hour plan
should relate to the aircraft hangar visit plan as specified in AMC 145.A.25 (a).
5. In the case of aircraft component maintenance, the maintenance man-hour
plan should relate to the aircraft component planned maintenance as specified in
145.A.25 (a) (2).
6. The quality monitoring compliance function man-hours should be sufficient to
meet the requirement of 145.A.65(c) which means taking into account AMC 145.A.65(c).
Where quality monitoring staff perform other functions, the time allocated to such
functions needs to be taken into account in determining quality monitoring staff numbers.
7. The maintenance man-hour plan should be reviewed at least every 3 months
and updated when necessary.

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8. Significant deviation from the maintenance man-hour plan should be

reported through the departmental manager to the quality manager and the accountable
manager for review. Significant deviation means more than a 25% shortfall in available
man-hours during a calendar month for any one of the functions specified in 145.A.30(d).
AMC 1 145.A.30(e)
Competence should be defined as a measurable skill or standard of performance,
knowledge and understanding, taking into consideration attitude and behaviour.
The referenced procedure requires amongst others that planners, mechanics, specialised
services staff, supervisors, certifying staff and support staff, whether employed or
contracted, are assessed for competence before unsupervised work commences and
competence is controlled on a continuous basis.
Competence should be assessed by evaluation of:
— on-the‐job performance and/or testing of knowledge by appropriately qualified
personnel, and
— records for basic, organisational, and/or product type and differences training,
and
— experience records.
Validation of the above could include a confirmation check with the organisation(s) that
issued such document(s). For that purpose, experience/training may be recorded in a
document such as a log book or based on the suggested template in GM 3 to
145.A.30(e).
As a result of this assessment, an individual’s qualification should determine:
— which level of ongoing supervision would be required or whether unsupervised
work could be permitted.
— whether there is a need for additional training.
A record of such qualification and competence assessment should be kept.
This should include copies of all documents that attest to qualification, such as the license
and/or any authorisation held, as applicable.
For a proper competence assessment of its personnel, the organisation should consider
that:
1. In accordance with the job function, adequate initial and recurrent training
should be provided and recorded to ensure continued competence so that it is maintained
throughout the duration of employment/contract.
2. All staff should be able to demonstrate knowledge of and compliance with
the maintenance organisation procedures, as applicable to their duties.
3. All staff should be able to demonstrate an understanding of human factors and
human performance issues in relation with their job function and be trained as per AMC
2 145.A.30 (e).
4. To assist in the assessment of competence and to establish the training needs
analysis, job descriptions are recommended for each job function in the organisation.
Job descriptions should contain sufficient criteria to enable the required competence
assessment.
5. Criteria should allow the assessment to establish that, among others (titles
might be different in each organisation):

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— 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 are able to monitor compliance with ANO-145 identifying non-
compliance in an effective and timely manner so that the organisation may remain in
compliance with ANO-145.
Competence assessment should be based upon the procedure specified in GM 2 to
145.A.30(e).
AMC 2 145.A.30(e)
In respect to the understanding of the application of human factors and human
performance issues, all maintenance organisation personnel should have received an
initial and continuation human factors training. This should concern to a minimum:
— Post holders, managers, supervisors;
— Certifying staff, support staff and mechanics;
— Technical support personnel such as planners, engineers, technical record
staff;
— Quality control/assurance staff;
— Specialised services staff;
— Human factors staff/human factors trainers;
— Store department staff, purchasing department staff;
— Ground equipment operators.
1. Initial human factors training should cover all the topics of the training syllabus
specified in GM 145.A.30(e) either as a dedicated course or else integrated within other
training. The syllabus may be adjusted to reflect the particular nature of the organisation.
The syllabus may also be adjusted to meet the particular nature of work for each function

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within the organisation. For example:

— small organisations not working in shifts may cover in less depth subjects
related to teamwork and communication;
— planners may cover in more depth the scheduling and planning objective of the
syllabus and in less depth the objective of developing skills for shift working.
All personnel, including personnel being recruited from any other organisation should
receive initial human factors training compliant with the organisation’s training standards
prior to commencing actual job function, unless their competence assessment justifies
that there is no need for such training. Newly directly employed personnel working under
direct supervision may receive training within 6 months after joining the maintenance
organisation.
2. The purpose of human factors continuation training is primarily to ensure that
staff remain current in terms of human factors and also to collect feedback on human
factors issues. Consideration should be given to the possibility that such training has the
involvement of the quality department. There should be a procedure to ensure that
feedback is formally passed from the trainers to the quality department to initiate action
where necessary.
Human factors continuation training should be of an appropriate duration in each two year
period in relation to relevant quality audit findings and other internal/external sources of
information on human errors in maintenance available to the organisation.
3. Human factors training may be conducted by the maintenance organisation
itself, or independent trainers, or any training organisations acceptable to PCAA.
4. The human factors training procedures should be specified in the maintenance
organisation exposition.
AMC 3 145.A.30(e)
Additional training in fuel tank safety as well as associated inspection standards and
maintenance procedures should be required for maintenance organisations’ technical
personnel, especially technical personnel involved in the compliance of CDCCL tasks.
Guidance is provided for training to maintenance organisation personnel in Appendix IV
to AMC to 145.A.30(e) and 145.B.10(3).
AMC 4 145.A.30(e)
Competence assessment should include the verification for the need of additional EWIS
training when relevant.
In the absence of specific PCAA guidance, guidance of EASA AMC 20-22 may be used
for EWIS training programme to maintenance organisation personnel.
AMC 145.A.30(f) Personnel requirements
1. Continued airworthiness non-destructive testing means such testing
specified by the type certificate holder/aircraft or engine or propeller manufacturer in
accordance with the maintenance data as specified in 145.A.45 for in-service
aircraft/aircraft components for the purpose of determining the continued fitness of the
product to operate safely.
2. Appropriately qualified means to Level 1, 2 or 3 as defined by the European
Standard EN 4179 dependent upon the non-destructive testing function to be carried out
or any standard recognised as equivalent by PCAA.
3. Notwithstanding the fact that Level 3 personnel may be qualified via EN 4179

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or any standard recognised by PCAA to establish and authorise methods, techniques,

etc., this does not permit such personnel to deviate from methods and techniques
published by the type certificate holder/manufacturer in the form of continued
airworthiness data, such as in nondestructive test manuals or service bulletins, unless the
manual or service bulletin expressly permits such deviation.
4. All examinations should be conducted by personnel or organisations under the
control of an organisation (NDT Board for example) recognised by PCAA.
5. Particular nondestructive test means any one or more of the following; Dye
penetrant, magnetic particle, eddy current, ultrasonic and radiographic methods including
X ray and gamma ray.
6. It should be noted that new methods are and will be developed, such as, but
not limited to thermography and shearography, which are not specifically addressed in
the standards recognised by PCAA. Until the time this agreed standard is established,
such methods should be carried out in accordance with the particular equipment
manufacturer’s recommendations including any training and examination process to
ensure competence of the personnel in the process.
7. Any maintenance organisation approved under ANO-145 that carries out NDT
should establish NDT specialist qualification procedures detailed in the exposition and
accepted by PCAA.
8. Boroscoping and other techniques such as delamination coin tapping are non
destructive inspections rather than non destructive testing. Notwithstanding such
differentiation, the maintenance organisation should establish an exposition procedure
accepted by the PCAA to ensure that personnel who carry out and interpret such
inspections are properly trained and assessed for their competence in the process. Non
destructive inspections, not being considered as NDT by ANO-145 are not listed in
Appendix II under class rating D1.
9. The referenced standards, methods, training and procedures should be
specified in the maintenance organisation exposition.
10. Any such personnel who intend to carry out and/or control a non-destructive test
for which they were not qualified prior to the effective date of ANO-145 should qualify for
such non-destructive test in accordance with EN 4179 or a standard recognised as
equivalent or acceptable to PCAA.
11. In this context officially recognised standard means those standards
established or published by an official body whether having legal personality or not, which
are widely recognised by the air transport sector as constituting good practice.
AMC 145.A.30(g) Personnel requirements
1. For the purposes of ANO.066.A.20(a)(1) and ANO.66.A.20(a)(3)(ii) personnel,
minor scheduled line maintenance means any minor scheduled inspection/check up to
and including a weekly check specified in the aircraft maintenance programme. For
aircraft, maintenance programs that do not specify a weekly check, PCAA will determine
the most significant check that is considered equivalent to a weekly check.
2. Typical tasks permitted after appropriate task training to be carried out by the
ANO.066.A.20(a)(1) and the 066.A.20(a)(3)(ii) personnel for the purpose of these
personnel issuing an aircraft certificate of release to service as specified in 145.A.50 as
part of minor scheduled line maintenance or simple defect rectification are contained in
the following list:
(a) Replacement of wheel assemblies.

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(b) Replacement of wheel brake units.

(c) Replacement of emergency equipment.
(d) Replacement of ovens, boilers and beverage makers.
(e) Replacement of internal and external lights, filaments and flash tubes.
(f) Replacement of windscreen wiper blades.
(g) Replacement of passenger and cabin crew seats, seat belts and harnesses.
(h) Closing of cowlings and refitment of quick access inspection panels.
(i) Replacement of toilet system components but excluding gate valves.
(j) Simple repairs and replacement of internal compartment doors and placards
but excluding doors forming part of a pressure structure.
(k) Simple repairs and replacement of overhead storage compartment doors and
cabin furnishing items.
(l) Replacement of static wicks.
(m) Replacement of aircraft main and APU aircraft batteries.
(n) Replacement of in-flight entertainment system components other than public
address.
(o) Routine lubrication and replenishment of all system fluids and gases.
(p) The de-activation only of sub‐systems and aircraft components as permitted by
the operator's minimum equipment list where such de‐activation is agreed by the PCAA
as a simple task.
(q) Inspection for and removal of de-icing/anti-icing fluid residues, including
removal/closure of panels, cowls or covers or the use of special tools.
(r) Any other task agreed by PCAA as a simple task for a particular aircraft
type. This may include defect deferment when all the following conditions are met:
 There is no need for troubleshooting; and
 The task is in the MEL; and
 The maintenance action required by the MEL is agreed by PCAA to be simple.
In the particular case of helicopters, and in addition to the items above, the following:
(s) removal and installation of Helicopter Emergency Medical Service
(HEMS) simple internal medical equipment.
(t) removal and installation of external cargo provisions (i.e., external hook,
mirrors) other than the hoist.
(u) removal and installation of quick release external cameras and search lights.
(v) removal and installation of emergency float bags, not including the bottles.
(w) removal and installation of external doors fitted with quick release
attachments.
(x) removal and installation of snow pads/skid wear shoes/slump protection
pads.

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No task which requires troubleshooting should be part of the authorised maintenance

actions. Release to service after rectification of deferred defects should be permitted as
long as the task is listed above.
3. The requirement of having appropriate aircraft rated certifying staff qualified as
category B1, B2, B3, as appropriate; in the case of aircraft line maintenance does not
imply that the organisation must have B1, B2 and B3 personnel at every line station.
The MOE should have a procedure on how to deal with defects requiring B1, B2 or B3
certifying staff.
4. PCAA may accept that in the case of aircraft line maintenance an organisation
has only B1, B2 or B3 certifying staff, as appropriate, provided that PCAA is satisfied
that the scope of work, as defined in the Maintenance Organisation Exposition, does
not need the availability of all B1, B2 and B3 certifying staff. Special attention should be
taken to clearly limit the scope of scheduled and non-scheduled line maintenance (defect
rectification) to only those tasks that can be certified by the available certifying staff
category.

AMC 145.A.30(h) Personnel requirements

In accordance with 145.A.30(h) and 145.A.35, the qualification requirements (basic
licence, aircraft ratings, recent experience and continuation training) are identical for
certifying staff and for support staff. The only difference is that support staff cannot hold
certification privileges when performing this role since during base maintenance the
release to service will be issued by category C certifying staff.
Nevertheless, the organisation may use as support staff (for base maintenance) persons
who already hold certification privileges for line maintenance.
AMC 145.A.30(j)(4) Personnel requirements
1. For the issue of a limited certification authorisation the commander or flight
engineer should hold either a valid air transport pilots license (ATPL), commercial pilots
license (CPL) or flight engineer (F/EL) licence in accordance with the Competent
Authority flight crew licensing system on the aircraft type. In addition the limited
certification authorisation is subject to the maintenance organisation exposition
containing procedures to address the personnel requirements of 145.A.30 (e) and
associated AMC and guidance material.
Such procedures should include as a minimum:
(a) Completion of adequate maintenance airworthiness regulation training.
(b) Completion of adequate task training for the specific task on the aircraft. The
task training should be of sufficient duration to ensure that the individual has a thorough
understanding of the task to be completed and will involve training in the use of
associated maintenance data.
(c) Completion of the procedural training as specified in ANO-‐145.
The above procedures should be specified in the maintenance organisation exposition
and be accepted by PCAA.
2. 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.

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(b) Closing of cowlings and refitment of quick access inspection panels.

(c) Role changes e.g. stretcher fit, dual controls, FLIR, doors, photographic
equipment etc.
(d) Inspection for and removal of deicing/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 PCAA.
3. Holders of a valid Flight engineers license meeting PCAA Flight Crew
Licensing System, or a national equivalent acceptable to PCAA, 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 seats, 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 de-activation is agreed by the
Competent Authority as a simple task.
(k) Re-setting of tripped circuit breakers under the guidance of maintenance control.
(l) Any other task agreed by the Competent Authority as a simple task for a
particular aircraft type.
3. The authorisation should have a finite life of twelve months subject to
satisfactory re-current training on the applicable aircraft type.
AMC 145.A.30(j)(5) Personnel requirements
1. For the purposes of this subparagraph “unforeseen” means that the aircraft
grounding could not reasonably have been predicted by the operator because the defect
was unexpected due to being part of a hitherto reliable system.
2. A one‐off authorisation should only be considered for issue by the quality
department of the contracted organisation after it has made a reasoned judgement 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
authorisation

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3. A one-off authorisation should not be issued where the level of certification

required could exceed the knowledge and experience level of the person it is issued
to. In all cases, due consideration should be given to the complexity of the work involved
and the availability of required tooling and/or test equipment needed to complete the work.
AMC 145.A.30(j)(5)(i) Personnel requirements
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 full details of the defect to the operator’s
supporting maintenance organisation. 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 on 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 with
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 ANO-145 maintenance facility.
AMC 145.A.30(j)(5)(ii) Personnel requirements
This paragraph addresses staff not employed by the maintenance organisation who
meet the requirements of 145.A.30 (j) (5). In addition to the items listed in AMC
145.A.30(j) (5) (i), paragraph 1, 2(a), (b) and (c) and 3 the quality department of the
organisation may issue such one‐off authorisation providing full qualification details
relating to the proposed certifying personnel are verified by the quality department and
made available at the location.
GM 1 145.A.30(e) Personnel requirements
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, change the order of any subject of
the syllabus to suit its own needs, as long as all subjects are covered to a level of detail
appropriate to the organisation and its personnel.

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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 HF 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
4.12 Fatigue
4.13 Alcohol, medication, drugs
4.14 Physical work
4.15 Repetitive tasks/complacency

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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
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 HF program
10.1 Reporting errors
10.2 Disciplinary policy
10.3 Error investigation
10.4 Action to address problems

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10.5 Feedback
GM 2 145.A.30 (e) Competence assessment procedure
The organisation should develop a procedure describing the process of competence
assessment of personnel. The procedure should specify:
— persons responsible for this process,
— when the assessment should take place,
— credits from previous assessments,
— validation of qualification records,
— means and methods for the initial assessment,
— means and methods for the continuous control of competence including
feedback on personnel performance,
— competences to be observed during the assessment in relation with each job
function,
— actions to be taken when assessment is not satisfactory,
— recording of assessment results.

For example, according to the job functions and the scope, size and complexity of the
organisation, the assessment may consider the following (the table is not exhaustive):

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support staff

Quality audit
Service staff
Specialized
Supervisor

Mechanics
Managers

Certifying
Planners

staff and

staff
Knowledge of applicable officially recognized
X X
standards
Knowledge of auditing techniques: planning,
X
conducting and reporting

Knowledge of human factors, human

X X X X X X X
performance and limitations

Knowledge of logistics processes X X X

Knowledge of organization capabilities,

X X X X X X
privileges and limitations

Knowledge of ANO‐M, ANO‐145 and any other

X X X X X
relevant regulations

Knowledge of relevant parts of the

maintenance organization exposition and X X X X X X X
procedures

Knowledge of occurrence reporting system and

understanding of the importance of reporting
X X X X X
occurrences, incorrect maintenance data and
existing or potential defects

Knowledge of safety risks linked to the working

X X X X X X X
environment
Knowledge on CDCCL when relevant X X X X X X X
Knowledge on EWIS when relevant X X X X X X X
Understanding of professional integrity,
X X X X X X X
behavior and attitude towards safety
Understanding of conditions for ensuring
continuing airworthiness of aircraft and X X
components

Understanding of his/her own human

X X X X X X X
performance and limitations
Understanding of personnel authorizations’ and
X X X X X X X
limitations
Understanding critical task X X X X X
Ability to compile and control completed work X X X
cards
Ability to consider human performance and
X X X X X
limitations.
Ability to determine required qualifications for
X X X
task performance

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support staff

Quality audit
Service staff
Specialized
Supervisor

Mechanics
Managers

Certifying
Planners

staff and

staff
Ability to identify and rectify existing and
X X X X X
potential unsafe conditions
Ability to manage third parties involved in
X X
maintenance activity
Ability to confirm proper accomplishment of
X X X X
maintenance tasks
Ability to identify and properly plan performance
of critical task
X X X
Ability to prioritise tasks and report discrepancies X X X X
Ability to process the work requested by the
X X X
operator
Ability to promote the safety and quality policy X X
Ability to properly process removed,
X X X X
uninstalled and rejected parts
Ability to properly record and sign for work
X X X X
accomplished
Ability to recognise the acceptability of parts to
X X
be installed prior to fitment
Ability to split complex maintenance tasks into
X
clear stages
Ability to understand work orders, work cards
and refer to and use applicable maintenance X X X X X X
data
Ability to use information systems X X X X X X X
Ability to use, control and be familiar with
required tooling and/or equipment X X X X
Adequate communication and literacy skills X X X X X X X

Analytical and proven auditing skills (for

example, objectivity, fairness, open--‐
X
mindedness, determination, …)

Maintenance error investigation skills X

Resources management and production
X X X
planning skills
Teamwork, decision--‐making and leadership skills X X

GM 3 145.A.30 (e) Template for recording experience/training

The following template may be used to record the professional experience gained in an
organisation and the training received and be considered during the competence
assessment of the individual in another organisation.

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Aviation Maintenance personnel experience credential

Name Given name

Address

Telephone Email
Independent worker
Trade Group: airframe engine electric avionics other (specify) ……… …………

Employer’s details (when applicable)

Name Address

Telephone

Maintenance Organization details

Name
Address

Telephone
Approval Number
Period of employment From: To:

Domain of employment
Planning Engineering Technical records
Store department Purchasing
Mechanics/Technician
Line Maintenance Base Maintenance Component Maintenance
Servicing Removal/installation
Testing/inspection
Scheduled Maintenance Inspection Repair
Trouble-shooting Trouble‐shooting Overhaul
Repair Re‐treatment
Reassembly
A/C type A/C type Component
type

Certifying Staff and support staff

Cat. A Cat. B1 Cat. B2 Cat. C Component/Other
(e.g NDT)
A/C Type A/C Type A/C Type A/C Type Component
Type Specify

Certification privileges: Yes / No

Specialized services Specialty (NDT, composites, welding, etc.):

Skilled personnel Specialty (sheet metal, structures, wireman, upholstery, etc.):

Ground equipment operation

Quality control Quality assurance Training

Total number of check boxes ticked:

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Details of employment

Name Date
: :

Position Signature
: :

maintenance organisation.

