Series A-1

Subject:- Responsibility of operators/owners of aircraft and supervision of their

Airworthiness Standards by Airworthiness Directorate.

2.1 It is the responsibility of the owner/operator of an aircraft to ensure that his

aircraft has a current C of A and the same is kept valid by maintaining and operating it
as stipulated by DGCA and the manufacturer of the aircraft.

2.2 In case the owner and the operator of an aircraft are not the same party and the
owner has leased his aircraft to an operator, then it shall be the responsibility
of the operator to ensure that the aircraft possesses a current and valid C of A
before it is flown, unless a general/specific permission to the contrary has been
obtained from DGCA.

2.3 For maintaining the aircraft in airworthy condition, it shall be necessary to subject
the aircraft and its components to :
(i) periodical inspections as approved by DGCA
(ii) replace lifed components at intervals approved by the DGCA
(iii)carry out repair/modifications as required by DGCA.

The frequency, scope and content of periodical inspections shall not be altered,
except in the manner as approved by DGCA.

2.4 It shall be the responsibility of owner/operator to

(i) require his pilots (flight crew) to operate the aircraft as per operating limitations
specified by the manufacturer of the aircraft and /or DGCA.
(ii) report all defects encountered in flight or during routine maintenance to
Airworthiness Directorate and record such defects, as per the procedure specified
in CAR Series 'C'.
(iii)Extend co-operation to authorized officers of Airworthiness Directorate in
supervising the engineering activities and other activities associated with the safe
operation of the aircraft.

SeriesA-2

Subject : Procedure For Issue of Civil Aviation Requirements (CAR Section 2 -

Airworthiness) , its Revisions etc.

1.2. This Series describes the procedure of issue of Civil Aviation Requirements
(Section 2- Airworthiness), its revisions and its circulation to the various operators.
1.3. This CAR is issued under the provision of Rule 133 A of the Aircraft Rules, 1937.
4. PROCEDURE FOR ISSUE AND SUBSEQUENT REVISIONS:
4.1. When a CAR is issued, the first page indicates the date of issue along with the date of
its affectivity. Subsequent pages indicate the date of issue.
4.2. Whenever a change is effected to the relevant CAR, it will be termed as revision. The
revision number along with date of revision and effective date of revised CAR will be
indicated on the first page of the CAR and on such pages, which are affected by the
revision. Pages which are not affected by the revision will contain initial date of issue only.
All revisions to the CAR will be indicated by a sideline on the left side of the affected
pages indicating the change/ revision to the CAR.
Note: The earlier issues of the CAR, which include amendment, shall be read as
Revision.

1
4.4. Whenever a new CAR or significant revision to the existing CAR is proposed to be
issued, the draft CAR/proposed revision may be circulated to the concerned
operators/regional offices for their comments. Upon receipt of comments, these will be
analyzed and if found suitable will be incorporated in the proposed CAR before
promulgation. If required, DGCA may arrange meetings with the operators for
discussions on the draft CAR before finalization
4.5. Every revision will be accompanied by a Revision Notice which would indicate the
pages affected, and the reason for the revision. This Revision Notice should be filed along
with the affected CAR in the folder.

Series A-3

Subject:- Objectives and Targets of Airworthiness Directorate of

Civil Aviation Department.
3.3 On-Condition maintenance :

"On-condition" maintenance is the accomplishment of

repetitive (1) visual inspections, or (2) physical
measurement, or (3) Insitu/Bench test, etc. to determine the
continued serviceability of aircraft and aircraft components
without having to dismantle them completely and before such
components reach a critical stage in their operation.

3.5 Preventive Maintenance :

It constitutes work performed at pre-determined intervals

to maintain an aircraft, aircraft components or aircraft
systems in an airworthy condition.

4.3 Keeping the target "achieving maximum measure of safety

through observance of highest possible maintenance
standards" in view, all operators (including private
operators) are required to submit the following information
periodically to the concerned Regional or Sub-regional
Airworthiness Office:-

(a) Number of emergency landings effected during the period

under review.

(b) Total number of hours flown on each type of aircraft in

the fleet during the period.

Note:-(a) and (b) would provide a parameter called

"emergency landings per 1000 hrs." for comparison.

(c) Number of notifiable accidents (vide Aircraft Rule 68)

encountered during the period.

Note:-(b) and (c) would provide a parameter called

"accidents per 1000 hrs.".

(d) Total number of engine hours flown for each type of

engine in the fleet (number of engine hours = No. of
airframe hours x number of engines installed on that

2
 type of aircraft) during the period.

(e) Total number of "In flight shut down" (IFSD) of engines

experienced in respect of each type of engine in the
fleet.