GM 145.A.30(j)(4) Personnel requirements (Flight crew)

Refer to applicable flight crew National licensing requirements

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INTENTIONALLY LEFT BLANK

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ANO 145.A.35 Certifying staff and Support staff

(a) In addition to the appropriate requirements of 145.A.30(g) and (h), the
organisation shall ensure that certifying staff and support staff have an adequate
understanding of the relevant aircraft and/or components to be maintained together with
the associated organisation procedures. In the case of certifying staff, this shall be
accomplished before the issue or re-issue of the certification authorisation.
(i) ‘Support staff’ means those staff holding a ANO-066 aircraft maintenance
license in category B1, B2 and/or B3 with the appropriate aircraft ratings, working in a
base maintenance environment while not necessarily holding certification privileges.
(ii) ‘Relevant aircraft and/or components’, means those aircraft or components
specified in the particular certification authorisation.
(iii) ‘Certification authorisation’ means the authorisation issued to certifying staff by
the organisation and which specifies the fact that they may sign certificates of release
to service within the limitations stated in such authorisation on behalf of the approved
organisation.
(b) Excepting those cases listed in ANO-145.A.30(j) and ANO-066.A.20(a)3(ii) the
organisation may only issue a certification authorisation to certifying staff in relation to
the basic categories or subcategories and any type rating listed on the aircraft
maintenance licence as required by ANO-066, subject to the license remaining valid
throughout the validity period of the authorisation and the certifying staff remaining in
compliance with ANO-066.
(c) The organisation shall ensure that all certifying staff and support staff are
involved in at least six months of actual relevant aircraft or component maintenance
experience in any consecutive two year period.
For the purpose of this paragraph "involved in actual relevant aircraft or component
maintenance" means that the person has worked in an aircraft or component
maintenance environment and has either exercised the privileges of the certification
authorisation and/or has actually carried out maintenance on at least some of the aircraft
type or aircraft group systems specified in the particular certification authorisation.
(d) The organisation shall ensure that all certifying staff and support staff receive
sufficient continuation training in each two year period to ensure that such staff have up-
to‐date knowledge of relevant technology, organisation procedures and human factor
issues.
(e) The organisation shall establish a programme for continuation training for
certifying staff and support staff, including a procedure to ensure compliance with the
relevant paragraphs of 145.A.35 as the basis for issuing certification authorisations
under this ANO to certifying staff, and a procedure to ensure compliance with ANO-066.
(f) Except where any of the unforeseen cases of 145.A.30(j)(5) apply, the
organisation shall assess all prospective certifying staff for their competence,
qualification and capability to carry out their intended certifying duties in accordance
with a procedure as specified in the exposition prior to the issue or re-issue of a
certification authorisation under this ANO.
(g) When the conditions of paragraphs (a), (b), (d), (f) and, where applicable,
paragraph (c) have been fulfilled by the certifying staff, the organisation shall issue a
certification authorisation that clearly specifies the scope and limits of such authorisation.
Continued validity of the certification authorisation is dependent upon continued
compliance with paragraphs (a), (b), (d), and where applicable, paragraph (c).

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(h) The certification authorisation must be in a style that makes its scope clear to
the certifying staff and any official of PCAA who has the responsibility for oversight of
maintained aircraft or component, who may require to examine the authorisation.
(i) The person responsible for the quality system shall also remain responsible
on behalf of the organisation for issuing certification authorisations to certifying staff.
Such person may nominate other persons to actually issue or revoke the certification
authorisations in accordance with a procedure as specified in the exposition.
(j) The organisation shall maintain a record of all certifying staff and support staff,
which shall contain:
1. the details of any aircraft maintenance licence held under ANO-066; and
2. all relevant training completed; and
3. the scope of the certification authorisations issued, where relevant; and
4. particulars of staff with limited or one-off certification authorisations.
The organisation shall retain the record for at least three years after the staff referred to
in this paragraph have ceased employment with the organisation or as soon as the
authorisation has been withdrawn. In addition, upon request, the maintenance
organisation shall furnish the staff referred to in this paragraph with a copy of their
personal record on leaving the organisation.
The staff referred to in this paragraph shall be given access on request to their personal
records as detailed above.
(k) The organisation shall provide certifying staff with a copy of their certification
authorisation in either a documented or electronic format.
(l) Certifying staff shall produce their certification authorisation to any authorised
person within 24 hours.
(m) The minimum age for certifying staff and support staff is 21 years.
(n) The holder of a category A aircraft maintenance license may only exercise
certification privileges on a specific aircraft type following the satisfactory completion of
the relevant category A aircraft task training carried out by an organisation appropriately
approved in accordance with ANO-145 or ANO-147. This training shall include practical
hands on training and theoretical training as appropriate for each task authorised.
Satisfactory completion of training shall be demonstrated by an examination or by
workplace assessment carried out by the organisation.
(o) The holder of a category B2 aircraft maintenance licence may only exercise
the certification privileges described in point 66.A.20(a)(3)(ii) of ANO‐066 following the
satisfactory completion of (i) the relevant category A aircraft task training and (ii) six
months of documented practical experience covering the scope of the authorisation that
will be issued. The task training shall include practical hands on training and theoretical
training as appropriate for each task authorised. Satisfactory completion of training
shall be demonstrated by an examination or by workplace assessment. Task training
and examination/assessment shall be carried out by the maintenance organisation
issuing the certifying staff authorisation. The practical experience shall be also obtained
within such maintenance organisation.
AMC 145.A.35(a) Certifying staff and support staff
1. Holding an ANO-66 license with the relevant type/group rating, or a national
qualification in the case of components, does not mean by itself that the holder is

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qualified to be authorised as certifying staff and/or support staff. The organisation is

responsible to assess the competence of the holder for the scope of maintenance to be
authorised.
2. The sentence “the organisation shall ensure that certifying staff and support
staff have an adequate understanding of the relevant aircraft and/or components to be
maintained together with the associated organisation procedures” means that the person
has received training and has been successfully assessed on:
 the type of aircraft or component;
 the differences on:
- the particular model/variant;
- the particular configuration.
The organisation should specifically ensure that the individual competencies have been
established with regard to:
 relevant knowledge, skills and experience in the product type and configuration
to be maintained, taking into account the differences between the generic aircraft type
rating training that the person received and the specific configuration of the aircraft to be
maintained.
 appropriate attitude towards safety and observance of procedures.
 knowledge of the associated organisation and operator procedures (i.e.
handling and identification of components, MEL use, Technical Log use, independent
checks, etc.).
3. Some special maintenance tasks may require additional specific training and
experience, including but not limited to:
 in-depth troubleshooting;
 very specific adjustment or test procedures;
 rigging;
 engine run-up, starting and operating the engines, checking engine
performance characteristics, normal and emergency engine operation, associated safety
precautions and procedures;
 extensive structural/system inspection and repair;
 other specialised maintenance required by the maintenance programme. For
engine run-up training, simulators and/or real aircraft should be used.
4. The satisfactory assessment of the competence should be conducted in
accordance with a procedure approved by the competent authority (item 3.4 of the MOE,
as described in AMC 145.A.70(a)).
5. The organisation should hold copies of all documents that attest the
competence and recent experience for the period described in 145.A.35(j).
Additional information is provided in AMC 66.A.20(b)3
AMC 145.A.35(b) Certifying staff and support staff
The organisation issues the certification authorisation when satisfied that compliance has
been established with the appropriate paragraphs of ANO-145 and ANO-066. In granting the
certification authorisation the maintenance organisation approved under ANO-145 needs to
be satisfied that the person holds a valid ANO-066 aircraft maintenance licence.

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AMC 145.A.35(c) Certifying staff and support staff

For the interpretation of “6 months of actual relevant aircraft maintenance experience in any
consecutive 2-year period”, the provisions of AMC 066.A.20(b)2 are applicable.
AMC 145.A.35(d) Certifying staff and support staff
1. Continuation training is a two way process to ensure that certifying staff remain
current in terms of procedures, human factors and technical knowledge and that the
organisation receives feedback on the adequacy of its procedures and maintenance
instructions. Due to the interactive nature of this training, consideration should be given to the
possibility that such training has the involvement of the quality department to ensure that
feedback is actioned. Alternatively, there should be a procedure to ensure that feedback is
formally passed from the training department to the quality department to initiate action.
2. Continuation training should cover changes in relevant requirements such as ANO-
145, changes in organisation procedures and the modification standard of the products being
maintained plus human factor issues identified from any internal or external analysis of
incidents. It should also address instances where staff failed to follow procedures and the
reasons why particular procedures are not always followed. In many cases the continuation
training will reinforce the need to follow procedures and ensure that incomplete or incorrect
procedures are identified to the company in order that they can be corrected. This does not
preclude the possible need to carry out a quality audit of such procedures.
3. Continuation training should be of sufficient duration in each 2 year period to meet
the intent of 145.A.35(d) and may be split into a number of separate elements. 145.A.35(d)
requires such training to keep certifying staff updated in terms of relevant technology,
procedures and human factors issues which means it is one part of ensuring quality. Therefore
sufficient duration should be related to relevant quality audit findings and other internal /
external sources of information available to the organisation on human errors in maintenance.
This means that in the case of an organisation that maintains aircraft with few relevant quality
audit findings, continuation training could be limited to days rather than weeks, whereas a
similar organisation with a number of relevant quality audit findings, such training may take
several weeks. For an organisation that maintains aircraft components, the duration of
continuation training would follow the same philosophy but should be scaled down to reflect
the more limited nature of the activity. For example certifying staff who release hydraulic
pumps may only require a few hours of continuation training whereas those who release
turbine engine may only require a few days of such training. The content of continuation
training should be related to relevant quality audit findings and it is recommended that such
training is reviewed at least once in every 24 month period.
4. The method of training is intended to be a flexible process and could, for example,
include an ANO‐147 continuation training course, aeronautical college courses, internal short
duration courses, seminars, etc. The elements, general content and length of such training
should be specified in the maintenance organisation exposition unless such training is
undertaken by an organisation approved under ANO-147 when such details may be specified
under the approval and cross-referenced in the maintenance organisation exposition.
AMC 145.A.35(e) Certifying staff and support staff
The programme for continuation training should list all certifying staff and support staff
and when training will take place, the elements of such training and an indication that
it was carried out reasonably on time as planned. Such information should
subsequently be transferred to the certifying staff and support staff record as required
by 145.A.35 (j).

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AMC 145.A.35(f) Certifying staff and support staff

As stated in 145.A.35 (f), except where any of the unforeseen cases of 145.A.30(j)(5)
applies, all prospective certifying staff and support staff should be assessed for
competence related to their intended duties in accordance with AMCs 1, 2, 3 and 4 to
145.A.30 (e), as applicable.
AMC 145.A.35 (j) Certifying staff and support staff
1. The following minimum information as applicable should be kept on record in
respect of each certifying staff and support staff:
(a) Name
(b) Date of Birth
(c) Basic Training
(d) Type Training
(e) Continuation Training
(f) Experience
(g) Qualifications relevant to the authorisation.
(h) Scope of the authorisation
(i) Date of first issue of the authorisation
(j) If appropriate ‐ expiry date of the authorisation
(k) Identification Number of the authorisation
2. The record may be kept in any format but should be controlled by the
organisation's quality department. This does not mean that the quality department should
run the record system.
3. Persons authorised to access the system should be maintained at a minimum
to ensure that records cannot be altered in an unauthorised manner or that such
confidential records become accessible to unauthorised persons.
4. PCAA is authorised when investigating the records system for initial and
continued approval or when PCAA has cause to doubt the competence of a particular
person.
AMC 145.A.35(n) Certifying staff and support staff
1. It is the responsibility of the ANO-145 organisation issuing the category A
certifying staff authorisation to ensure that the task training received by this person covers
all the tasks to be authorised. This is particularly important in those cases where the
task training has been provided by an ANO‐147 organisation or by an ANO-145
organisation different from the one issuing the authorisation.
2. “Appropriately approved in accordance with ANO-147” means an organisation
holding an approval to provide category A task training for the corresponding aircraft type.
3. “Appropriately approved in accordance with ANO-145” means an organisation
holding a maintenance organisation approval for the corresponding aircraft type.
AMC 145.A.35(o) Certifying staff and support staff
1. The privilege for a B2 license holder to release minor scheduled line
maintenance and simple defect rectification in accordance with 66.A.20(a)(3)(ii) can
only be granted by the ANO‐145 approved organisation where the licence holder is

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employed/contracted after meeting all the requirements specified in 145.A.35(o). This

privilege cannot be transferred to another ANO-145 approved organisation.
2. When a B2 license holder already holds a certifying staff authorisation
containing minor scheduled line maintenance and simple defect rectification for a
particular aircraft type, new tasks relevant to category A can be added to that type
without requiring another 6 months of experience. However, task training (theoretical
plus practical hands-on) and examination/assessment for these additional tasks is still
required.
3. When the certifying staff authorisation intends to cover several aircraft types,
the experience may be combined within a single 6 month period.
For the addition of new types to the certifying staff authorisation, another 6 months should
be required unless the aircraft is considered similar per AMC 66.A.20(b)2 to the one
already held.
4. The term “6 months of experience” may include full‐time employment or
part‐time employment. The important aspect is that the person has been involved during
a period of 6 months (not necessarily every day) in those tasks which are going to be
part of the authorisation.
ANO 145.A.40 Equipment, tools and material
(a) The organisation shall have available and use the necessary equipment,
tools and material to perform the approved scope of work.
1. Where the manufacturer specifies a particular tool or equipment, the
organisation shall use that tool or equipment, unless the use of alternative tooling or
equipment is agreed by the Competent Authority via procedures specified in the
exposition.
2. Equipment and tools must be permanently available, except in the case of any
tool or equipment that is so infrequently used that its permanent availability is not
necessary. Such cases shall be detailed in an exposition procedure .
3. An organisation approved for base maintenance shall have sufficient aircraft
access equipment and inspection platforms/docking such that the aircraft can be properly
inspected.
(b) The organisation shall ensure that all tools, equipment and particularly test
equipment, as appropriate, are controlled and calibrated according to an officially
recognised standard at a frequency to ensure serviceability and accuracy. Records of
such calibrations and traceability to the standard used shall be kept by the organisation.
AMC 145.A.40(a) Equipment, tools and material
Once the applicant for approval has determined the intended scope of approval for
consideration by the Competent Authority, it will be necessary to show that all tools and
equipment as specified in the maintenance data can be made available when needed. All
such tools and equipment that require to be controlled in terms of servicing or calibration
by virtue of being necessary to measure specified dimensions and torque figures etc.,
should be clearly identified and listed in a control register including any personal tools
and equipment that the organisation agrees can be used.
AMC 145.A.40(b) Equipment, tools and material
1. The control of these tools and equipment requires that the organisation has a
procedure to inspect/service and, where appropriate, calibrate such items on a regular
basis and indicate to users that the item is within any inspection or service or calibration

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time‐limit. A clear system of labelling all tooling, equipment and test equipment is therefore
necessary giving information on when the next inspection or service or calibration is due
and if the item is unserviceable for any other reason where it may not be obvious. A
register should be maintained for all precision tooling and equipment together with a
record of calibrations and standards used.
2. Inspection, service or calibration on a regular basis should be in accordance
with the equipment manufacturers' instructions except where the organisation can show
by results that a different time period is appropriate in a particular case.
3. In this context officially recognised standard means those standards
established or published by an official body whether having legal personality or not, which
are widely recognised by the air transport sector as constituting good practice and by
PCAA.
ANO 145.A.42 Acceptance of components
(a) All components shall be classified and appropriately segregated into the
following categories:
1. Components which are in a satisfactory condition, released on PCAA Form-1
or equivalent and marked in accordance with a standard acceptable to PCAA.
2. Unserviceable components which shall be maintained in accordance with this
section.
3. Unsalvageable components which are classified in accordance with ANO
145.A.42(d).
4. Standard parts used on an aircraft, engine, propeller or other aircraft
component when specified in the manufacturer's illustrated parts catalogue and/or the
maintenance data.
5. Material both raw and consumable used in the course of maintenance when
the organisation is satisfied that the material meets the required specification and has
appropriate traceability. All material must be accompanied by documentation clearly
relating to the particular material and containing a conformity to specification statement
plus both the manufacturing and supplier source.
(b) Prior to installation of a component, the organisation shall ensure that the
particular component is eligible to be fitted when different modification and/or
airworthiness directive standards may be applicable.
(c) The organisation may fabricate a restricted range of parts to be used in the
course of undergoing work within its own facilities provided procedures are identified in
the exposition.
(d) Components which have reached their certified life limit or contain a non‐
repairable defect and shall not be permitted to re‐enter the component supply system
unless certified shall be classified as unsalvageable life limits have been extended or a
repair solution has been approved according to a standard acceptable to PCAA.
AMC 145.A.42(a) Acceptance of components
1. A document equivalent to an PCAA Form 1 may be:
(a) a release document issued by an organisation under the terms of a bilateral
agreement signed by PCAA;
(b) EASA Form 1;

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(c) FAA Form 8130-3;

(d) Transport Canada TCCA 24-0078 or Authorised Release Certificate Form One;
(e) Any other release document subject to acceptance of PCAA.”
2. For acceptance of standard parts, raw material and consumable material,
refer to AMC M.A.501(c) and AMC M.A.501 (d).
AMC 145.A.42(b) Acceptance of components
PCAA Form 1 or equivalent identifies the eligibility and status of an aircraft component.
Block 12 ‘Remarks’ on the PCAA Form 1 in some cases contains vital airworthiness
related information which may need appropriate and necessary actions.
The receiving organisation should be satisfied that the component in question is in
satisfactory condition and has been appropriately released to service. In addition, the
organisation should ensure that the component meets the approved data/standard,
such as the required design and modification standard. This may be accomplished
by reference to the manufacturer’s parts catalogue or other approved data (i.e. Service
Bulletin). Care should also be taken in ensuring compliance with applicable airworthiness
directives, the status of any life-limited parts fitted to the aircraft component as well as
Critical Design Configuration Control Limitations.
AMC 145.A.42(c) Acceptance of components
1. The agreement by PCAA for the fabrication of parts by the approved
maintenance organisation should be formalized through the approval of a detailed
procedure in the Maintenance Organisation Exposition. This AMC contains principles
and conditions to be taken into account for the preparation of an acceptable procedure.
2. Fabrication, inspection assembly and test should be clearly within the technical
and procedural capability of the organisation.
3. All necessary data to fabricate the part should be approved either by the
PCAA or the type certificate (TC) holder or design organisation acceptable to the
PCAA or supplemental type certificate (STC) holder.
4. Items fabricated by an organisation approved under ANO‐145 may only be
used by that organisation in the course of overhaul, maintenance, modifications, or
repair of aircraft or components undergoing work within its own facility. The permission
to fabricate does not constitute approval for manufacture, or to supply externally and the
parts do not qualify for certification on PCAA Form-1. This prohibition also applies to the
bulk transfer of surplus inventory, in that locally fabricated parts are physically segregated
and excluded from any delivery certification.
5. Fabrication of parts, modification kits etc, for onward supply and/or sale may
not be conducted by an organisation approved under ANO‐145.
6. The data specified in paragraph 3 may include repair procedures involving
the fabrication of parts. Where the data on such parts is sufficient to facilitate fabrication,
the parts may be fabricated by an organisation approved under ANO-145. Care should
be taken to ensure that the data include details of part numbering, dimensions,
materials, processes, and any special manufacturing techniques, special raw material
specification or/and incoming inspection requirement and that the approved
organisation has the necessary capability. That capability should be defined by way of
exposition content. Where special processes or inspection procedures are defined in the
approved data which are not available at the organisation the organisation cannot
fabricate the part unless the TC/STC holder gives an approved alternative.