Note:-(d) and (e) would provide a parameter called IFSD rate

(IFSD/1000 hrs.)

(f) Number of services scheduled during the period; and

(g) Number of services which were delayed for more than 15

minutes on account of engineering defects (including
cancelled flights) during the period.

Note:-(f) and (g) when worked out on percentage basis would

provide a parameter called "Dispatch Reliability".
4.4 All operators are required to report all major defects as
and when encountered, vide CAR Series 'C' Part I. The
parameter "Number of major defects/1000 hrs." for the period
can be worked out from this information and that available
from 4.3(b).

4.5 The above information in a consolidated manner (information

concerning individual major defect/incident/accident shall
continue to be furnished to DGCA as required elsewhere)
shall be furnished by the under mentioned type of operators
at the frequency shown against each type of operator:-

(a) Private operators would only furnish information called

at 4.3 (a) to (e) every 6 months.

(b) Non-Scheduled operators, aerial work operators,

training aircraft operators would furnish information
only called at 4.3 (a) to (e) every 3 months.

(c) Scheduled operators would furnish information called at

4.3(a) to (g) every month.

Note:- Even if the information is 'NIL' the same

shall be intimated.

5. The concerned Regional and Sub-regional Airworthiness

Offices will record the parameters (obtained vide paras 4.3
and 4.4 above) in a graphical form and compare the data
period-wise , either with the previous period's data of the
same operator or with the similar data of other operators
and would investigate all significant variations and furnish
promptly a report to Headquarters periodically (commensurate
with periods mentioned in para 4.5 above) along with the
recommendations to check adverse "trends" if observed. The
Airworthiness Offices would also similarly investigate the
data/statistics prepared by scheduled operators in pursuance
of the requirements contained in CAR Series 'C' Part V
(maintenance control by reliability methods). The

3
 recommendations may be in the form of :-

i. Suggesting additional preventive maintenance.

ii. Proposing varying the frequency of existing preventive
maintenance.
iii. Proposing varying the process of maintenance, i.e. from
"On Condition" to "Hard Time" or from "Condition
Monitoring" to "On Condition/Hard Time".
iv. Suggesting incorporation of modifications on mandatory
basis.
v. Suggesting review of qualifications and experience
requirements of certification personnel.
vi. Increasing the frequency of monitoring checks by
Airworthiness officers.

SERIES 'A' PART IV

Subject: Airworthiness Regulation and Safety Oversight of

Engineering Activities of Operators.

Various statutory/regulatory documents, namely the Aircraft

Act 1934, the Aircraft Rules 1937, Aeronautical Information
Publication (AIP), Civil Aviation Requirements (CAR),
Aeronautical Information Circular (AIC), stipulate the
safety and airworthiness requirements applicable to
different type of operations and maintenance activities,
which shall be complied with by the concerned organization.
In addition implementation of the following salient
airworthiness and safety requirements shall be closely
monitored by the organization and DGCA officers to enhance
safety of operations.
3.1.1 Rule 155A of the Aircraft Rules, 1937 requires that an
operator shall have access to an adequate organization for
maintenance of aircraft. Rule 133B specifies the conditions
for approval of an organization. Besides requirement of
maintenance organization, in accordance with Rule 134 of the
Aircraft Rules, no person shall operate any air transport
service in India without obtaining the necessary permit for
operating such services. The operating permit shall be
maintained current and valid and the operations shall be
conducted within the scope and provisions of the permit.

3.1.3 In accordance with Rule 140 of the Aircraft Rules, 1937 all
operators shall comply with the stipulated engineering,
inspection manual and safety requirements to ensure that the
passenger and the aircraft are protected at an adequate
level of safety throughout the operation.

3.1.4 Leased Aircraft: The requirements for maintenance and safe

operation of foreign aircraft leased for operation by or on
behalf of Indian operators for public transport are laid
down in CAR Section 3, Series 'C' Part I under the provision
Rule 133A of the Aircraft Rules, 1937 and Section 5A of The
Aircraft Act, 1934.

4
In accordance with Rule 5 of the Aircraft Rules, 1937, no
person shall fly or assist in flying any aircraft unless it
has been registered in accordance with Rule 30 of the
Aircraft Rules, 1937. The procedure for registration is
detailed in CAR Section 2, Series 'F' Part I. Further, the
aircraft shall bear its nationality and registration marking
and the name and address of the owner affixed thereon in
accordance with Rule 37 of the Aircraft Rules, 1937.