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7. Examples of fabrication under the scope of an ANO‐145 approval can include

but are not limited to the following:
(a) Fabrication of bushes, sleeves and shims.
(b) Fabrication of secondary structural elements and skin panels.
(c) Fabrication of control cables.
(d) Fabrication of flexible and rigid pipes.
(e) Fabrication of electrical cable looms and assemblies.
(f) Formed or machined sheet metal panels for repairs.
All the above fabricated parts should be in accordance with data provided in overhaul
or repair manuals, modification schemes and service bulletins, drawings or otherwise
approved by PCAA.
Note: It is not acceptable to fabricate any item to pattern unless an engineering drawing
of the item is produced which includes any necessary fabrication processes and which is
acceptable to PCAA.
8. Where a TC‐holder or an approved production organisation is prepared to make
available complete data, which is not referred to in aircraft manuals or service bulletins,
but provides manufacturing drawings for items specified in parts lists, the fabrication of
these items is not considered to be within the scope of an approval unless agreed
otherwise by PCAA in accordance with a procedure specified in the exposition.
9. Inspection and Identification.
Any locally fabricated part should be subjected to an inspection stage before,
separately, and preferably independently from, any inspection of its installation. The
inspection should establish full compliance with the relevant manufacturing data and
the part should be unambiguously identified as fit for use by stating conformity to the
approved data. Adequate records should be maintained of all such fabrication
processes including, heat treatment and the final inspections. All parts, except those
having not enough space, should carry a part number which clearly relates it to the
manufacturing/inspection data. Additional to the part-number the organisation's identity
should be marked on the part for traceability purposes.
AMC 145.A.42(d) Acceptance of components
1. The following type of components should typically be classified as
unsalvageable:
(a) Components with non‐repairable defects, whether visible or not to the naked eye;
(b) Components that do not meet design specifications, and cannot be brought
into conformity with such specifications;
(c) Components subjected to unacceptable modification or rework that is
irreversible;
(d) Certified life-limited parts that have reached or exceeded their certified life
limits, or have missing or incomplete records;
(e) Components that cannot be returned to airworthy condition due to exposure
to extreme forces, heat or adverse environment;
(f) Components for which conformity with an applicable airworthiness directive
cannot be accomplished;

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(g) Components for which maintenance records and/or traceability to the

manufacturer cannot be retrieved.
2. It is common practice for possessors of aircraft components to dispose of
unsalvageable components by selling, discarding, or transferring such items. In some
instances, these items have reappeared for sale and in the active parts inventories of
the aviation community. Misrepresentation of the status of components and the practice
of making such items appear serviceable have resulted in the use of unsalvageable
nonconforming components. Therefore, organisations disposing of unsalvageable
aircraft components should consider the possibility of such components later being
misrepresented and sold as serviceable components. Caution should be exercised to
ensure that unsalvageable components are disposed of in a manner that does not allow
them to be returned to service.
3. The acceptable standards for PCAA are standards approved either by the type
certificate (TC) holder or design organisations acceptable to PCAA, or supplemental type
certificate (STC) holders as applicable.
ANO 145.A.45 Maintenance data
(a) The organisation shall hold and use applicable current maintenance data in
the performance of maintenance, including modifications and repairs. "Applicable"
means relevant to any aircraft, component or process specified in the organisation's
approval class rating schedule and in any associated capability list.
In the case of maintenance data provided by an operator or customer, the organisation
shall hold such data when the work is in progress, with the exception of the need to
comply with 145.A.55(c).
(b) For the purposes of this ANO, applicable maintenance data shall be any of the
following:
1. Any applicable requirement, procedure, operational directive or information
issued by the authority responsible for the oversight of the aircraft or component;
2. Any applicable airworthiness directive issued by the authority responsible for
the oversight of the aircraft or component;
3. Instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders, any other organisation required to publish such
data by Organizations acceptable to PCAA and in the case of aircraft or components
from third countries the airworthiness data mandated by the authority responsible for
the oversight of the aircraft or component;
4. Any applicable standard, such as but not limited to, maintenance standard
practices recognised by the PCAA as a good standard for maintenance;
5. Any applicable data issued in accordance with paragraph (d).
(c) The organisation shall establish procedures to ensure that if found, any
inaccurate, incomplete or ambiguous procedure, practice, information or maintenance
instruction contained in the maintenance data used by maintenance personnel is
recorded and notified to the author of the maintenance data.
(d) The organisation may only modify maintenance instructions in accordance
with a procedure specified in the maintenance organisation's exposition. With respect to
those changes, the organisation shall demonstrate that they result in equivalent or
improved maintenance standards and shall inform the type‐certificate holder of such
changes. Maintenance instructions for the purposes of this paragraph means instructions

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on how to carry out the particular maintenance task: they exclude the engineering design
of repairs and modifications.
(e) The organisation shall provide a common work card or worksheet system to
be used throughout relevant parts of the organisation. In addition, the organisation shall
either transcribe accurately the maintenance data contained in paragraphs (b) and (d)
onto such work cards or worksheets or make precise reference to the particular
maintenance task or tasks contained in such maintenance data. Work cards and
worksheets may be computer generated and held on an electronic database subject
to both adequate safeguards against unauthorised alteration and a back-up electronic
database which shall be updated within 24 hours of any entry made to the main electronic
database. Complex maintenance tasks shall be transcribed onto the work cards or
worksheets and subdivided into clear stages to ensure a record of the accomplishment
of the complete maintenance task.
Where the organisation provides a maintenance service to an aircraft operator who
requires their work card or worksheet system to be used then such work card or
worksheet system may be used. In this case, the organisation shall establish a procedure
to ensure correct completion of the aircraft operators' work cards or worksheets.
(f) The organisation shall ensure that all applicable maintenance data is readily
available for use when required by maintenance personnel.
(g) The organisation shall establish a procedure to ensure that maintenance data
it controls is kept up to date. In the case of operator/customer controlled and provided
maintenance data, the organisation shall be able to show that either it has written
confirmation from the operator/customer that all such maintenance data is up to date or
it has work orders specifying the amendment status of the maintenance data to be used
or it can show that it is on the operator/customer maintenance data amendment list.
AMC 145.A.45(b) Maintenance data
1. Except as specified in sub-paragraph 5, each maintenance organisation
approved under ANO‐145 should hold and use the following minimum maintenance
data relevant to the organisation’s approval class rating. All maintenance related
Implementing Rules and associated AMCs, approval specifications and Guidance
Material, all applicable national maintenance requirements and notices and all applicable
State of Design and PCAA airworthiness directives.
2. In addition to sub-paragraph 1, an organisation with an approval class rating in
category A - Aircraft, should hold and use the following maintenance data where
published. The appropriate sections of the operator’s aircraft maintenance programme,
aircraft maintenance manual, repair manual, supplementary structural inspection
document, corrosion control document, service bulletins, service letters, service
instructions, modification leaflets, NDT manual, parts catalogue, type certificate data
sheet and any other specific document issued by the type certificate or supplementary
type certificate holder as maintenance data.
3. In addition to subparagraph 1, an organisation with an approval class rating
in category B - Engines/APUs, should hold and use the following maintenance data
where published. The appropriate sections of the engine/APU maintenance and repair
manual, service bulletins, service letters, modification leaflets, non destructive testing
(NDT) manual, parts catalogue, type certificate data sheet and any other specific
document issued by the type certificate holder as maintenance data.
4. In addition to sub-paragraph 1, an organisation with an approval class rating in
category C - Components other than complete engines/APUs, should hold and use the

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following maintenance data where published. The appropriate sections of the vendor
maintenance and repair manual, service bulletins and service letters plus any document
issued by the type certificate holder as maintenance data on whose product the component
may be fitted when applicable.
5. Appropriate sections of the sub‐paragraphs 2 to 4 additional maintenance
data means in relation to the maintenance work scope at each particular maintenance
facility. For example, a base maintenance facility should have almost complete set(s) of
the maintenance data whereas a line maintenance facility may need only the
maintenance manual and the parts catalogue.
6. An organisation only approved in class rating category D - Specialised services,
should hold and use all applicable specialised service(s) process specifications.
AMC 145.A.45(c) Maintenance data
1 The referenced procedure should ensure that when maintenance personnel
discover inaccurate, incomplete or ambiguous information in the maintenance data
they should record the details. The procedure should then ensure that the ANO‐145
approved maintenance organisation notifies the problem to the author of the
maintenance data in a timely manner. A record of such communications to the author of
the maintenance data should be retained by the ANO‐145 approved organisation until
such time as the type certificate holder has clarified the issue by e.g. amending the
maintenance data.
2 The referenced procedure should be specified in the maintenance organisation
exposition.
AMC 145.A.45(d) Maintenance data
The referenced procedure should address the need for a practical demonstration by
the mechanic to the quality personnel of the proposed modified maintenance
instruction. When satisfied the quality personnel should approve the modified
maintenance instruction and ensure that the type certificate or supplementary type
certificate holder is informed of the modified maintenance instruction. The procedure
should include a paper/electronic traceability of the complete process from start to finish
and ensure that the relevant maintenance instruction clearly identifies the modification.
Modified maintenance instructions should only be used in the following circumstances;
(a) Where the type certificate / supplementary type certificate holder’s original
intent can be carried out in a more practical or more efficient manner.
(b) Where the type certificate / supplementary type certificate holder’s original
intent cannot be achieved by following the maintenance instructions. For example,
where a component cannot be replaced following the original maintenance instructions.
(c) For the use of alternative tools / equipment
Important Note: Critical Design Configuration Control Limitations (CDCCL) are
airworthiness limitations. Any modification of the maintenance instructions linked to
CDCCL constitutes an aircraft modification that should be approved in accordance with
a standard acceptable to PCAA.
AMC 145.A.45(e) Maintenance data
1. The maintenance organisation should:
• transcribe accurately the maintenance data onto such work cards or
worksheets, or

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• make precise reference to the particular maintenance task(s) contained in

such maintenance data, which already identifies the task as a CDCCL where applicable.
2. Relevant parts of the organisation means with regard to aircraft base
maintenance, aircraft line maintenance, engine workshops, mechanical workshops and
avionic workshops. Therefore, engine workshops for example should have a common
system throughout such engine workshops that may be different to that in the aircraft
base maintenance.
3. The work cards should differentiate and specify, when relevant, disassembly,
accomplishment of task, reassembly and testing. In the case of a lengthy maintenance
task involving a succession of personnel to complete such a task, it may be necessary
to use supplementary work cards or worksheets to indicate what was actually
accomplished by each individual person.
AMC 145.A.45(f) Maintenance data
1. Data being made available to personnel maintaining aircraft means that the
data should be available in close proximity to the aircraft being maintained for
supervisors, mechanics and certifying staff to study.
2. Where computer systems are used, the number of computer terminals should
be sufficient in relation to the size of the work programme to enable easy access, unless
the computer system can produce paper copies. Where microfilm or microfiche
readers/printers are used, a similar requirement is applicable.
AMC 145.A.45(g) Maintenance data
1. To keep data up‐to‐date, a procedure should be set up to monitor the amendment
status of all data and maintain a check that all amendments are being received by being
a subscriber to any document amendment scheme. Special attention should be given to
TC related data such as certification life‐limited parts, airworthiness limitations and
Airworthiness Limitation Items (ALI), etc.

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ANO 145.A.47 Production Planning

(a) The organisation shall have a system appropriate to the amount and
complexity of work to plan the availability of all necessary personnel, tools, equipment,
material, maintenance data and facilities in order to ensure the safe completion of the
maintenance work.
(b) The planning of maintenance tasks, and the organising of shifts, shall take
into account human performance limitations.
(c) When it is required to hand over the continuation or completion of maintenance
tasks for reasons of a shift or personnel changeover, relevant information shall be
adequately communicated between outgoing and incoming personnel.
AMC 145.A.47(a) Production planning
1. Depending on the amount and complexity of work generally performed by the
maintenance organisation, the planning system may range from a very simple
procedure to a complex organisational set-up including a dedicated planning function
in support of the production function.
2. For the purpose of ANO-145, the production planning function includes two
complementary elements:
 scheduling the maintenance work ahead, to ensure that it will not adversely
interfere with other work as regards the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities.
 during maintenance work, organising maintenance teams and shifts and
provide all necessary support to ensure the completion of maintenance without undue
time pressure.
3. When establishing the production planning procedure, consideration should be
given to the following:
 logistics,
 inventory control,
 square meters of accommodation,
 man-hours estimation,
 man-hours availability,
 preparation of work,
 hangar availability,
 environmental conditions (access, lighting standards and cleanliness),
 co-ordination with internal and external suppliers, etc.
 scheduling of safety-critical tasks during periods when staff are likely to be most
alert.
AMC 145.A.47(b) Production planning
Limitations of human performance, in the context of planning safety related tasks, refers
to the upper and lower limits, and variations, of certain aspects of human performance
(Circadian rhythm / 24 hours’ body cycle) which personnel should be aware of when
planning work and shifts.

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AMC 145.A.47(c) Production planning

The primary objective of the changeover / handover information is to ensure effective
communication at the point of handing over the continuation or completion of
maintenance actions. Effective task and shift handover depends on three basic
elements:
 The outgoing person’s ability to understand and communicate the important
elements of the job or task being passed over to the incoming person.
 The incoming person’s ability to understand and assimilate the information
being provided by the outgoing person.
 A formalized process for exchanging information between outgoing and
incoming persons and a planned shift overlap and a place for such exchanges to take
place.
ANO 145.A.50 Certification of maintenance
(a) A certificate of release to service shall be issued by appropriately authorised
certifying staff on behalf of the organisation when it has been verified that all maintenance
ordered has been properly carried out by the organisation in accordance with the
procedures specified in point 145.A.70, taking into account the availability and use of the
maintenance data specified in point 145.A.45 and that there are no non-compliances
which are known to endanger flight safety.
(b) A certificate of release to service shall be issued before flight at the completion
of any maintenance.
(c) New defects or incomplete maintenance work orders identified during the
above maintenance shall be brought to the attention of the aircraft operator for the
specific purpose of obtaining agreement to rectify such defects or completing the
missing elements of the maintenance work order. In the case where the aircraft operator
declines to have such maintenance carried out under this paragraph, paragraph (e) is
applicable.
(d) A certificate of release to service shall be issued at the completion of any
maintenance on a component whilst off the aircraft. The authorised release certificate
PCAA Form 1 referred to in Appendix I of this ANO constitutes the component certificate
of release to service. When an organisation maintains a component for its own use, a
PCAA Form 1 may not be necessary depending upon the organisation’s internal release
procedures defined in the exposition.
(e) By derogation to paragraph (a), when the organisation is unable to complete
all maintenance ordered, it may issue a certificate of release to service within the
approved aircraft limitations. The organisation shall enter such fact in the aircraft
certificate of release to service before the issue of such certificate.
(f) By derogation to paragraph (a) and 145.A.42, when an aircraft is grounded at
a location other than the main line station or main maintenance base due to the non-
availability of a component with the appropriate release certificate, it is permissible to
temporarily fit a component without the appropriate release certificate for a maximum
of 30 flight hours or until the aircraft first returns to the main line station or main
maintenance base, whichever is the sooner, subject to the aircraft operator agreement
and said component having a suitable release certificate but otherwise in compliance
with all applicable maintenance and operational requirements. Such components shall
be removed by the above prescribed time limit unless an appropriate release certificate
has been obtained in the meantime under paragraph (a) and 145.A.42.

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AMC 145.A.50(a) Certification of maintenance

’Endangers the flight safety’ means any instances where safe operation could not be
assured or which could lead to an unsafe condition. It typically includes, but is not limited
to, significant cracking, deformation, corrosion or failure of primary structure, any
evidence of burning, electrical arcing, significant hydraulic fluid or fuel leakage and
any emergency system or total system failure. An airworthiness directive overdue for
compliance is also considered a hazard to flight safety.
AMC 145.A.50(b) Certification of maintenance
1. The certificate of release to service should contain the following statement:
‘Certifies that the work specified, except as otherwise specified, was carried out in
accordance with ANO-145 and in respect to that work the aircraft/aircraft component is
considered ready for release to service’.
Reference should also be made to the PCAA ANO-145 approval number.
2. It is acceptable to use an alternate abbreviated certificate of release to
service consisting of the following statement ‘ANO-145 release to service’ instead of
the full certification statement specified in paragraph 1. When the alternate abbreviated
certificate of release to service is used, the introductory section of the technical log
should include an example of the full certification statement from paragraph 1.
3. The certificate of release to service should relate to the task specified in
the (S)TC holder’s or operator’s instructions or the aircraft maintenance programme
which itself may cross-refer to maintenance data.
4. The date such maintenance was carried out should include when the
maintenance took place relative to any life or overhaul limitation in terms of date/flying
hours/cycles/landings etc., as appropriate.
5. When extensive maintenance has been carried out, it is acceptable for the
certificate of release to service to summarise the maintenance as long as there is a
unique cross-reference to the work package containing full details of maintenance
carried out. Dimensional information should be retained in the work-pack record.
AMC No 1 to 145.A.50(d) Certification of maintenance
The purpose of the certificate is to release assemblies/items/components/parts
(hereafter referred to as ‘item(s)’) after maintenance and to release maintenance work
carried out on such items under the approval of a Competent Authority and to allow
items removed from one aircraft/aircraft component to be fitted to another aircraft/aircraft
component.
The certificate is to be used for export/import purposes, as well as for domestic purposes,
and serves as an official certificate for items from the manufacturer/maintenance
organisation to users.
It can only be issued by organisations approved by the particular Competent Authority
within the scope of the approval.
The certificate may be used as a rotable tag by utilising the available space on the
reverse side of the certificate for any additional information and dispatching the item
with two copies of the certificate so that one copy may be eventually returned with
the item to the maintenance organisation. The alternative solution is to use existing rotable
tags and also supply a copy of the certificate.

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A certificate should not be issued for any item when it is known that the item is
unserviceable except in the case of an item undergoing a series of maintenance
processes at several maintenance organisations approved under ANO-145 and the item
needs a certificate for the previous maintenance process carried out for the next
maintenance organisation approved under ANO-145 to accept the item for subsequent
maintenance processes. In such a case, a clear statement of limitation should be
endorsed in Block 12.
AMC No 2 to 145.A.50(d) Certification of maintenance
1. A component which has been maintained off the aircraft needs the issuance of
a certificate of release to service for such maintenance and another certificate of release
to service in regard to being installed properly on the aircraft when such action occurs.
When an organisation maintains a component for use by the same organisation, a PCAA
Form 1 may not be necessary depending upon the organisation’s internal release
procedures defined in the maintenance organisation exposition.
2. In the case of the issue of a PCAA Form 1 for components in storage before
ANO‐145 became effective and not released on an EASA / PCAA Form 1 or equivalent
in accordance with 145.A.42(a) or removed serviceable from a serviceable aircraft or
an aircraft which has been withdrawn from service the following applies:
2.1. A PCAA Form 1 may be issued for an aircraft component which has been:
 Maintained before ANO-145 became effective.
 Used on an aircraft and removed in a serviceable condition. Examples include
leased and loaned aircraft components.
 Removed from aircraft which have been withdrawn from service, or from aircraft
which have been involved in abnormal occurrences such as accidents, incidents, heavy
landings or lightning strikes.
 Maintained by an unapproved organisation.
2.2. An appropriately rated maintenance organisation approved under ANO-145
may issue PCAA Form 1 as detailed in this AMC subparagraph 2.5 to 2.9, as
appropriate, in accordance with procedures detailed in the exposition as approved by
PCAA. The appropriately rated organisation is responsible for ensuring that all
reasonable measures have been taken to ensure that only approved and serviceable
aircraft components are issued PCAA Form 1 under this paragraph.
2.3. For the purposes of this AMC No 2 only, appropriately rated means an
organisation with an approval class rating for the type of component or for the product in
which it may be installed.
2.4. A PCAA Form 1 issued in accordance with this paragraph 2 should be issued
by signing in block 14b and stating ‘Inspected’ in block 11. In addition, block 12 should
specify:
2.4.1. When the last maintenance was carried out and by whom.
2.4.2. If the component is unused, when the component was manufactured and by
whom with a cross-reference to any original documentation which should be included with
the Form.
2.4.3. A list of all airworthiness directives, repairs and modifications known to have
been incorporated. If no airworthiness directives or repairs or modifications are known
to be incorporated, then this should be so stated.

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2.4.4. Detail of life used for service life-limited parts being any combination of fatigue,
overhaul or storage life.
2.4.5. For any aircraft component having its own maintenance history record,
reference to the particular maintenance history record as long as the record contains
the details that would otherwise be required in block 12. The maintenance history
record and acceptance test report or statement, if applicable, should be attached to the
PCAA Form 1.
2.5. New/unused aircraft components
2.5.1 Any unused aircraft component in storage without a PCAA Form 1 that was
manufactured by an organisation acceptable to PCAA at that time may be issued with a
PCAA Form 1 by an appropriately rated maintenance organisation approved under
ANO-145. PCAA Form 1 should be issued in accordance with the following
subparagraphs which should be included in a procedure within the maintenance
organisation manual.
Note 1: It should be understood that the release of a stored but unused aircraft
component in accordance with this paragraph represents a maintenance release under
ANO-145 and not a production release. It is not intended to bypass the production
release procedure agreed by the Member State for parts and subassemblies intended
for fitment on the manufacturers’ own production line.
(a) An acceptance test report or statement should be available for all used and
unused aircraft components that are subjected to acceptance testing after
manufacturing or maintenance as appropriate.
(b) The aircraft component should be inspected for compliance with the
manufacturer’s instructions and limitations for storage and condition including any
requirement for limited storage life, inhibitors, controlled climate and special storage
containers. In addition, or in the absence of specific storage instructions the aircraft
component should be inspected for damage, corrosion and leakage to ensure good
condition.
(c) The storage life used of any storage life-limited parts should be established.
2.5.2 If it is not possible to establish satisfactory compliance with all applicable
conditions specified in subparagraph 2.5.1 (a) to (c) inclusive, the aircraft component
should be disassembled by an appropriately rated organisation and subjected to a check
for incorporated airworthiness directives, repairs and modifications and inspected/tested
in accordance with the maintenance data to establish satisfactory condition and, if
relevant, all seals, lubricants and life-‐limited parts should be replaced. Upon satisfactory
completion after reassembly, PCAA Form 1 may be issued stating what was carried out
and the reference of the maintenance data included.
2.6. Used aircraft components removed from a serviceable aircraft
2.6.1. Serviceable aircraft components removed from a PCAA registered aircraft
may be issued with a PCAA Form 1 by an appropriately rated organisation subject to
compliance with this subparagraph.
(a) The organisation should ensure that the component was removed from the
aircraft by an appropriately qualified person.
(b) The aircraft component may only be deemed serviceable if the last flight
operation with the component fitted revealed no faults on that component/related system.
(c) The aircraft component should be inspected for satisfactory condition

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including in particular damage, corrosion or leakage and compliance with any additional
maintenance data.
(d) The aircraft record should be researched for any unusual events that could
affect the serviceability of the aircraft component such as involvement in accidents,
incidents, heavy landings or lightning strikes. Under no circumstances may a PCAA
Form 1 be issued in accordance with this paragraph 2.6 if it is suspected that the aircraft
component has been subjected to extremes of stress, temperatures or immersion which
could affect its operation.
(e) A maintenance history record should be available for all used serialised aircraft
components.
(f) Compliance with known modifications and repairs should be established.
(g) The flight hours/cycles/landings as applicable of any service life-limited parts
including time since overhaul should be established.
(h) Compliance with known applicable airworthiness directives should be
established.
(i) Subject to satisfactory compliance with this subparagraph 2.6.1, a PCAA Form
1 may be issued and should contain the information as specified in paragraph 2.4
including the aircraft from which the aircraft component was removed.
2.6.2. Serviceable aircraft components removed from a non-PCAA registered
aircraft may only be issued with a PCAA Form 1 if the components are leased or loaned
from the maintenance organisation approved under ANO-145 who retains control of the
airworthiness status of the components. A PCAA Form 1 may be issued and should
contain the information as specified in paragraph 2.4 including the aircraft from which
the aircraft component was removed.
2.7. Used aircraft components removed from an aircraft withdrawn from service.
Serviceable aircraft components removed from a Member State registered aircraft
withdrawn from service may be issued with a PCAA Form 1 by a maintenance
organisation approved under ANO-145 subject to compliance with this subparagraph.
(a) Aircraft withdrawn from service are sometimes dismantled for spares. This is
considered to be a maintenance activity and should be accomplished under the control
of an organisation approved under ANO-145, employing procedures approved by the
Competent Authority.
(b) To be eligible for installation, components removed from such aircraft may be
issued with a PCAA Form 1 by an appropriately rated organisation following a
satisfactory assessment.
(c) As a minimum, the assessment will need to satisfy the standards set out in
paragraphs 2.5 and 2.6 as appropriate. This should, where known, include the possible
need for the alignment of scheduled maintenance that may be necessary to comply with
the maintenance programme applicable to the aircraft on which the component is to be
installed.
(d) Irrespective of whether the aircraft holds a certificate of airworthiness or not,
the organisation responsible for certifying any removed component should ensure that
the manner in which the components were removed and stored are compatible with the
standards required by ANO-145.
(e) A structured plan should be formulated to control the aircraft disassembly
process. The disassembly is to be carried out by an appropriately rated organisation

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under the supervision of certifying staff who will ensure that the aircraft components are
removed and documented in a structured manner in accordance with the appropriate
maintenance data and disassembly plan.
(f) All recorded aircraft defects should be reviewed and the possible effects these
may have on both normal and standby functions of removed components are to be
considered.
(g) Dedicated control documentation is to be used as detailed by the disassembly
plan, to facilitate the recording of all maintenance actions and component removals
performed during the disassembly process. Components found to be unserviceable
are to be identified as such and quarantined pending a decision on the actions to be
taken. Records of the maintenance accomplished to establish serviceability are to form
part of the component maintenance history.
(h) Suitable ANO-145 facilities for the removal and storage of removed
components are to be used which include suitable environmental conditions, lighting,
access equipment, aircraft tooling and storage facilities for the work to be undertaken.
While it may be acceptable for components to be removed, given local environmental
conditions, without the benefit of an enclosed facility, subsequent disassembly (if
required) and storage of the components should be in accordance with the
manufacturer’s recommendations.
2.8. Used aircraft components maintained by organisations not approved in
accordance with ANO-145. For used components maintained by a maintenance
organisation not approved under ANO-145, due care should be taken before acceptance
of such components. In such cases an appropriately rated maintenance organisation
approved under ANO-‐145 should establish satisfactory conditions by:
(a) dismantling the component for sufficient inspection in accordance with the
appropriate maintenance data;
(b) replacing all service life‐limit components when no satisfactory evidence of
life used is available and/or the components are in an unsatisfactory condition;
(c) reassembling and testing as necessary the component;
(d) completing all certification requirements as specified in 145. A.50.
2.9. Used aircraft components removed from an aircraft involved in an accident or
incident. Such components should only be issued with a PCAA Form 1 when processed
in accordance with paragraph 2.7 and a specific work order including all additional
necessary tests and inspections deemed necessary by the accident or incident. Such a
work order may require input from the TC holder or original manufacturer as appropriate.
This work order should be referenced in block 12.
AMC 145.A.50(e) Certification of maintenance
1. Being unable to establish full compliance with sub‐paragraph
ANO-145.A.50(a) means that the maintenance required by the aircraft operator could not
be completed due either to running out of available aircraft maintenance downtime for the
scheduled check or by virtue of the condition of the aircraft requiring additional
maintenance downtime.
2. The aircraft operator is responsible for ensuring that all required maintenance
has been carried out before flight and therefore 145.A.50(e) requires such operator to be
informed in the case where full compliance with 145.A.50(a) cannot be achieved within
the operator’s limitations. If the operator agrees to the deferment of full compliance, then
the certificate of release to service may be issued subject to details of the deferment,

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including the operator’s authority, being endorsed on the certificate.

Note: Whether or not the aircraft operator does have the authority to defer maintenance
is an issue between the aircraft operator and the competent authority of the State of
Registry or State of operator, as appropriate. In case of doubt concerning such a decision
of the operator, the approved maintenance organisation should inform PCAA on such
doubt, before issuing the certificate of release to service. This will allow PCAA to
investigate the matter as appropriate.
3. The procedure should draw attention to the fact that 145.A.50 (a) does not
normally permit the issue of a certificate of release to service in the case of non-
compliance and should state what action the mechanic, supervisor and certifying staff
should take to bring the matter to the attention of the relevant department or person
responsible for technical co-ordination with the aircraft operator so that the issue may be
discussed and resolved with the aircraft operator. In addition, the appropriate person(s)
as specified in 145.A.30(b) should be kept informed in writing of such possible non-
compliance situations and this should be included in the procedure.
AMC 145.A.50(f) Certification of maintenance
1. Suitable release certificate means a certificate which clearly states that the
aircraft component is serviceable; that clearly specifies the organisation releasing said
component together with details of the authority under whose approval the organisation
works including the approval or authorisation reference.
2. Compliance with all other ANO-145 and operator requirements means
making an appropriate entry in the aircraft technical log, checking for compliance with
type design standards, modifications, repairs, airworthiness directives, life limitations
and condition of the aircraft component plus information on where, when and why the
aircraft was grounded
GM 145.A.50(d) PCAA Form 1 Block 12 ‘Remarks’
Examples of data to be entered in this block as appropriate:
 Maintenance documentation used, including the revision status, for all work
performed and not limited to the entry made in block 11.
 A statement such as ‘in accordance with the CMM’ is not acceptable.
 NDT methods with appropriate documentation used when relevant.
 Compliance with airworthiness directives or service bulletins.
 Repairs carried out.
 Modifications carried out.
 Replacement parts installed.
 Life--‐limited parts status.
 Shelf life limitations.
 Deviations from the customer work order.
 Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
 Information needed to support shipment with shortages or re--‐assembly after
delivery.
 References to aid traceability, such as batch numbers.

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ANO 145.A.55 Maintenance Records

(a) The organisation shall record all details of maintenance work carried out. As a
minimum, the organisation shall retain records necessary to prove that all requirements
have been met for issuance of the certificate of release to service, including
subcontractor's release documents.
(b) The organisation shall provide a copy of each certificate of release to service
to the aircraft operator, together with a copy of any specific repair/modification data used
for repairs/modifications carried out.
(c) The organisation shall retain a copy of all detailed maintenance records and any
associated maintenance data for three years from the date the aircraft or component to
which the work relates was released from the organisation.
1. The records under this paragraph shall be stored in a manner that
ensures protection from damage, alteration and theft.
2. Computer backup discs, tapes etc. shall be stored in a different location from
that containing the working discs, tapes etc., in an environment that ensures they
remain in good condition.
3. Where an organisation approved under this ANO terminates its operation, all
retained maintenance records covering the last two years shall be distributed to the last
owner or customer of the respective aircraft or component or shall be stored as specified
by PCAA.
AMC 145.A.55(c) Maintenance records
Associated maintenance data is specific information such as repair and modification
data. This does not necessarily require the retention of all Aircraft Maintenance Manual,
Component Maintenance Manual, IPC etc. issued by the TC holder or STC holder.
Maintenance records should refer to the revision status of the data used.
GM 145.A.55(a) Maintenance records
1. Properly executed and retained records provide owners, operators and
maintenance personnel with information essential in controlling unscheduled and
scheduled maintenance, and troubleshooting to eliminate the need for re-inspection and
rework to establish airworthiness.
The prime objective is to have secure and easily retrievable records with comprehensive
and legible contents. The aircraft record should contain basic details of all serialised
aircraft components and all other significant aircraft components installed, to ensure
traceability to such installed aircraft component documentation and associated
maintenance data as specified in 145.A.45.
2. Some gas turbine engines are assembled from modules and a true total time
in service for a total engine is not kept. When owners and operators wish to take
advantage of the modular design, then total time in service and maintenance records for
each module is to be maintained. The maintenance records as specified are to be kept
with the module and should show compliance with any mandatory requirements
pertaining to that module.
3. Reconstruction of lost or destroyed records can be done by reference to other
records which reflect the time in service, research of records maintained by repair
facilities and reference to records maintained by individual mechanics etc. When these
things have been done and the record is still incomplete, the owner/operator may make

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a statement in the new record describing the loss and establishing the time in service
based on the research and the best estimate of time in service. The reconstructed
records should be submitted to the competent authority for acceptance.
Note: Additional maintenance may be required.
4. The maintenance record can be either a paper or computer system or any
combination of both.
5. Paper systems should use robust material which can withstand normal
handling and filing. The record should remain legible throughout the required retention
period.
6. Computer systems may be used to control maintenance and/or record details
of maintenance work carried out. Computer systems used for maintenance should have
at least one backup system which should be updated at least within 24 hours of any
maintenance. Each terminal is required to contain programme safeguards against the
ability of unauthorised personnel to alter the database.
ANO 145.A.60 Occurrence Reporting
(a) The organisation shall report to PCAA, the state of registry and the
organisation responsible for the design of the aircraft or component any condition of
the aircraft or component identified by the organisation that has resulted or may result
in an unsafe condition that hazards seriously the flight safety.
(b) The organisation shall establish an internal occurrence reporting system as
detailed in the exposition to enable the collection and evaluation of such reports,
including the assessment and extraction of those occurrences to be reported under
paragraph (a). This procedure shall identify adverse trends, corrective actions taken or to
be taken by the organisation to address deficiencies and include evaluation of all
known relevant information relating to such occurrences and a method to circulate the
information as necessary.
(c) The organisation shall make such reports in a form and manner established
by PCAA and ensure that they contain all pertinent information about the condition
and evaluation results known to the organisation.
(d) Where the organisation is contracted by a commercial operator to carry out
maintenance, the organisation shall also report to the operator any such condition
affecting the operator's aircraft or component.
(e) The organisation shall produce and submit such reports as soon as practicable
but in any case within 48 hours of the organisation identifying the condition to which the
report relates.
AMC 145.A.60(a) Occurrence reporting
In the absence of PCAA’s specific guidance, EASA AMC 20-8 General Acceptable Means
of Compliance for Airworthiness of Products, Parts and Appliances provides further
guidance on occurrence reporting.
AMC 145.A.60(b) Occurrence reporting
1. The aim of occurrence reporting is to identify the factors contributing to
incidents, and to make the system resistant to similar errors.
2. An occurrence reporting system should enable and encourage free and frank
reporting of any (potentially) safety related occurrence. This will be facilitated by the

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establishment of a just culture. An organisation should ensure that personnel are not
inappropriately punished for reporting or co-operating with occurrence investigations.
3. The internal reporting process should be closed loop, ensuring that actions are
taken internally to address safety hazards.
4. Feedback to reportees, both on an individual and more general basis, is
important to ensure their continued support for the scheme.

GM 145.A.60(a) Occurrence reporting

The organisation responsible for the design is normally the TC holder of the aircraft,
engine or propeller and/or if known the STC holder.
GM 145.A.60(b) Occurrence reporting
The following examples can be considered occurrence reporting in a ANO-145
environment but should not be considered as the only case of occurrence reporting:
a) A defect detected on the aircraft during a maintenance inspection (scheduled or
non‐scheduled) which may have its origin in a maintenance or design error.
 During routine inspection: Damage found to number 4 engine inlet cowl acoustic
lining
 During routine inspection: Rivets found loose on vertical stabiliser
 Found during after flight inspection: Excessive play in tail rotor blade pitch link
bearing at the attachment to the tail rotor blade horn due to bearing migration.
b) A deviation of maintenance procedure (company manual or manufacturer
documentation)
 Safety pin being left installed in a component, such as an escape slide
 Alleged inappropriate repair carried out with damage outside of SRM limits.
 Torch left in intake causing damage to inlet cowl during engine start
 Part Number of replaced part not properly recorded
GM 145.A.60(c) Occurrence reporting
Each report should contain at least the following information:
(i) Organisation name and approval reference.
(ii) Information necessary to identify the subject aircraft and / or component.
(iii) Date and time relative to any life or overhaul limitation in terms of flying
hours/cycles/landings etc.as appropriate.
(iv) Details of the condition as required by 145.A.60(b).
(v) Any other relevant information found during the evaluation or rectification of the
condition.

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ANO 145.A.65 Safety and Quality Policy, Maintenance Procedures and Quality System
(a) The organisation shall establish a safety and quality policy for the organisation
to be included in the exposition under 145.A.70.
(b) The organisation shall establish procedures agreed by PCAA taking into
account human factors and human performance to ensure good maintenance practices
and compliance with this ANO which shall include a clear work order or contract such
that aircraft and components may be released to service in accordance with point 145.
A.50.
1. The maintenance procedures under this paragraph apply to points 145.A.25 to
145.A.95.
2. The maintenance procedures established or to be established by the
organisation under this paragraph shall cover all aspects of carrying out the
maintenance activity, including the provision and control of specialised services and
lay down the standards to which the organisation intends to work.
3. With regard to aircraft line and base maintenance, the organisation shall
establish procedures to minimise the risk of multiple errors and capture errors on critical
systems, and to ensure that no person is required to carry out and inspect in relation to
a maintenance task involving some element of disassembly/ reassembly of several
components of the same type fitted to more than one system on the same aircraft
during a particular maintenance check. However, when only one person is available to
carry out these tasks then the organisation’s work card or worksheet shall include an
additional stage for re-inspection of the work by this person after completion of all the
same tasks.
4. Maintenance procedures shall be established to ensure that damage is
assessed and modifications and repairs are carried out using data approved by PCAA
or by a design organisation acceptable to PCAA, as appropriate.
(c) The organisation shall establish a quality system that includes the following:
1. Independent audits in order to monitor compliance with required
aircraft/aircraft component standards and adequacy of the procedures to ensure that
such procedures invoke good maintenance practices and airworthy aircraft/aircraft
components. In the smallest organisations the independent audit part of the quality
system may be contracted to another organisation approved under this ANO or a
person with appropriate technical knowledge and proven satisfactory audit experience;
and
2. A quality feedback reporting system to the person or group of persons
specified in 145.A.30(b) and ultimately to the accountable manager that ensures proper
and timely corrective action is taken in response to reports resulting from the independent
audits established to meet paragraph (1).
(d) The organization shall establish a Safety Management System (SMS) as per the
requirements mentioned in the latest revision of ANO-001-XXSP.
AMC 145.A.65(a) Safety and quality policy, maintenance procedures and quality system
The safety and quality policy should as a minimum include a statement committing the
organisation to:
 Recognise safety as a prime consideration at all times.
 Apply Human factors principles.
 Encourage personnel to report maintenance related errors/incidents.
 Recognise that compliance with procedures, quality standards, safety

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standards and regulations is the duty of all personnel.