3.5.1 In Accordance with Rule 15 of the Aircraft Rules, 1937, no

aircraft registered in India shall be flown unless it has a
current and valid C of A issued/revalidated in accordance
with Rule 50 of the Aircraft Rules, 1937 unless it is flown
for the purpose of flight test for C of A renewal in the
close vicinity of the departing aerodrome. The procedure
for issue and revalidation of C of A is detailed in CAR
Section 2, Series 'F' Part III & IV.

SERIES 'B', PART I

Subject:- Deficiency List. ( MINIMUM EQUIPMENT LIST - M E L )

3.1 In general an operator will frame its MEL in consultation with their Engineering/
Operational department based on the MMEL duly approved by the Regulatory
Authority of the country of manufacture of the aircraft considering the type of operation he
is engaged in. His acceptable deficiency list may differ in the format
from the MMEL but cannot be less restrictive than the MMEL. The operator should
obtain the MMEL and refer to its latest revision and submit his MEL to the
regional airworthiness office for approval.
3.2 Deficiency list (MEL) need not include items like wings, flight controls, complete
engines, landing gears etc., the airworthiness and correct functioning of which
is absolutely necessary before any flight. It may also not include items like galley
equipment, entertainment systems, passenger convenience equipment, which do
no affect the airworthiness of an aircraft.
4.3 Notwithstanding the MEL, an AME need not certify the aircraft for 'Flight' or a
Pilot need not accept the aircraft for flight if it is considered that it is unsafe to do so.
4.4 The AME responsible for releasing the aircraft, after invoking the provisions of
MEL shall inform the Pilot of the aircraft of the same, and also make a mention of it
in the technical log and placard the inoperative system suitably. He should take
maintenance action as prescribed in Despatch Deviation Guide/Procedure Manual
and crew should take operation action as mentioned in the above guide. Despatch
Deviation Guide should be on board.
4.5 The Deficiency list (MEL) is normally applicable to all transit, terminal and main
stations. No aircraft should normally be operated from its parent base with
defects covered under MEL. However, under exceptional circumstances, defect
encountered an hour or so before departure of first flight of the day at parent base
may be carried forward if it is covered under the purview of the MEL. Such cases
shall be reported to the Regional Airworthiness Office in writing within 24 hours.
The MEL will have a preamble attached to it. This preamble will indicate the
procedure of release of aircraft with items of equipment unserviceable as per
MEL, when and where the defects/items will be rectified/replaced. It will also
define the main bases and transit stations. It should also indicate the method of informing
the crew about the unserviceability of item/defect.
7. It is imperative on the part of the operator that all defects noticed be rectified and
recourse to the use of MEL should only be taken to avoid passenger

5
inconvenience keeping in view their safety. They should also review their procedures
regularly of distributing the spares etc. at various bases to ensure that the items
carried forward in the MEL are attended to at the earliest. DGCA may put a
specific time limit in the operator's MEL for the rectification of the defects
carried forward under the MEL considering the safety of the aircraft and also
increased crew load it may cause.

SERIES 'B' PART II

Subject:- Preparation and use of Cockpit and Emergency Check

List.
Aircraft Rule 7B requires every aircraft, registered in
India, to carry on board "Cockpit Check List" and "Emergency
Check List" as specified by the Director General for the
particular type of aircraft
(i) "Cockpit Check list" means a list containing items of
inspection/action to be performed by the flight crew, in the
order as listed, and in the circumstances as indicated, for
ensuring safe operation of aircraft.

(ii) "Emergency Check List" means a list containing items of

action to be performed by the flight crew in the order as
listed, whenever emergent situations develop in flight on
account of failure/malfunction of aircraft
systems/components and requiring extra alertness on the part
of flight crew, for ensuring safe operation of aircraft.

5. Normally the cockpit check system and the emergency

procedures to be followed, are given by the aircraft
manufacturers in their Operations Manual/Crew Operating
Manual/Flight Manual. The operators shall use the check
lists provided by the manufacturers, under intimation to the
Regional Airworthiness Offices. Any deviations from the
manufacturer's procedures shall be followed only after
obtaining approval of DGCA and such deviations with proper
justification shall be forwarded to the DGCA through the
Regional Airworthiness Office. Such Check Lists shall have
the concurrence of Dy. Director of Flight Crew Standards and
concerned Flight Inspectors before acceptance and adoption.

6. Operators who do not have such information in respect of

their aircraft should contact the aircraft manufacturers for
the purpose. However, pending receipts of such a list from
the manufacturers, they should prepare their own list, which
shall be submitted to the Regional Airworthiness Office,
who will intimate to the operator the acceptance of the
same.

SERIES 'C', PART I

Subject:- Defect Recording, Reporting, Investigation, Rectification

and Analysis.