 Recognise the need for all personnel to cooperate with the quality auditors.
AMC 145.A.65(b) Safety and quality policy, maintenance procedures and quality system
1. Maintenance procedures should be held current such that they reflect best
practice within the organisation. It is the responsibility of all organisation’s employees
to report any differences via their organisation’s internal occurrence reporting
mechanisms.
2. All procedures, and changes to those procedures, should be verified and
validated before use where practicable.
3. All technical procedures should be designed and presented in accordance with
good human factors principles.
AMC 145.A.65(b)(2) Safety and quality policy, maintenance procedures and quality
system
Specialised services include any specialised activity, such as, but not limited to non-
destructive testing requiring particular skills and/or qualification. ANO145.A.30(f) covers
the qualification of personnel but, in addition, there is a need to establish maintenance
procedures that cover the control of any specialised process.
AMC 145.A.65(b)(3) Safety and quality policy, maintenance procedures and quality
system
1. The purpose of this procedure is to minimise the rare possibility of an error
being repeated whereby the identical aircraft components are not reassembled thereby
compromising more than one system. One example is the remote possibility of failure
to reinstall engine gearbox access covers or oil filler caps on all engines of a multi‐
engined aircraft resulting in major oil loss from all engines.
Another example is the case of removal and refitment of oil filler caps, which should require
a re-inspection of all oil filler caps after the last oil filler cap has supposedly been refitted.
2. Procedures should be established to detect and rectify maintenance errors
that could, as minimum, result in a failure, malfunction, or defect endangering the safe
operation of the aircraft if not performed properly. The procedure should identify the
method for capturing errors, and the maintenance tasks or processes concerned.
In order to determine the work items to be considered, the following maintenance
tasks should primarily be reviewed to assess their impact on safety:
 Installation, rigging and adjustments of flight controls,
 Installation of aircraft engines, propellers and rotors,
 Overhaul, calibration or rigging of components such as engines, propellers,
transmissions and gearboxes but additional information should also be processed, such
as:
 Previous experiences of maintenance errors, depending on the consequence of
the failure,
 Information arising from the ‘occurrence reporting system’ required by 145.A.60,
 PCAA requirements for error capturing, if applicable.
3. In order to prevent omissions, every maintenance task or group of tasks should
be signed-off. To ensure the task or group of tasks is completed it should only be signed-
off after completion. Work by unauthorised personnel (i.e. temporary staff, trainee,)
should be checked by authorised personnel before they sign-off. The grouping of tasks
for the purpose of signing-off should allow critical steps to be clearly identified

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Note: A “sign-off” is a statement by the competent person performing or supervising the

work, that the task or group of tasks has been correctly performed. A sign-off relates to
one step in the maintenance process and is therefore different to the release to service of
the aircraft. “Authorised personnel” means personnel formally authorised by the
maintenance organisation approved under ANO-145 to sign-off tasks. “Authorised
personnel” are not necessarily “certifying staff”.
4. The maintenance organisation should ensure that when carrying out a
modification, repair or maintenance, Critical Design Configuration Control Limitations
are not compromised; this will require the development of appropriate procedures
where necessary by the maintenance organisation. The maintenance organisation
should pay particular attention to possible adverse effects of any wiring change to the
aircraft, even a change not specifically associated with the fuel tank system. For
example, it should be common practice to identify segregation of fuel gauging system
wiring as a Critical Design Configuration Control Limitation.
Maintenance organisations can prevent adverse effects associated with wiring changes
by standardising maintenance practices through training, rather than by periodic
inspection. Training should be provided to end indiscriminate routing and splicing of wire
and to provide comprehensive knowledge of critical design features of fuel tank systems
that would be controlled by a Critical Design Configuration Control Limitation. Guidance
is provided for training to maintenance organisation personnel in Appendix IV to AMC to
ANO-145.
The maintenance of ignition prevention features is necessary for the inherent safety
and reliability of an aircraft’s fuel tank system. The aircraft cannot be operated
indefinitely with the failure of an ignition prevention feature. The failure will have a direct
adverse effect on operational safety. It could prevent the continued safe flight and
landing of the aircraft or cause serious or fatal injury to the occupants. The fuel system
review required will identify ignition prevention features of the design. The failure of
any of these features may not immediately result in an unsafe condition, but it may
warrant certain maintenance to support continued airworthiness.
AMC 145.A.65(c)(1) Safety and quality policy, maintenance procedures and quality
system
1. The primary objectives of the quality system are to enable the organisation to
ensure that it can deliver a safe product and that organisation remains in compliance with
the requirements.
2. An essential element of the quality system is the independent audit
3. The independent audit is an objective process of routine sample checks of all
aspects of the organisation’s ability to carry out all maintenance to the required standards
and includes some product sampling as this is the end result of the maintenance process.
It represents an objective overview of the complete maintenance related activities and is
intended to complement the 145.A.50 (a) requirement for certifying staff to be satisfied
that all required maintenance has been properly carried out before issue of the certificate
of release to service. Independent audits should include a percentage of random audits
carried out on a sample basis when maintenance is being carried out. This means some
audits during the night for those organisations that work at night.
4. Except as specified in sub-paragraphs 7 and 9, the independent audit should
ensure that all aspects of ANO-145 compliance are checked every 12 months and may
be carried out as a complete single exercise or subdivided over the 12 month period in
accordance with a scheduled plan. The independent audit does not require each
procedure to be checked against each product line when it can be shown that the
particular procedure is common to more than one product line and the procedure has
been checked every 12 months without resultant findings. Where findings have been

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identified, the particular procedure should be rechecked against other product lines
until the findings have been rectified after which the independent audit procedure may
revert back to 12 monthly for the particular procedure.
5. Except as specified otherwise in subparagraph 7, the independent audit should
sample check one product on each product line every 12 months as a demonstration of
the effectiveness of maintenance procedures compliance. It is recommended that
procedures and product audits be combined by selecting a specific product example, such
as an aircraft or engine or instrument and sample checking all the procedures and
requirements associated with the specific product example to ensure that the end result
should be an airworthy product.
For the purpose of the independent audit, a product line includes any product under an
Appendix II approval class rating as specified in the approval schedule issued to the
particular organisation.
It therefore follows for example that a maintenance organisation approved under
ANO-145 with a capability to maintain aircraft, repair engines, brakes and autopilots
would need to carry out four complete audit sample checks each year except as
specified otherwise in subparagraphs 5, 7 or 9.
6. The sample check of a product means to witness any relevant testing and
visually inspect the product and associated documentation. The sample check should
not involve repeat disassembly or testing unless the sample check identifies findings
requiring such action.
7. Except as specified otherwise in sub-paragraph 9, where the smallest
organisation, that is an organisation with a maximum of 10 personnel actively engaged in
maintenance, chooses to contract the independent audit element of the quality system in
accordance with 145.A.65 (c)(1) it is conditional on the audit being carried out twice in
every 12 month period.
8. Except as specified otherwise in sub‐paragraph 9, where the organisation has
line stations listed as per 145.A.75 the quality system should describe how these are
integrated into the system and include a plan to audit each listed line station at a
frequency consistent with the extent of flight activity at the particular line station. Except
as specified otherwise in sub‐paragraph 9 the maximum period between audits of a
particular line station should not exceed 12 months.
9. Except as specified otherwise in sub-paragraph 5, PCAA may agree to
increase any of the audit time periods specified in this AMC 145.A.65 (c)(1) by up to
100% provided that there is no safety related findings and subject to being satisfied that
the organisation has a good record of rectifying findings in a timely manner.
10. A report should be raised each time an audit is carried out describing what
was checked and the resulting findings against applicable requirements, procedures and
products.
11. The independence of the audit should be established by always ensuring that
audits are carried out by personnel not responsible for the function, procedure or
products being checked. It therefore follows that a large maintenance organisation
approved under ANO-145, being an organisation with more than about 500
maintenance staff should have a dedicated quality audit group whose sole function is to
conduct audits, raise finding reports and follow up to check that findings are being
rectified. For the medium sized maintenance organisation approved under ANO‐145,
being an organisation with less than about 500 maintenance staff, it is acceptable to
use competent personnel from one section/department not responsible for the
production function, procedure or product to audit the section/department that is
responsible subject to the overall planning and implementation being under the control

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of the quality manager. Organisations with a maximum of 10 maintenance staff actively

engaged in carrying out maintenance may contract the independent audit element of the
quality system to another organisation or a qualified and competent person approved by
the Competent Authority.
AMC 145.A.65(c)(2) Safety and quality policy, maintenance procedures and quality
system
1. An essential element of the quality system is the quality feedback system.
2. The quality feedback system may not be contracted to outside persons. The
principle function of the quality feedback system is to ensure that all findings resulting
from the independent quality audits of the organisation are properly investigated and
corrected in a timely manner and to enable the accountable manager to be kept informed
of any safety issues and the extent of compliance with ANO-145.
3. The independent quality audit reports referenced in AMC 145.A.65(c)(1) sub-
paragraph 10 should be sent to the relevant department(s) for rectification action giving
target rectification dates. Rectification dates should be discussed with such
department(s) before the quality department or nominated quality auditor confirms such
dates in the report. The relevant department(s) are required by 145.A.65(c)(2) to rectify
findings and inform the quality department or nominated quality auditor of such
rectification.
4. The accountable manager should hold regular meetings with staff to check
progress on rectification except that in the large organisations such meetings may be
delegated on a day to day basis to the quality manager subject to the accountable
manager meeting at least twice per year with the senior staff involved to review the overall
performance and receiving at least a half yearly summary report on findings of non-
compliance.
5. All records pertaining to the independent quality audit and the quality feedback
system should be retained for at least 2 years after the date of clearance of the finding
to which they refer or for such periods as to support changes to the AMC 145.A.65(c)(1)
sub-paragraph 9 audit time periods, whichever is the longer.
GM 145.A.65(c)(1) Safety and quality policy, maintenance procedures and quality
system
1. The purpose of this GM is to give guidance on just one acceptable working
audit plan to meet part of the needs of 145.A.65 (c)1. There is any number of other
acceptable working audit plans.
2. The proposed plan lists the subject matter that should be covered by the
audit and attempts to indicate applicability in the various types of workshops and aircraft
facilities. The list should therefore be tailored for the particular situation and more than
one list may be necessary. Each list should be shown against a timetable to indicate
when the particular item is scheduled for audit and when the audit was completed.

ENGINE MECH AVIONIC

PARA Comment HANGAR
Workshop Workshop Workshop
145.A.25 Yes Yes Yes Yes

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145.A.30 Yes Yes Yes Yes

145.A.35 Yes Yes Yes Yes
145.A.40 Yes Yes Yes Yes
145.A.42 Yes Yes Yes Yes
145.A.45 Yes Yes Yes Yes
145.A.47 Yes Yes Yes Yes
145.A.50 Yes Yes Yes Yes
145.A.55 Yes Yes Yes Yes
145.A.60 Yes Yes Yes Yes
145.A.65 Yes Yes Yes Yes
2.1 MOE Yes Yes Yes Yes
2.2 MOE Yes Yes Yes Yes
2.3 MOE Yes Yes Yes Yes
2.4 MOE Yes Yes Yes Yes
2.5 MOE Yes Yes Yes Yes
2.6 MOE Yes Yes Yes Yes
2.7 MOE Yes Yes Yes Yes
2.8 MOE Yes Yes Yes Yes
2.9 MOE Yes Yes Yes Yes
2.10 MOE Yes No No No
2.11 MOE Yes Yes Yes Yes
2.12 MOE Yes Yes Yes Yes
2.13 MOE Yes Yes Yes Yes
2.15 MOE Yes No No No
2.16 MOE Yes Yes Yes Yes
2.17 MOE if appl if appl if appl if appl
2.18 MOE Yes Yes Yes Yes
2.19 MOE Yes Yes Yes Yes
2.20 MOE Yes Yes Yes Yes
2.21 MOE if appl if appl if appl if appl
2.22 MOE Yes Yes No No
2.23 MOE Yes No No No
2.24 MOE Yes Yes Yes Yes
2.25 MOE Yes Yes Yes Yes
2.26 MOE Yes Yes Yes Yes
2.27 MOE Yes Yes Yes Yes
2.28 MOE Yes Yes Yes Yes
L2.1 MOE if appl No No No
L2.2 MOE if appl No No No
L2.3 MOE if appl No No No
L2.4 MOE if appl No No No
L2.5 MOE if appl No No No
L2.6 MOE if appl No No No
L2.7 MOE if appl No No No
3.9 MOE if appl if appl if appl if appl
3.10 MOE if appl if appl if appl if appl
3.11 MOE if appl if appl if appl No
3.12 MOE Yes Yes No No
3.13 MOE Yes Yes Yes Yes
3.14 MOE Yes Yes Yes Yes
3.15 MOE Yes Yes Yes Yes
145.A.70 Yes Yes Yes Yes
145.A.75 Yes Yes Yes Yes
145.A.80 Yes Yes Yes Yes

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145.A.85 Yes Yes Yes Yes

145.A.95 if appl if appl if appl if appl
Note 1: ‘if appl’ means if applicable or relevant.
Note 2: In the line station case all line stations should be audited at the frequency
agreed with the Competent Authority within the limits of AMC 145.A.65(c)(1).

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ANO 145.A.70 Maintenance Organisation Exposition

(a) "Maintenance organisation exposition" means the document or documents that
contain the material specifying the scope of work deemed to constitute approval and
showing how the organisation intends to comply with this Part. The organisation shall
provide PCAA with a maintenance organisation exposition, containing the following
information:
1. A statement signed by the accountable manager confirming that the
maintenance organisation exposition and any referenced associated manuals define
the organisation's compliance with this ANO and will be complied with at all times.
When the accountable manager is not the chief executive officer of the organisation
then such chief executive officer shall countersign the statement;
2. the organisation's safety and quality policy as specified by 145.A.65;
3. the title(s) and name(s) of the persons nominated under 145.A.30(b);
4. the duties and responsibilities of the persons nominated under 145.A.30(b),
including matters on which they may deal directly with the competent authority on behalf
of the organisation;
5. an organisation chart showing associated chains of responsibility between the
persons nominated under 145.A.30(b);
6. a list of certifying staff and support staff;
7. a general description of manpower resources;
8. a general description of the facilities located at each address specified in
the organisation's approval certificate;
9. a specification of the organisation's scope of work relevant to the extent of
approval;
10. the notification procedure of 145.A.85 for organisation changes;
11. the maintenance organisation exposition amendment procedure;
12. the procedures and quality system established by the organisation under
145.A.25 to 145.A.90;
13. a list of commercial operators, where applicable, to which the
organisation provides an aircraft maintenance service;
14. a list of subcontracted organisations, where applicable, as specified in
145.A.75(b);
15. a list of line stations, where applicable, as specified in 145.A.75(d);
16. a list of contracted organisations, where applicable.
(b) The exposition shall be amended as necessary to remain an up-to-date
description of the organisation. The exposition and any subsequent amendment shall be
approved by the PCAA.
(c) Notwithstanding paragraph (b) minor amendments to the exposition may be
approved through an exposition procedure (hereinafter called indirect approval).
(d) The exposition shall refer to the Safety Management System Manual (SMSM).
AMC 145.A.70(a) Maintenance organisation exposition
The following information should be included in the maintenance organisation exposition:
The information specified in 145.A.70(a) subparagraphs (6) and (12) to (16) inclusive,
whilst a part of the maintenance organisation exposition, may be kept as separate

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documents or on separate electronic data files subject to the management part of said
exposition containing a clear cross-reference to such documents or electronic data files.
The exposition should contain the information, as applicable, specified in this AMC. The
information may be presented in any subject order as long as all applicable subjects are
covered. Where an organisation uses a different format, for example, to allow the
exposition to serve for more than one approval, then the exposition should contain a
cross-reference Annex using this list as an index with an explanation as to where the
subject matter can be found in the exposition.
The exposition should contain information, as applicable, on how the maintenance
organisation complies with Critical Design Configuration Control Limitations’ (CDCCL)
instructions.
Small maintenance organisations may combine the various items to form a simple
exposition more relevant to their needs.
The operator may use electronic data processing (EDP) for publication of the
maintenance organisation exposition. The maintenance organisation exposition should
be made available to PCAA in a form acceptable to the Authority. Attention should be
paid to the compatibility of EDP publication systems with the necessary dissemination
of the maintenance organisation exposition, both internally and externally.
PART 0 GENERAL ORGANISATION
This section is reserved for those maintenance organisations approved under ANO-145
who are also operators within PCAA.
PART 1 MANAGEMENT
1.1 Corporate commitment by the accountable manager
1.2 Safety and quality policy
1.3 Management personnel
1.4 Duties and responsibilities of the management personnel
1.5 Management organisation chart
1.6 List of certifying staff and support staff
1.7 Manpower resources
1.8 General description of the facilities at each address intended to be approved
1.9 Organisations intended scope of work
1.10 Notification procedure to PCAA regarding changes to the organisation’s
activities/approval/location/personnel.
1.11 Exposition amendment procedures including, if applicable, delegated
procedures
PART 2 MAINTENANCE PROCEDURES
2.1 Supplier evaluation and subcontract control procedure
2.2 Acceptance/inspection of aircraft components and material from outside
contractors
2.3 Storage, tagging and release of aircraft components and material to aircraft
maintenance
2.4 Acceptance of tools and equipment
2.5 Calibration of tools and equipment

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

2.7 Cleanliness standards of maintenance facilities
2.8 Maintenance instructions and relationship to aircraft/aircraft component
manufacturers’ instructions including updating and availability to staff
2.9 Repair procedure
2.10 Aircraft maintenance programme compliance
2.11 Airworthiness directives procedure
2.12 Optional modification procedure
2.13 Maintenance documentation in use and completion of same
2.14 Technical record control
2.15 Rectification of defects arising during base maintenance
2.16 Release to service procedure
2.17 Records for the operator
2.18 Reporting of defects to the competent authority/operator/manufacturer
2.19 Return of defective aircraft components to store
2.20 Defective components to outside contractors
2.21 Control of computer maintenance record systems
2.22 Control of manhour planning versus scheduled maintenance work
2.23 Control of critical tasks
2.24 Reference to specific maintenance procedures such as Engine running
procedures, Aircraft pressure run procedures Aircraft towing procedures Aircraft taxiing
procedures
2.25 Procedures to detect and rectify maintenance errors.
2.26 Shift/task handover procedures
2.27 Procedures for notification of maintenance data inaccuracies and ambiguities,
to the type certificate holder
2.28 Production planning procedures
PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES
L2.1 Line maintenance control of aircraft components, tools, equipment, etc.
L2.2 Line maintenance procedures related to servicing / fueling / de-icing,
including inspection for / removal of de-icing / anti-icing fluid residues, etc.
L2.3 Line maintenance control of defects and repetitive defects
L2.4 Line procedure for completion of technical log
L2.5 Line procedure for pooled parts and loan parts
L2.6 Line procedure for return of defective parts removed from aircraft
L2.7 Line procedure control of critical tasks
PART 3 QUALITY SYSTEM PROCEDURES
3.1 Quality audit of organisation procedures
3.2 Quality audit of aircraft

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3.3 Quality audit remedial action procedure

3.4 Certifying staff and support staff qualification and training procedures
3.5 Certifying staff and support staff records
3.6 Quality audit personnel
3.7 Qualifying inspectors
3.8 Qualifying mechanics
3.9 Aircraft or aircraft component maintenance tasks exemption process control
3.10 Concession control for deviation from organisations’ procedures
3.11 Qualification procedure for specialised activities such as NDT welding, etc.
3.12 Control of manufacturers’ and other maintenance working teams
3.13 Human factors training procedure
3.14 Competence assessment of personnel
3.15 Procedure for On-the-Job Training (OJT)
PART 4
4.1 Contracting operators
4.2 Operator procedures and paperwork
4.3 Operator record completion
PART 5
5.1 Sample of documents
5.2 List of Subcontractors as per 145.A.75 (b)
5.3 List of Line maintenance locations as per 145.A.75 (d)
5.4 List of contracted organisations as per 145.A.70(a)(16)
5.5 List of certifying staff
PART 6 OPERATORS MAINTENANCE PROCEDURES
This section is reserved for those maintenance organisations approved under ANO-‐145
who are also operators.
PART 7
(Reserved)
PART 8
(Reserved)

GM 145.A.70(a) Maintenance organisation exposition

1. The purpose of the maintenance organisation exposition (MOE) is to set
forth the procedures, means and methods of the organisation.
2. Compliance with its contents will assure compliance with the requirements of
ANO-145, which is a prerequisite to obtaining and retaining a maintenance organization
approval certificate.
3. 145.A.70 (a)(1) to (a)(11) constitutes the ‘management’ part of the MOE and
therefore could be produced as one document and made available to the person(s)

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specified under 145.A.30 (b) who should be reasonably familiar with its contents.
145.A.70(a)(6) list of certifying staff and B1 and B2 support staff may be produced
as a separate document.
4. 145.A.70 (a)(12) constitutes the working procedures of the organisation and
therefore as stated in the requirement may be produced as any number of separate
procedures manuals. It should be remembered that these documents should be cross-
referenced from the management MOE.
5. Personnel are expected to be familiar with those parts of the manuals that are
relevant to the maintenance work they carry out.
6. The organisation should specify in the MOE who should amend the manual
particularly in the case where there are several parts.
7. The quality manager should be responsible for monitoring the amendment of
the MOE, unless otherwise agreed by PCAA, including associated procedures manuals
and submission of the proposed amendments to PCAA. However, PCAA may agree via
a procedure stated in the amendment section of the MOE that some defined class of
amendments may be incorporated without prior approval by PCAA.
8. The MOE should cover four main parts:
(a) The management MOE covering the parts specified earlier.
(b) The maintenance procedures covering all aspects of how aircraft
components may be accepted from outside sources and how aircraft will be maintained
to the required standard.
(c) The quality system procedures including the methods of qualifying mechanics,
inspection, certifying staff and quality audit personnel.
(d) Contracting operator procedures and paperwork.
9. The accountable manager’s exposition statement as specified under 145.A.70
(a)(1) should embrace the intent of the following paragraph and in fact this statement
may be used without amendment. Any modification to the statement should not alter the
intent.
This exposition and any associated referenced manuals define the organisation and
procedures upon which the (Competent Authority*) ANO-‐145 approval is based as
required by 145.A.70. These procedures are approved by the undersigned and should
be complied with, as applicable, when work orders are being progressed under the terms
of the ANO-‐145 approval.
It is accepted that these procedures do not override the necessity of complying with
any new or amended regulation published by the (competent authority*) from time to
time where these new or amended regulations are in conflict with these procedures.
It is understood that the (Competent Authority*) will approve this organisation whilst the
(Competent Authority*) is satisfied that the procedures are being followed and work
standards maintained. It is further understood that the (Competent Authority*) reserves
the right to suspend, limit or revoke the approval of the organisation if the (Competent
Authority*) has evidence that procedures are not followed or standards not upheld.
Signed ........................................
Dated ..........................................

Accountable Manager and...... (quote position)........................

For and on behalf of........ (quote organisation’s name)..................................................

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NOTE: Where it states (Competent Authority*) please insert the actual name of the
Competent Authority, for example, PCAA, EASA, CAA--‐NL, LBA, DGAC, CAA, etc.
Whenever the accountable manager changes, it is important to ensure that the new
accountable manager signs the paragraph 9 statement at the earliest opportunity.
Failure to carry out this action could invalidate the ANO‐145 approval.
10. When an organisation is approved against any other ANO containing a
requirement for an exposition, a supplement covering the differences will suffice to meet
the requirements except that the supplement should have an index showing where those
parts missing from the supplement are covered.
AMC 145.A.70(d) Maintenance organisation exposition
The Maintenance organization exposition should include a reference to the Safety
Management Manual. As the Competent Authority issue specific approvals for each
Safety Management System, the Safety Management Manual should be issued as a
specific manual and not be integrated within the Maintenance organization exposition.
ANO 145.A.75 Privileges of the organisation
In accordance with the exposition, the organisation shall be entitled to carry out the
following tasks:
(a) Maintain any aircraft and/or component for which it is approved at the
locations identified in the approval certificate and in the exposition;
(b) Arrange for maintenance of any aircraft or component for which it is approved
at another organisation that is working under the quality system of the organisation.
This refers to work being carried out by an organisation not itself appropriately approved
to carry out such maintenance under this ANO and is limited to the work scope permitted
under 145.A.65(b) procedures. This work scope shall not include a base maintenance
check of an aircraft or a complete workshop maintenance check or overhaul of an engine
or engine module;
(c) Maintain any aircraft or any component for which it is approved at any location
subject to the need for such maintenance arising either from the unserviceability of the
aircraft or from the necessity of supporting occasional line maintenance, subject to the
conditions specified in the exposition;
(d) Maintain any aircraft and/or component for which it is approved at a location
identified as a line maintenance location capable of supporting minor maintenance and
only if the organisation exposition both permits such activity and lists such locations;
(e) Issue certificates of release to service in respect of completion of maintenance
in accordance with 145.A.50.
AMC 145.A.75(b) Privileges of the organisation
1. Working under the quality system of an organisation appropriately approved
under ANO-145 (sub contracting) refers to the case of one organisation, not itself
appropriately approved to ANO-145 that carries out aircraft line maintenance or minor
engine maintenance or maintenance of other aircraft components or a specialised service
as a subcontractor for an organisation appropriately approved under ANO‐145. To be
appropriately approved to subcontract the organisation should have a procedure for the
control of such subcontractors as described below. Any approved maintenance
organisation that carries out maintenance for another approved maintenance organisation
within its own approval scope is not considered to be subcontracting for the purpose of
this paragraph.
2. Maintenance of engines or engine modules other than a complete workshop

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maintenance check or overhaul is intended to mean any maintenance that can be carried
out without disassembly of the core engine or, in the case of modular engines, without
disassembly of any core module.
3. FUNDAMENTALS OF SUB-CONTRACTING UNDER ANO‐145
3.1 The fundamental reasons for allowing an organisation approved under ANO-145
to sub-contract certain maintenance tasks are:
(a) To permit the acceptance of specialised maintenance services, such as, but
not limited to, plating, heat treatment, plasma spray, fabrication of specified parts for
minor repairs / modifications, etc., without the need for direct approval by PCAA in such
cases.
(b) To permit the acceptance of aircraft maintenance up to but not including a base
maintenance check as specified in 145.A.75(b) by organisations not appropriately
approved under ANO‐145 when it is unrealistic to expect direct approval by PCAA. PCAA
will determine when it is unrealistic but in general it is considered unrealistic if only one
or two organisations intend to use the sub-contract organisation.
(c) To permit the acceptance of component maintenance.
(d) To permit the acceptance of engine maintenance up to but not including a
workshop maintenance check or overhaul of an engine or engine module as specified
in 145.A.75(b) by organisations not appropriately approved under ANO‐145 when it is
unrealistic to expect direct approval by the Competent Authority. The determination of
unrealistic is as per sub-paragraph (b).
3.2 When maintenance is carried out under the sub‐contract control system it means
that for the duration of such maintenance, the ANO-145 approval has been temporarily
extended to include the sub-contractor. It therefore follows that those parts of the sub-
contractor`s facilities personnel and procedures involved with the maintenance
organisation’s products undergoing maintenance should meet ANO-145 requirements for
the duration of that maintenance and it remains the organisation’s responsibility to ensure
such requirements are satisfied.
3.3 For the criteria specified in sub‐paragraph 3.1 the organisation is not required
to have complete facilities for maintenance that it needs to sub-contract but it should have
its own expertise to determine that the sub-contractor meets the necessary standards.
However an organisation cannot be approved unless it has the in-house facilities,
procedures and expertise to carry out the majority of maintenance for which it wishes to
be approved in terms of the number of class ratings.
3.4 The organisation may find it necessary to include several specialist sub-
contractors to enable it to be approved to completely certify the release to service of a
particular product. Examples could be specialist welding, electroplating, painting etc. To
authorise the use of such subcontractors, PCAA will need to be satisfied that the
organisation has the necessary expertise and procedures to control such sub-contractors.
3.5 An organisation working outside the scope of its approval schedule is deemed to
be not approved. Such an organisation may in this circumstance operate only under the sub-
contract control of another organisation approved under ANO‐145.
3.6 Authorisation to sub‐contract is indicated by PCAA accepting the maintenance
organisation exposition containing a specific procedure on the control of sub-contractors.
4. PRINCIPLE ANO-145 PROCEDURES FOR THE CONTROL OF SUB‐
CONTRACTORS NOT APPROVED UNDER ANO-145
4.1 A pre-audit procedure should be established whereby the maintenance
organisations’ subcontract control section, which may also be the 145.A.65(c) quality

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system independent audit section, should audit a prospective subcontractor to

determine whether those services of the subcontractor that it wishes to use meets the
intent of ANO-145.
4.2 The organisation approved under ANO-145 needs to assess to what extent it will
use the sub-contractor`s facilities. As a general rule the organisation should require its
own paperwork, approved data and material/spare parts to be used, but it could permit
the use of tools, equipment and personnel from the sub-contractor as long as such tools,
equipment and personnel meet the requirement of ANO-145. In the case of sub-contractors
who provide specialised services it may for practical reasons be necessary to use their
specialised services personnel, approved data and material subject to acceptance by the
organisation approved under ANO‐145.
4.3 Unless the sub-contracted maintenance work can be fully inspected on receipt
by the organisation approved under ANO-145 it will be necessary for such organisation to
supervise the inspection and release from the sub-contractor. Such activities should be
fully described in the organisation procedure. The organisation will need to consider whether
to use its own staff or authorise the sub‐contractor's staff.
4.4 The certificate of release to service may be issued either at the sub-contractor
or at the organisation facility by staff issued a certification authorisation in accordance
with ANO 145.A.30 as appropriate, by the organisation approved under ANO‐145. Such
staff would normally come from the organisation approved under ANO‐145 but may
otherwise be a person from the sub-contractor who meets the approved maintenance
organisation certifying staff standard which itself is approved by PCAA via the maintenance
organisation exposition. The certificate of release to service and the PCAA Form 1 will
always be issued under the maintenance organisation approval reference.
4.5 The sub-contract control procedure will need to record audits of the sub-
contractor, to have a corrective action follow up plan and to know when sub-contractors
are being used. The procedure should include a clear revocation process for sub-
contractors who do not meet the ANO-145 approved maintenance organisation’s
requirements.
4.6 The ANO-145 quality audit staff will need to audit the sub-contract control section
and sample audit sub-contractors unless this task is already carried out by the quality audit
staff as stated in sub-paragraph 4.1.
4.7 The contract between the ANO-145 approved maintenance organisation and
the sub-contractor should contain a provision for the PCAA to have right of access to the
sub-contractor.
ANO 145.A.80 Limitations on the organisation
The organisation shall only maintain an aircraft or component for which it is approved
when all the necessary facilities, equipment, tooling, material, maintenance data and
certifying staff are available.
AMC 145.A.80 Limitations on the organisation
This paragraph is intended to cover the situation where the larger organisation may
temporarily not hold all the necessary tools, equipment etc, for an aircraft type or variant
specified in the organisation's approval. This paragraph means that PCAA need not
amend the approval to delete the aircraft type or variants on the basis that it is a
temporary situation and there is a commitment from the organisation to re‐acquire tools,
equipment etc before maintenance on the type may recommence.
ANO 145.A.85 Changes to the organisation
The organisation shall notify the competent authority of any proposal to carry out any of
the following changes before such changes take place to enable the competent authority

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SECTION B: PROCEDURE FOR PCAA

MNL 145.B.1 Scope

This section establishes the administrative procedures, which Airworthiness Directorate,
PCAA shall follow when exercising its tasks and responsibilities regarding issuance,
continuation, change, suspension or revocation of ANO 145 maintenance organisation
approvals.
MNL 145.B.10 Competent Authority
1. General
For the purpose of this MNL, the Competent Authority for organisations having their principal
place of business in Pakistan shall be Airworthiness Directorate, Pakistan Civil Aviation
Authority.
Airworthiness Directorate, PCAA shall establish documented procedures and an
organisational structure.
2. Resources
The number of staff must be appropriate to carry out the requirements as detailed in this
section.
3. Qualification and Training
All staff involved in ANO 145 approvals must:
3.1. be appropriately qualified and have all necessary knowledge, experience and
training to perform their allocated tasks.
3.2. have received training/continuation training on ANO 145 where relevant, including
its intended meaning and standard.
4. Procedures
PCAA shall establish procedures detailing how compliance with this Section B is
accomplished.
The procedures must be reviewed and amended to ensure continued compliance.
AMC 145.B.10 (1) PCAA - General
1. In deciding upon the required organisational structure, Airworthiness Directorate,
PCAA should review the number of certificates to be issued, the number and size of potential
ANO 145 approved maintenance organisations within the Pakistan, as well as the level of civil
aviation activity, number and complexity of aircraft and the size of the Pakistan’s aviation
industry.
2. Airworthiness Directorate, PCAA should retain effective control of important
surveillance functions and not delegate them in such a way that ANO 145 organisations, in
effect, regulate themselves in airworthiness matters.
3. The set-up of the organisational structure should ensure that the various tasks and
obligations of Airworthiness Directorate, PCAA are not relying on individuals. That means that
a continuing and undisturbed fulfilment of these tasks and obligations of Airworthiness
Directorate, PCAA should also be guaranteed in case of illness, accident or leave of individual
employees.
AMC 145.B.10 (3) PCAA – Qualification and Training
1. Airworthiness Inspectors / surveyors should have:
1.1 practical experience and expertise in the application of civil aviation safety
standards and safe operating practices;

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1.2 comprehensive knowledge of:

1.2.1 relevant parts of implementing rules, certification specifications and guidance
material;
1.2.2 Airworthiness Directorate, PCAA’s procedures;
1.2.3 the rights and obligations of a surveyor;quality systems;
1.2.4 continuing airworthiness management.
1.3 training on auditing techniques.
1.4 five years relevant work experience to be allowed to work as a surveyor
independently. This may include experience gained during training to obtain the 1.5
qualification.
1.5 a relevant engineering degree or an aircraft maintenance technician qualification
with additional education. ‘relevant engineering degree’ means an engineering degree from
aeronautical, mechanical, electrical, electronic, avionic or other studies relevant to the
maintenance and continuing airworthiness of aircraft/aircraft components.
1.6 knowledge of maintenance standards, including Fuel Tank Safety (FTS) training
as described in Appendix IV to AMC to 145.A.30(e) and 145.B.10(3).
2. In addition to technical competency, surveyors should have a high degree of
integrity, be impartial in carrying out their tasks, be tactful, and have a good understanding of
human nature.
3. A programme for continuation training should be developed that ensures that the
surveyors remain competent to perform their allocated tasks.
AMC 145.B.10 (4) PCAA - Procedures
The documented procedures should contain the following information:
1. The designation of the Airworthiness Directorate, PCAA.
2. The title(s) and name(s) of the manager(s) of Airworthiness Directorate, PCAA and
their duties and responsibilities.
3. Organisation chart(s) showing associated chains of responsibility of the senior
persons.
4. A procedure defining the qualifications for staff together with a list of staff
authorised to sign certificates.
5. A general description of the facilities.
6. Procedures specifying how Airworthiness Directorate, PCAA ensure(s) compliance
with ANO 145.
MNL 145.B.15
Reserved
MNL 145.B.17 Applicable Means of Compliance
The AMC material has been developed when this is complied with, the related requirements
of this ANO shall be considered as met.
MNL 145.B.20 Initial Approval
1. Provided the requirements of 145.A.30 (a) and (b) are complied with, Airworthiness
Directorate, PCAA shall formally indicate its acceptance of the personnel, specified in
145.A.30 (a) and (b), to the applicant in writing.

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2. Airworthiness Directorate, PCAA shall verify that the procedures specified in the
maintenance organisation exposition comply with ANO 145 and verify that the accountable
manager signs the commitment statement.
3. Airworthiness Directorate, PCAA shall verify that the organisation is in compliance
with the requirements of ANO 145.
4. A meeting with the accountable manager shall be convened at least once during
the investigation for approval to ensure that he/she fully understands the significance of the
approval and the reason for signing the exposition commitment of the organisation to
compliance with the procedures specified in the exposition.
5. All findings must be confirmed in writing to the organisation.
6. Airworthiness Directorate, PCAA shall record all findings, closure actions (actions
required to close a finding) and recommendations.
7. For initial approval, all findings must be corrected before the approval can be
issued.
AMC 145.B.20 (1) Initial Approval
1. Formally indicated by Airworthiness Directorate, PCAA in writing means that PCAA
Form 4 should be used for this activity. With the exception of the accountable manager, a
PCAA Form 4 should be completed for each person nominated to hold a position as required
by 145.A.30 (b).
2. Formal indication of acceptance should be by use of PCAA Form 4 or in the case
of the Accountable Manager via approval of the Maintenance Organisation Exposition
containing the Accountable Managers commitment statement.
3. Airworthiness Directorate, PCAA may reject an accountable manager where there
is clear evidence that he/she previously held a senior position in PCAA approved Organisation
and abused that position by not complying with the particular PCAA requirements.
AMC 145.B.20 (2) Initial Approval
Verification that the organisation complies with the exposition procedures should be
established by Airworthiness Directorate, PCAA approving the maintenance organisation
exposition.
AMC 145.B.20 (3) Initial Approval
1. Airworthiness Directorate, PCAA should determine by whom, and how the audit
shall be conducted. For example, for a large organisation, it will be necessary to determine
whether one large team audit or a short series of small team audits or a long series of single
man audits are most appropriate for the particular situation.
2. It is recommended that the audit is carried out on a product line type basis in that,
for example, in the case of an organisation with Airbus A310 and A320 ratings, the audit be
concentrated on one type only for a full compliance check and dependent upon the result, the
second type may only require a sample check against those activities seen to be weak on
compliance for the first type.
3. PCAA auditing surveyor should always ensure that he/she is accompanied
throughout the audit by a senior technical member of the organisation. Normally this is the
quality manager. The reason for being accompanied is to ensure the organisation is fully
aware of any findings during the audit.
4. The auditing Surveyor should inform the senior technical member of the
organisation at the end of the audit visit on all findings made during the audit.

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AMC 145.B.20 (5) Initial Approval

1. The audit report form should be PCAA Form 6.
2. A quality review of PCAA Form 6 audit report form should be carried out by a
Quality Control Officer. The review should take into account the relevant paragraphs of ANO
145, the categorisation of finding levels and the closure action taken. Satisfactory review of
the audit form should be indicated by a signature on the audit form.
AMC 145.B.20 (6) Initial Approval
1. The reports should include the date each finding was cleared together with
reference to Airworthiness Directorate, PCAA report or letter that confirmed the clearance.
2. There may be occasions when PCAA surveyor may find situations in the applicant's
organisation on which he/she is unsure about compliance. In this case, the organisation should
be informed about possible non-compliance at the time and the fact that the situation will be
reviewed within PCAA before a decision is made. If the decision is a finding of being in
compliance then a verbal confirmation to the organisation will suffice.
3. Findings should be recorded on the audit report form in accordance with MNL-010-
DDGR.
4. All findings should be confirmed in writing to the applicant organisation within 2
weeks of the audit visit.
MNL 145.B.25 Issue of Approval
1. Airworthiness Directorate, PCAA shall formally approve the exposition and issue
to the applicant a PCAA Form 3 approval certificate, which includes the approval ratings.
PCAA shall only issue a certificate when the organisation is in compliance with ANO 145.
2. Airworthiness Directorate, PCAA shall indicate the conditions of the approval on
the PCAA Form 3 approval certificate.
3. The reference number shall be included on PCAA Form 3 approval certificate in a
manner specified by PCAA.
AMC 145.B.25 (1) Issue of Approval
1. The approval should be based only upon the organisational capability (including
any associated sub-contractors) relative to ANO 145 and not limited by reference to type
certificated products. For example, if the organisation is capable of maintaining within the
limitation of ANO 145 the Boeing 737-200 series aircraft the approval schedule should state
A1 Boeing 737-200 series and not Boeing 737-2H6 which is a particular airline designator for
one of many -200 series.
2. Airworthiness Directorate, PCAA should indicate approval of the exposition in
writing.
AMC 145.B.25 (3) Issue of Approval
The numeric sequence should be unique to the particular approved maintenance organisation.
MNL 145.B.30 Continuation of an Approval
The continuation of an approval shall be monitored in accordance with the applicable ‘initial
approval’ process under 145.B.20. In addition:
1. Airworthiness Directorate, PCAA shall keep and update a program listing the
approved maintenance organisations under its supervision, the dates when audit visits are
due and when such visits were carried out.

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2. Each organisation must be completely reviewed for compliance with ANO 145 at
periods not exceeding 12 months.
3. A meeting with the accountable manager shall be convened at least once every 12
months to ensure he/she remains informed of significant issues arising during audits.
AMC 145.B.30 (1) Continuation of an Approval
Credit may be claimed by PCAA surveyor(s) for specific item audits completed during the
preceding 11 month period subject to four conditions:
− the specific item audit should be the same as that required by ANO 145 latest
amendment, and
− there should be satisfactory evidence on record that such specific item audits were
carried out and that all corrective actions have been taken, and
− PCAA surveyor(s) should be satisfied that there is no reason to believe standards
have deteriorated in respect of those specific item audits being granted a back credit, and
− the specific item audit being granted a back credit should be audited not later than
12 months after the last audit of the item.
AMC 145.B.30 (2) Continuation of an Approval
1. Where PCAA has decided that a series of audit visits are necessary to arrive at a
complete audit of an organisation, the program should indicate which aspects of the approval
will be covered on each visit.
2. It is recommended that part of an audit concentrates on two ongoing aspects of the
ANO 145 approval, namely the organisations internal self monitoring quality reports produced
by the quality monitoring personnel to determine if the organisation is identifying and correcting
its problems and secondly the number of concessions granted by the quality manager.
3. At the successful conclusion of the audit including approval of the exposition, an
audit report form should be completed by the auditing surveyor including all recorded findings,
closure actions and recommendation. A PCAA Form 6 should be used for this activity.
4. The accountable manager should be seen at least once every 12 months to ensure
he/she fully understands the significance of the approval.
5. In the case of line stations PCAA can adopt a sampling program based upon
number of line stations and complexity.
MNL 145.B.35 Changes
1. Airworthiness Directorate, PCAA shall receive notification from the organisation of
any proposed change as listed in 145.A.85.
Airworthiness Directorate, PCAA shall comply with the applicable elements of the initial
process paragraphs for any change to the organisation.
2. Airworthiness Directorate, PCAA may prescribe the conditions under which
organisation may operate during such changes unless it determines that the approval should
be suspended.
AMC 145.B.35 Changes
PCAA should have adequate control over any changes to the management personnel
specified in 145.A.30 (a) and (b) and such changes in personnel will require an amendment
to the exposition.
AMC 145.B.35 (1) Changes
The applicable part(s) of PCAA Form 6 should be used for the changes to the ANO-145
approval.

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AMC 145.B.35 (2) Changes

The primary purpose of this paragraph is to enable the organisation to remain approved if
agreed by Airworthiness Directorate, PCAA during negotiations about any of the specified
changes. Without this paragraph, the approval would automatically be suspended in all cases.
MNL 145.B.40 Changes to the Maintenance Organisation Exposition
For any change to the Maintenance Organisation Exposition (MOE):
1. In the case of direct approval of the amendments of the exposition, PCAA shall
verify that the procedures specified in the exposition are in compliance with ANO 145 before
formally notifying the approved organisation of the approval.
2. In the case of indirect approval of amendments of the exposition, PCAA shall
ensure:
(i) that the changes remain minor and
(ii) that it has an adequate control over the approval of the changes to ensure they
remain in compliance with the requirements of ANO-145.
AMC 145.B.40 Changes to the Maintenance Organisation Exposition
1. It is recommended that a simple exposition status sheet is maintained which
contains information on when an amendment was received by PCAA and when it was
approved.
2. PCAA may define some class of amendments to the exposition which may be
incorporated without prior authority approval. In this case a procedure should be stated in the
amendment section of the MOE. The exposition chapter dealing with scope of work/approval
should not be subject to this procedure.
3. The organisation should submit each exposition amendment to PCAA whether it is
an amendment for approval or a delegated approval amendment. Where the amendment
requires approval by PCAA, PCAA when satisfied should indicate its approval in writing.
Where the amendment has been submitted under the delegated approval procedure PCAA
should acknowledge receipt in writing.
MNL 145.B.45 Revocation, Suspension and Limitation of Approval
PCAA shall:
a) Suspend an approval on reasonable grounds in the case of potential safety threat;
or
b) Suspend, revoke or limit an approval pursuant to 145.B.50.
MNL 145.B.50 Findings
(a) When during audits or by other means evidence is found showing non-compliance
with the requirements of ANO 145, the finding categorizations, time allocation for the
addressing of findings and the enforcement action shall be as per the enforcement policy and
procedure manual MNL-010-DDGR.
AMC 145.B.50 (a) Findings
In practical terms a level 1 finding is where a PCAA finds a significant non-compliance with
ANO 145.The following are example level 1 findings:
− Failure to gain access to the organisation during normal operating hours of the
organisation in accordance with 145.A.90(2) after two written requests.
− If the calibration control of equipment as specified in 145.A.40(b) had previously
broken down on a particular type product line such that most “calibrated” equipment was
suspect from that time then that would be a level 1 finding.

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Note: A complete product line is defined as all the aircraft, engine or component of a particular
type.
For a level 1 finding it may be necessary for PCAA to ensure that further maintenance and re-
certification of all affected products is accomplished, dependent upon the nature of the finding.
In practical terms where a PCAA surveyor finds a non-compliance with ANO 145 against one
product, it is deemed to be a level 2 finding.
The following are example level 2 findings:
− One time use of a component without any serviceable tag.
− The training documents of the certifying staff are not completed.
MNL 145.B.55 Record-Keeping
1. PCAA shall establish a system of record-keeping with minimum retention criteria
that allows adequate traceability of the process to issue, continue, change, suspend or revoke
each individual organisation approval.
2. The records shall include as a minimum:
a) The application for an organisation approval, including the continuation thereof.
b) Airworthiness Directorate, PCAA continued oversight program including all audit
records.
c) The organisation approval certificate including any change thereto.
d) A copy of the audit program listing the dates when audits are due and when audits
were carried out.
e) Copies of all formal correspondence including PCAA Form 4 or equivalent.
f) Details of any exemption and enforcement action(s).
g) Any other competent authority audit report forms. maintenance organisation
expositions.
3. The minimum retention period for the above records shall be four years.
4. Airworthiness Directorate, PCAA may elect to use either a paper or computer
system or any combination of both subject to appropriate controls.
AMC 145.B.55 Record-keeping
1. The record-keeping system should ensure that all records are accessible whenever
needed within a reasonable time. These records should be organized in a consistent way
through out PCAA (chronological, alphabetical order, etc.).
2. All records containing sensitive data regarding applicants or organisations should
be stored in a secure manner with controlled access to ensure confidentiality of this kind of
data.
3. All computer hardware used to ensure data backup should be stored in a different
location from that containing the working data in an environment that ensures they remain in
good condition. When hardware or software changes take place special care should be taken
to ensure that all necessary data continues to be accessible at least through the full period
specified in 145.B.55.

MNL 145.B.60 Exemptions

All exemptions granted by Airworthiness Directorate, PCAA shall be recorded and retained by
it.

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APPENDICES TO THE IMPLEMENTING RULES

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APPENDIX I

Authorised Release Certificate - PCAA Form 1

These instructions relate only to the use of the PCAA Form 1 for maintenance purposes.
Attention is drawn to the applicable PCAA regulation which covers the use of the PCAA Form
1 for production purposes.
1. PURPOSE AND USE
1.1 The primary purpose of the Certificate is to declare the airworthiness of
maintenance work undertaken on products, parts and appliances (hereafter referred to as
‘item(s)’).
1.2 Correlation must be established between the Certificate and the item(s). The
originator must retain a Certificate in a form that allows verification of the original data.
1.3 The Certificate is acceptable to many airworthiness authorities, but may be
dependent on the existence of bilateral agreements and/or the policy of the airworthiness
authority. The ‘approved design data’ mentioned in this Certificate then means approved by
the airworthiness authority of the importing country.
1.4 The Certificate is not a delivery or shipping note.
1.5 Aircraft are not to be released using the Certificate.
1.6 The Certificate does not constitute approval to install the item on a particular
aircraft, engine, or propeller but helps the end user determine its airworthiness approval status.
1.7 A mixture of production released and maintenance released items is not permitted
on the same Certificate.
2. GENERAL FORMAT
2.1 The Certificate must comply with the format (Kindly visit PCAA website at
www.caapakistan.com.pk to download the latest version of PCAA Form 1 under reference
CAAF-601-AWRG) including block numbers and the location of each block. The size of each
block may however be varied to suit the individual application, but not to the extent that would
make the Certificate unrecognisable.
2.2 The Certificate must be in ‘landscape’ format but the overall size may be
significantly increased or decreased so long as the Certificate remains recognisable and
legible. If in doubt consult PCAA.
2.3 The User/Installer responsibility statement can be placed on either side of the form.
2.4 All printing must be clear and legible to permit easy reading.
2.5 The Certificate may either be pre-printed or computer generated but in either case
the printing of lines and characters must be clear and legible and in accordance with the
defined format.
2.6 The Certificate should be in English, and if appropriate, in one or more other
languages.
2.7 The details to be entered on the Certificate may be either machine/computer
printed or hand-written using block letters and must permit easy reading.
2.8 Limit the use of abbreviations to a minimum, to aid clarity.

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2.9 The space remaining on the reverse side of the Certificate may be used by the
originator for any additional information but must not include any certification statement. Any
use of the reverse side of the Certificate must be referenced in the appropriate block on the
front side of the Certificate.
3. COPIES
3.1 There is no restriction in the number of copies of the Certificate sent to the
customer or retained by the originator.
4. ERROR(S) ON A CERTIFICATE
4.1 If an end-user finds an error(s) on a Certificate, he must identify it/them in writing
to the originator. The originator may issue a new Certificate only if the error(s) can be verified
and corrected.
4.2 The new Certificate must have a new tracking number, signature and date.
4.2 The request for a new Certificate may be honoured without re-verification of the
item(s) condition. The new Certificate is not a statement of current condition and should refer
to the previous Certificate in block 12 by the following statement; “This Certificate corrects the
error(s) in block(s) [enter block(s) corrected] of the Certificate [enter original tracking number]
dated [enter original issuance date] and does not cover conformity/condition/release to
service”. Both Certificates should be retained according to the retention period associated with
the first.
5. COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR
Block 1:
“Pakistan Civil Aviation Authority (PCAA)”
Block 2 PCAA Form 1 header:
“AUTHORISED RELEASE CERTIFICATE
PCAA FORM 1”
Block 3 Form Tracking Number:
Enter the unique number established by the numbering system/procedure of the organisation
identified in block 4; this may include alpha/numeric characters.
Block 4 Organisation Name and Address:
Enter the full name and address of the approved organisation (refer to PCAA Form 3) releasing
the work covered by this Certificate. Logos, etc., are permitted if the logo can be contained
within the block.
Block 5 Work Order/Contract/Invoice:
To facilitate customer traceability of the item(s), enter the work order number, contract number,
invoice number, or similar reference number.
Block 6 Item:
Enter line item numbers when there is more than one line item. This block permits easy cross-
referencing to the Remarks block 12.
Block 7 Description:
Enter the name or description of the item. Preference should be given to the term used in the
instructions for continued airworthiness or maintenance data (e.g. Illustrated Parts Catalogue,
Aircraft Maintenance Manual, Service Bulletin, Component Maintenance Manual).

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Block 8 Part Number:

Enter the part number as it appears on the item or tag/packaging. In case of an engine or
propeller the type designation may be used.
Block 9 Quantity:
State the quantity of items.
Block 10 Serial Number:
If the item is required by regulations to be identified with a serial number, enter it here.
Additionally, any other serial number not required by regulation may also be entered. If there
is no serial number identified on the item, enter “N/A”.
Block 11 Status/Work:
The following describes the permissible entries for block 11. Enter only one of these terms –
where more than one may be applicable, use the one that most accurately describes the
majority of the work performed and/or the status of the article.
(i) Overhauled: Means a process that ensures the item is in complete conformity with all the
applicable service tolerances specified in the type certificate holder’s, or equipment
manufacturer’s instructions for continued airworthiness, or in the data which is approved or
accepted by the Authority. The item will be at least disassembled, cleaned, inspected, repaired
as necessary, reassembled and tested in accordance with the above specified data.
(ii) Repaired: Rectification of defect(s) using an applicable standard*.
(iii) Inspected / Tested: Examination, measurement, etc. in accordance with an applicable
standard* (e.g. visual inspection, functional testing, bench testing etc.).
(iv) Modified: Alteration of an item to conform to an applicable standard*.
*Applicable standard means a manufacturing / design / maintenance / quality standard,
method, technique or practice approved by or acceptable to PCAA. The applicable standard
shall be described in block 12.
Block 12 Remarks:
Describe the work identified in block 11, either directly or by reference to supporting
documentation, necessary for the user or installer to determine the airworthiness of item(s) in
relation to the work being certified. If necessary, a separate sheet may be used and referenced
from the main PCAA Form 1. Each statement must clearly identify which item(s) in block 6 it
relates to.
Examples of information to be entered in block 12 are:
(i) Maintenance data used, including the revision status and reference.
(ii) Compliance with airworthiness directives or service bulletins.
(iii) Repairs carried out.
(iv) Modifications carried out.
(v) Replacement parts installed.
(vi) Life limited parts status.
(vii) Deviations from the customer work order.
(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.

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(ix) Information needed to support shipment with shortages or re-assembly after

delivery.
(x) For maintenance organisations approved in accordance with Subpart F of ANO-M,
the component certificate of release to service statement referred to in point ANO.M.A.613:

“Certifies that, unless otherwise specified in this block, the work identified in block 11 and
described in this block was accomplished in accordance to the requirements of Section A,
Subpart F of ANO-M and in respect to that work the item is considered ready for release to
service. THIS IS NOT A RELEASE UNDER ANO-145.”
If printing the data from an electronic PCAA Form 1, any appropriate data not fit for other
blocks should be entered in this block.
Block 13a-13e:
General Requirements for Blocks 13a-13e: Not used for maintenance release. Shade, darken,
or otherwise mark to preclude inadvertent or unauthorised use.
Block 14a:
Mark the appropriate box(es) indicating which regulations apply to the completed work. If the
box “other regulations specified in block 12” is marked, then the regulations of the other
airworthiness authority(ies) must be identified in block 12. At least one box must be marked,
or both boxes may be marked, as appropriate.
For all maintenance carried out by maintenance organisations approved in accordance with
Section A, Subpart F of ANO-M, the box “other regulation specified in block 12” shall be ticked
and the certificate of release to service statement made in block 12. In that case, the
certification statement “unless otherwise specified in this block” is intended to address the
following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by ANO-M.
(c) Where the maintenance was carried out in accordance with a requirement other
than that specified in ANO-M. In this case block 12 shall specify the particular national
regulation.
For all maintenance carried out by maintenance organisations approved in accordance with
Section A of ANO-145, the certification statement “unless otherwise specified in block 12” is
intended to address the following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by ANO-145.
(c) Where the maintenance was carried out in accordance with a requirement other
than that specified in ANO-145. In this case block 12 shall specify the particular national
regulation.
Block 14b Authorised Signature:
This space shall be completed with the signature of the authorised person. Only persons
specifically authorised under the rules and policies of PCAA are permitted to sign this block.
To aid recognition, a unique number identifying the authorised person may be added.
Block 14c Certificate/Approval Number:
Enter the Certificate/Approval number/reference. This number or reference is issued by PCAA.

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Block 14d Name:

Enter the name of the person signing block 14b in a legible form.
Block 14e Date:
Enter the date on which block 14b is signed, the date must be in the format dd = 2 digit day,
mmm = first 3 letters of the month, yyyy = 4 digit year
User/Installer Responsibilities:
Place the following statement on the Certificate to notify end users that they are not relieved
of their responsibilities concerning installation and use of any item accompanied by the form:
“THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO
INSTALL.
WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH
REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT THAN PCAA, IT IS
ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS
AUTHORITY ACCEPTS ITEMS FROM PCAA.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION
CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN
AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH THE NATIONAL
REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.”

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INTENTIONALLY LEFT BLANK

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AMC to Appendix I to Implementing Rules – Use of PCAA Form 1 for Maintenance

1. The following formats of an issued PCAA Form 1 or equivalent certificate are

acceptable:
 A paper certificate bearing a signature (both originals and copies are accepted);
 A paper certificate generated from an electronic system (printed from electronically
stored data) when complying with the following subparagraph 2;
 An electronic PCAA Form 1 or equivalent when complying with the following
subparagraph 2.
2. Electronic signature and electronic exchange of PCAA Form 1
(a) Submission to PCAA
Any organisation intending to implement an electronic signature procedure to issue PCAA
Form 1 and/or to exchange electronically such data contained on PCAA Form 1 should
document it and submit it to PCAA as part of the documents attached to its exposition.
(b) Characteristics of the electronic system generating PCAA Form 1
The electronic system should:
 guarantee secure access for each certifying staff;
 ensure integrity and accuracy of the data certified by the signature on the form and
be able to show evidence of the authenticity of PCAA Form 1 (recording and record keeping)
with suitable security, safeguards and backups;
 be active only at the location where the part is being released with a PCAA Form
1;
 not permit to sign a blank form;
 provide a high degree of assurance that the data has not been modified after
signature (if modification is necessary after issuance, i.e., re-certification of a part, a new form
with a new number and reference to the initial issuance should be made).
 provide for a ‘personal’ electronic signature, identifying the signatory. The signature
should be generated only in presence of the signatory.
An electronic signature means data in electronic form which is attached to or logically
associated with other electronic data and which serves as a method of authentication and
should meet the following criteria:
 it is uniquely linked to the signatory;
 it is capable of identifying the signatory;
 it is created using means that the signatory can maintain under his sole control.
This electronic signature should be an electronically generated value based on a cryptographic
algorithm and appended to data in a way to enable the verification of the data’s source and
integrity.
Organisation(s) are reminded that additional PCAA requirements may need to be satisfied
when operating electronic systems. The electronic system should be based on a policy and
management structure (confidentiality, integrity and availability), such as:
 Administrators, signatories;

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 Scope of authorisation, rights;

 Password and secure access, authentication, protections, confidentiality;
 Track changes;
 Minimum blocks to be completed, completeness of information;
 Archives;
 etc.
The electronic system generating PCAA Form 1 may contain additional data such as;
 Manufacturer code;
 Customer identification code;
 Workshop report;
 Inspection results;
 etc.
(c) Characteristics of PCAA Form 1 generated from the electronic system
To facilitate understanding and acceptance of PCAA Form 1 released with an electronic
signature, the following statement should be in Block 14b: ‘Electronic Signature on File’.
In addition to this statement, it is accepted to print or display a signature in any form, such as
a representation of the hand-written signature of the person signing (i.e. scanned signature)
or a representation of their name.
When printing the electronic form, PCAA Form 1 should meet the general format as specified
in Appendix I to ANO-145. A watermark-type ‘PRINTED FROM ELECTRONIC FILE’ should
be printed on the document.
When the electronic file contains a hyperlink to data required to determine the airworthiness
of the item(s), the data associated to the hyperlink, when printed, should be in a legible format
and be identified as a reference from PCAA Form 1.
Additional information not required by PCAA Form 1 completion instructions may be added to
the printed copies of PCAA Form 1, as long as the additional data do not prevent a person
from filling out, issuing, printing, or reading any portion of PCAA Form 1. This additional data
should be provided only in block 12 unless it is necessary to include it in another block to
clarify the content of that block.
(d) Electronic exchange of the electronic PCAA Form 1
The electronic exchange of the electronic PCAA Form 1 should be accomplished on a
voluntary basis. Both parties (issuer and receiver) should agree on electronic transfer of PCAA
Form 1.
For that purpose, the exchange needs to include:
 all data of PCAA Form 1, including referenced data required by PCAA Form 1
completion instructions;
 all data required for authentication of PCAA Form 1.
In addition, the exchange may include:
 data necessary for the electronic format;

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

 additional data not required by PCAA Form 1 completion instructions, such as

manufacturer code, customer identification code.
The system used for the exchange of the electronic PCAA Form 1 should provide:
 A high level of digital security; the data should be protected, not altered or not
corrupted;
 Traceability of data back to its source.

Trading partners wishing to exchange PCAA Form 1 electronically should do so in accordance

with the means of compliance stated in this document. It is recommended that they use an
established, common, industry method such as Air Transport Association (ATA) Spec 2000
Chapter 16.
The organisation(s) are reminded that additional PCAA requirements may need to be satisfied
when operating the electronic exchange of the electronic PCAA Form 1.
The receiver should be capable of regenerating PCAA Form 1 from the received data without
alteration; if not, the system should revert back to the paper system.
When the receiver needs to print the electronic form, refer to subparagraph (c) here above.
GM to Appendix I to Implementing Rules – Use of PCAA Form 1 for Maintenance
PCAA Form 1 Block 12 ‘Remarks’
Examples of data to be entered in this block as appropriate:-
 Maintenance documentation used, including the revision status, for all work
performed and not limited to the entry made in block 11. A statement such as ‘in accordance
with the CMM’ is not acceptable.
 NDT methods with appropriate documentation used when relevant.
 Compliance with airworthiness directives or service bulletins.
 Repairs carried out.
 Modifications carried out.
 Replacement parts installed.
 Life-limited parts status.
 Shelf life limitations.
 Deviations from the customer work order.
 Release statements to satisfy a foreign Civil Aviation Authority maintenance
requirement.
 Information needed to support shipment with shortages or re-assembly after
delivery.
 References to aid traceability, such as batch numbers.”

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

APPENDIX II
Organisations Approval Class and Rating System
1. Except as stated otherwise for the smallest organisation in paragraph 12, Table 1
outlines the full extent of approval possible under ANO 145 in a standardised form. An
organisation must be granted an approval ranging from a single class and rating with
limitations to all classes and ratings with limitations.
2. In addition to Table 1, the ANO 145 approved maintenance organisation is
required by ANO 145.A.20 to indicate scope of work in the maintenance organisation
exposition. See also paragraph 11.
3. Within the approval class(es) and rating(s) granted by PCAA, the scope of work
specified in the maintenance organisation exposition defines the exact limits of approval. It is
therefore essential that the approval class(es) and rating(s) and the organisation's scope of
work are compatible.
4. A category ‘A’ class rating means that the maintenance organisation approved in
accordance with ANO 145 may carry out maintenance on the aircraft and any component
(including engines and/or APUs), in accordance with aircraft maintenance data or, if agreed
by PCAA, in accordance with component maintenance data, only whilst such components
are fitted to the aircraft. Nevertheless, such ‘A’ rated maintenance organisation approved in
accordance with ANO 145 may temporarily remove a component for maintenance, in order
to improve access to that component, except when such removal generates the need for
additional maintenance not eligible for the provisions of this paragraph. This will be subject
to a control procedure in the maintenance organisation exposition acceptable to PCAA. The
limitation section will specify the scope of such maintenance thereby indicating the extent of
approval.
5. A category ‘B’ class rating means that the ANO 145 approved maintenance
organisation may carry out maintenance on the uninstalled engine and/or APU and engine
and/or APU components, in accordance with engine/APU maintenance data or, if agreed by
PCAA, in accordance with component maintenance data, only whilst such components are
fitted to the engine and/or APU. Nevertheless, such ‘B’ rated maintenance organisation
approved in accordance with ANO 145 may temporarily remove a component for
maintenance, in order to improve access to that component, except when such removal
generates the need for additional maintenance not eligible for the provisions of this
paragraph. The limitation section will specify the scope of such maintenance thereby
indicating the extent of approval. A maintenance organisation approved in accordance with
ANO 145 with a category ‘B’ class rating may also carry out maintenance on an installed
engine during ‘base’ and ‘line’ maintenance subject to a control procedure in the maintenance
organisation exposition. The maintenance organisation exposition scope of work shall reflect
such activity where permitted by PCAA.
6. A category ‘C’ class rating means that the ANO 145 approved maintenance
organisation may carry out maintenance on uninstalled components (excluding engines and
APUs) intended for fitment to the aircraft or engine/APU. The limitation section will specify
the scope of such maintenance thereby indicating the extent of approval. ANO 145 approved
maintenance organisation with a category ‘C’ class rating may also carry out maintenance on
an installed component during base and line maintenance or at an engine/APU maintenance
facility subject to a control procedure in the maintenance organisation exposition. The
maintenance organisation exposition scope of work shall reflect such activity where permitted
by PCAA.
7. A category ‘D’ class rating is a self contained class rating not necessarily related
to a specific aircraft, engine or other component. The ‘D1’ — Non-Destructive Testing (NDT)

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

rating is only necessary for a ANO 145 approved maintenance organisation that carries out
NDT as a particular task for another organisation. ANO 145 approved maintenance
organisation with a class rating in ‘A’ or ‘B’ or ‘C’ category may carry out NDT on products it
is maintaining subject to the maintenance organisation exposition containing NDT
procedures, without the need for a ‘D1’ class rating.
8. In the case of maintenance organisations approved in accordance with ANO-145,
category A class ratings are subdivided into ‘Base’ or ‘Line’ maintenance. Such an
organisation may be approved for either ‘Base’ or ‘Line’ maintenance or both. It should be
noted that a ‘Line’ facility located at a main base facility requires a ‘Line’ maintenance
approval.
9. The limitation section is intended to give the competent authorities the flexibility to
customise the approval to any particular organisation. Ratings shall be mentioned on the
approval only when appropriately limited. The table referred to in point 13specifies the types
of limitation possible. Whilst maintenance is listed last in each class rating it is acceptable to
stress the maintenance task rather than the aircraft or engine type or manufacturer, if this is
more appropriate to the organisation (an example could be avionic systems installations and
related maintenance). Such mention in the limitation section indicates that the maintenance
organisation is approved to carry out maintenance up to and including this particular type/task.
10. When reference is made to series, type and group in the limitation section of class A and
B, series means a specific type series such as Airbus 300 or 310 or 319 or Boeing 737-300
series or RB211-524 series or Cessna 150 or Cessna 172 or Beech 55 series or continental
O-200 series etc; type means a specific type or model such as Airbus 310-240 type or RB
211-524 B4 type or Cessna 172RG type; any number of series or types may be quoted; group
means for example Cessna single piston engine aircraft or Lycoming non-supercharged piston
engines etc.
11. When a lengthy capability list is used which could be subject to frequent amendment, then
such amendment may be in accordance with the indirect approval procedure referred to in
points M.A.604(c) and M.B.606(c) or 145.A.70(c) and 145.B.40, as applicable.
12. A maintenance organisation which employs only one person to both plan and carry out all
maintenance can only hold a limited scope of approval rating. The maximum permissible limits
are:
CLASS RATING LIMITATION
RATING A2 AEROPLANES PISTON ENGINE 5700 KG AND
CLASS AIRCRAFT
5700 KG AND BELOW BELOW
SINGLE PISTON ENGINE 3175
CLASS AIRCRAFT RATING A3 HELICOPTERS
KG AND BELOW
RATING A4 AIRCRAFT
CLASS AIRCRAFT NO LIMITATION
OTHER THAN A1, A2 AND A3
CLASS ENGINES RATING B2 PISTON LESS THAN 450 HP
CLASS COMPONENTS
RATING OTHER THAN
C1 TO C22 AS PER CAPABILITY LIST
COMPLETE ENGINES OR
APU’S.
NDT METHOD(S) TO BE
CLASS SPECIALISED D1 NDT
SPECIFIED.

It should be noted that such an organisation may be further limited by the competent authority
in the scope of approval dependent upon the capability of the particular organisation.

Table 1

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

CLASS RATING LIMITATION BASE LINE

AIRCRAFT A1 Aeroplanes above [Rating reserved to [YES/ [YES/
5700 kg Maintenance Organisations NO]* NO]*
approved in accordance with
Annex II (ANO-145)]
[Shall state aeroplane
manufacturer or group or series
or type and/or the maintenance
tasks]
Example: Airbus A320 Series
A2 Aeroplanes 5700 kg [Shall state aeroplane [YES/ [YES/
and below manufacturer or group or series NO]* NO]*
or type and/or the maintenance
tasks]
Example: DHC-6 Twin Otter
Series
A3 Helicopters [Shall state helicopter [YES/ [YES/
manufacturer or group or series NO]* NO]*
or type and/or the maintenance
task(s)]
Example: Robinson R44

A4 Aircraft other than A1, [Shall state aircraft series or [YES/ [YES/
A2 and A3 type and/or the maintenance NO]* NO]*
task(s).]
ENGINES B1 Turbine [Shall state engine series or type and/or the
maintenance task(s)] Example: PT6A Series
B2 Piston [Shall state engine manufacturer or group or series or
type and/or the maintenance task(s)]
B3 APU [Shall state engine manufacturer or series or type
and/or the maintenance task(s)]
COMPONENTS C1 Air Cond &Press [Shall state aircraft type or aircraft manufacturer or
OTHER THAN C2 Auto Flight component manufacturer or the particular component
COMPLETE C3 Comms and Nav and/or cross refer to a capability list in the exposition
ENGINES OR C4 Doors - Hatches and/or the maintenance task(s).]
APUs C5 Elect Power & Lights Example: PT6A Fuel Control
C6 Equipment
C7 Engine - APU
C8 Flight Controls
C9 Fuel
C10 Helicopter - Rotors
C11 Helicopter - Trans
C12 Hydraulic Power
C13 Indicating -recording
system
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic &
Vacuum
C18 Protection
ice/rain/fire
C19 Windows
C20 Structural
C21 Water ballast

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

C22 Propulsion
Augmentation
SPECIALIZED D1 Non Destructive [Shall state particular NDT method(s)]
SERVICES Testing
APPENDIX III
Maintenance Organisation Approval referred to in ANO-145

Kindly visit PCAA website at www.caapakistan.com.pk to download the latest version of

PCAA Form 3 under reference CAAF-603-AWRG

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

INTENTIONALLY LEFT BLANK

ANO-145-AWRG-4.0 App-A.15
 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

AMC to Appendix III Maintenance Organisation Approval referred to in ANO-145

The following fields on page 2 “Maintenance Organisation Approval Schedule” of the

maintenance organisation approval certificate should be completed as follows:
 Date of original issue: It refers to the date of the original issue of the maintenance
organisation exposition
 Date of last revision approved: It refers to the date of the last revision of the
maintenance organisation exposition affecting the content of the certificate. Changes to the
maintenance organisation exposition which do not affect the content of the certificate do not
require the reissuance of the certificate.
 Revision No: It refers to the revision No of the last revision of the maintenance
organisation exposition affecting the content of the certificate. Changes to the maintenance
organisation exposition which do not affect the content of the certificate do not require the
reissuance of the certificate.

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

APPENDIX IV
Conditions for the use of staff not qualified to ANO-066 in accordance with
ANO.145.A.30 (j) 1 and 2

1. Certifying staff in compliance with the following conditions will meet the intent of
ANO.145.A.30(j) (1) and (2):
(a) The person shall hold a licence or a certifying staff authorisation issued under the
national regulations in full compliance with ICAO Annex 1.
(b) The scope of work of the person shall not exceed the scope of work defined by the
national licence or the certifying staff authorisation, whatever is the most restrictive.
(c) The person shall demonstrate he/she received the training on human factors and
aviation legislation referred to in modules 9 and 10 of Appendix I to ANO-066.
(d) The person shall demonstrate five years maintenance experience for line
maintenance certifying staff and eight years for base maintenance certifying staff. However,
those persons whose authorised tasks do not exceed those of a ANO-066 category A
certifying staff, need to demonstrate three years maintenance experience only.
(e) Line maintenance certifying staff and base maintenance support staff demonstrate
he/she received type training and passed examination at the category B1, B2 or B3 level, as
applicable, referred to in Appendix III to ANO-066 for each aircraft type in the scope of work
referred to in point (b). Those persons whose scope of work does not exceed those of a
category A certifying staff may however receive task training in lieu of complete type training.
(f) Base maintenance certifying staff shall demonstrate he/she received type training
and passed examination at the category C level referred to in Appendix III to ANO-066 for
each aircraft type in the scope of work referred to in point (b), except that for the first aircraft
type, training and examination shall be at the category B1, B2 or B3 level of Appendix III.

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS

APPENDIX V

SAFETY MANAGEMENT SYSTEM

Refer Appendix titled ‘Safety Management System Frame Work for Approved Maintenance
Organization’ to latest revision of ANO-001-XXSP available on PCAA website
www.caapakistan.com.pk

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS
APPENDICES TO THE AMC

APPENDICES TO THE AMC’s

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS
APPENDICES TO THE AMC

APPENDIX I
PCAA FORM 4 APPLICATION FOR ACCEPTANCE OF MANAGEMENT PERSONNEL
Kindly visit PCAA website at www.caapakistan.com.pk to download the latest version of
PCAA Form 4 under reference CAAF-604-AWRG
APPENDIX II
ANO 145 APPROVAL RECOMMENDATION REPORT
Kindly visit PCAA website at www.caapakistan.com.pk to download the latest version of
PCAA Form 6 under reference CAAF-606-AWRG
APPENDIX III to AMC 145.A.15
APPLICATION FOR INITIAL GRANT / CONTINUATION / CHANGE OF ANO-145, ANO-M
SUBPART F & ANO-M SUBPART G APPROVAL
Kindly visit PCAA website at www.caapakistan.com.pk to download the latest version of
PCAA Form 2 under reference CAAF-602-AWRG
APPENDIX IV to AMC 145.A.30 (e) and 145.B.10(3)
Fuel Tank Safety Training
This appendix includes general instructions for providing training on Fuel Tank Safety issues.
A) Effectivity:
 Large aeroplanes as defined in ANO 145.A.1(e).
B) Affected Organisations:
 ANO145 approved maintenance organisations involved in the maintenance of
aeroplanes specified in paragraph A) and fuel system components installed on such
aeroplanes when the maintenance data are affected by CDCCL.
 PCAA for the oversight of the ANO 145 approved organisation specified in this
paragraph B.
C) Persons from affected Organisations who should receive Training:
Phase 1 only:
 The group of persons representing the maintenance management structure of the
organisation, the quality manager and the staff required to quality monitor the organisation.
 Personnel of PCAA responsible for the oversight of ANO 145 approved
maintenance organisations specified in paragraph B).
Phase 1 + Phase 2 + Continuation training:
 Personnel of the ANO 145 approved maintenance organisation required to plan,
perform, supervise, inspect and certify the maintenance of aircraft and fuel system
components specified in paragraph A).
D) General Requirements of the Training Courses
Phase 1 - Awareness
The training should be carried out before the person starts to work without supervision but not
later than 6 months after joining the organisation. The persons who have already attended the
Level 1 Familiarizations course in compliance with Initial Issue of ANO 145 Appendix IV is
already in compliance with Phase 1.

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS
APPENDICES TO THE AMC

Type: Should be an awareness course with the principal elements of the subject. It may take
the form of a training bulletin, or other self study or informative session. Signature of the reader
is required to ensure that the person has passed the training.
Level: It should be a course at the level of familiarization with the principal elements of the
subject.
Objectives:
The trainee should, after the completion of the training:
1. Be familiar with the basic elements of the fuel tank safety issues.
2. Be able to give a simple description of the historical background and the elements
requiring a safety consideration, using common words and showing examples of non-
conformities.
3. Be able to use typical terms.
Content: The course should include:
- a short background showing examples of FTS accidents or incidents,
- the description of concept of fuel tank safety and CDCCL,
- some examples of manufacturers documents showing CDCCL items,
- typical examples of FTS defects,
- some examples of TC holders repair data
- some examples of maintenance instructions for inspection.
Phase 2 - Detailed training
A flexible period may be allowed by PCAA to allow organisations to set the necessary courses
and impart the training to the personnel, taking into account the organisation’s training
schemes/means/practices. This flexible period should not extend beyond a date to be
determined by PCAA.
The persons who have already attended the Level 2 Detailed training course in compliance
with Initial Issue ANO 145 Appendix IV either from a ANO145 maintenance organisation or
from a PCAA approved training organisation are already in compliance with Phase 2 with the
exception of continuation training.
Staff should have received Phase 2 training within 12 months of joining the organization.
Type: Should be a more in-depth internal or external course. It should not take the form of a
training bulletin, or other self study. An examination should be required at the end, which
should be in the form of a multi choice question, and the pass mark of the examination should
be 75%.
Level: It should be a detailed course on the theoretical and practical elements of the subject.
The training may be made either:
- in appropriate facilities containing examples of components, systems and parts
affected by Fuel Tank Safety (FTS) issues. The use of films, pictures and practical examples
on FTS is recommended; or
- by attending a distance course (e-learning or computer based training) including a
film when such film meets the intent of the objectives and content here below. An e-learning
or computer based training should meet the following criteria:

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS
APPENDICES TO THE AMC

- A continuous evaluation process should ensure the effectiveness of the training

and its relevance;
- Some questions at intermediate steps of the training should be proposed to ensure
that the trainee is authorized to move to the next step;
- The content and results of examinations should be recorded;
- Access to an instructor in person or at distance should be possible in case support
is needed.
Duration of 8 hours for phase 2 is an acceptable compliance.
When the course is provided in a classroom, the instructor should be very familiar with the
data in Objectives and Guidelines. To be familiar, an instructor should have attended himself
a similar course in a classroom and made additionally some lecture of related subjects.
Objectives:
The attendant should, after the completion of the training:
- have knowledge of the history of events related to fuel tank safety issues and the
theoretical and practical elements of the subject, have an overview of the FAA regulations
known as SFAR (Special FAR) 88 of the FAA and of JAA Temporary Guidance Leaflet TGL
47, be able to give a detailed description of the concept of fuel tank system ALI (including
Critical Design Configuration Control Limitations CDCCL, and using theoretical fundamentals
and specific examples;
- have the capacity to combine and apply the separate elements of knowledge in a
logical and comprehensive manner;
- have knowledge on how the above items affect the aircraft;
- be able to identify the components or parts or the aircraft subject to FTS from the
manufacturer’s documentation,
- be able to plan the action or apply a Service Bulletin and an Airworthiness Directive.
Content: Following the guidelines described in paragraph E.
Continuation training
The organisation should ensure that the continuation training is required in each two years
period. The syllabus of the training programme referred to in 3.4 of the Maintenance
Organisation Exposition (MOE) should include the additional syllabus for this continuation
training.
The continuation training may be combined with the phase 2 training in a classroom or at
distance.
The continuing training should be updated when new instruction are issued which are related
to the material, tools, documentation and manufacturer’s or PCAA’s directives.
E) Guidelines for Preparing the Content of Phase 2 Courses.
The following guidelines should be taken into consideration when the phase 2 training
programmes are being established:
a) understanding of the background and the concept of fuel tank safety,
b) how the mechanics can recognise, interpret and handle the improvements in the
instruction for continuing airworthiness that have been made or are being made regarding the
fuel tank system maintenance,

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 ANO-145 APPROVED MAINTENANCE ORGANISATIONS
APPENDICES TO THE AMC

c) awareness of any hazards especially when working on the fuel system, and when
the Flammability Reduction System using nitrogen is installed.

Paragraphs a) b) and c) above should be introduced in the training programme addressing

the following issues:
i. The theoretical background behind the risk of fuel tank safety: the explosions of
mixtures of fuel and air, the behaviour of those mixtures in an aviation environment, the effects
of temperature and pressure, energy needed for ignition etc, the ‘fire triangle’, ­ Explain 2
concepts to prevent explosions:
1) ignition source prevention and
2) flammability reduction,
ii. The major accidents related to fuel tank systems, the accident investigations and
their conclusions,
iii. SFAR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition prevention
program initiatives and goals, to identify unsafe conditions and to correct them, to
systematically improve fuel tank maintenance),
iv. Explain briefly the concepts that are being used: the results of SFAR 88 of the FAA
and JAA INT/POL 25/12: modifications, airworthiness limitations items and CDCCL,
v. Where relevant information can be found and how to use and interpret this
information in the instructions for continuing airworthiness (aircraft maintenance manuals,
component maintenance manuals, Service Bulletins…)
vi. Fuel Tank Safety during maintenance: fuel tank entry and exit procedures, clean
working environment, what is meant by configuration control, wire separation, bonding of
components etc,
vii. Flammability reduction systems when installed: reason for their presence, their
effects, the hazards of an FRS using nitrogen for maintenance, safety precautions in
maintenance/working with an FRS,
viii. Recording maintenance actions, recording measures and results of inspections.
The training should include a representative number of examples of defects and the
associated repairs as required by the TC/STC holders maintenance data.
F) Approval of Training
For ANO145 approved organisations, the approval of the initial and continuation training
programme and the content of the examination can be achieved by the change to the MOE.
The necessary changes to the MOE to meet the content of this AMC should be made and
implemented at the time requested by PCAA

ANO-145-AWRG-4.0 App-A.23