Rule 60 of Aircraft Rules 1937 lays the Maintenance and

Certification standards required in respect of civil registered aircraft.

6
Rule 59 of Aircraft Rules 1937 lays that a Major Defect in or Major Damage to an
aircraft registered in India shall be reported in the manner specified by DGCA.
This part of Civil Aviation Requirements specifies the manner in which defects in
aircraft and aircraft components are to be recorded, reported, investigated and
analyzed for the purpose of taking timely corrective/preventive action. This CAR
also,classifies major defects in to two groups, i.e. Group-I and Group-II. This CAR is
issued under the provisions of Aircraft Rule 133A of the Aircraft Rules 1937.

"Initial Information”: - All defects classified as "major" or those requiring

"major repair" or which are serious in nature and attracting public attention shall
be intimated immediately on telephone by all Operators / Organisations to RAWO
followed by written information . The written information containing complete
details shall be forwarded , in Case of
4.5.1 Scheduled Operators : within 24 hours of the occurrence .
4.5.2 Operators Other Than Scheduled Operators with in three days of the
occurrence of the defect. At least the following information will be indicated
a. Name of the Organization / Operator
b. Aircraft type and registration No.
c. Date and place of occurrence of the defect
d. Details of the defect(s) and the rectification action taken
4.6 All defects, whether major or not and including repetitive ones, shall be taken
into account for computing statistics for determining components/systems
reliability indices in case of scheduled operators , as called for in the CAR Series
'C' Part V, and each repetition of the defect shall be considered as "a defect"
for the purpose of computation of reliability index provided rectification was
attempted.
4.7 Review of Defects Reported on aircraft : -
All operators shall evolve a system for undertaking a prompt review, by
experienced and qualified technical personnel, of the nature of defects
(whether major or other) and the adequacy of rectification action taken in
respect of each defect (including that of repetitive defects)
reported/observed on each aircraft of its fleet, no sooner the aircraft returns
to its "main base (including temporary base)", from where it had departed last.
4.7.1 Scheduled Operators: Scheduled Operators shall carry out " Daily
Review “ of the defects reported on the aircraft of the fleet.
4.7.2 Operators Other Than Scheduled Operators: The periodicity of review of the
defects reported on the aircraft of the fleet of operators other than scheduled
operators may be fixed by the operator in consultation with the RAWO ,
depending upon the type / quantum of operation and size of the fleet of aircraft.
4.7.3 The Regional Airworthiness Officers may associate themselves with this
review and ask for any additional information, or performance of such additional
work considered necessary to rectify the defect and to render the aircraft
serviceable.

4.8 Investigation of Delays & Defects ;

4.8.1 Scheduled Operators “Defects causing Mechanical delays on aircraft
operated by Scheduled operators" : Delay to a scheduled service of 15
minutes' duration or more, on account of aircraft defect (whether major or
not), shall be reported to Regional Airworthiness Office within 24 hours
(working hours of Airworthiness Office) of receipt of information about the delay
by the "main maintenance base" (for the type of aircraft involved) of an
operator as per the format given in ‘ Appendix III ‘ or giving at least the following
information:-
(a) Service Number, date and place of delay
(b) Type and Registration No. of the aircraft
(c) Duration of Delay

7
(d) Brief reason for the delay and the rectification action taken.

4.8.2 For investigation of defects as per para 4.1, including defects causing delay a
senior Technical Person of the operator, acceptable to DGCA, shall be approved
by DGCA for supervising the compliance of the system and shall form a part
of the Quality Control Organization of the operator. The system shall also be
included in the operator's approved Quality Control Manual. The senior
technical person shall have adequate number of technical persons,
approved by the Quality Control Manager of the operator in accordance
with the qualifications and experience norms as stipulated by DGCA, to
assist him in different aspects of various investigations.

4.8.3 Operators Other Than Scheduled Operators, Quality Control Manager or his
representative shall supervise the compliance of the system for investigation of
defects detailed in preceding paragraphs.

4.8.4 The investigation of all defects and particularly of Major Defects and Mechanical
Delays (referred in para 4.8 above), shall be completed expeditiously, so as to take
preventive/corrective action at the earliest possible. In case the completion of
investigation of a major defect is likely to take longer than one month, then investigation
progress reports must be rendered to concerned Regional
Airworthiness Office every month till the finalization of the report. All
efforts must be made by an operator to complete the investigation of every major
defect within 3 months of its occurrence.
4.8.6 The investigation reports on major defects / mechanical delays shall be sent by
the operator / organisation, in duplicate, to concerned Regional Airworthiness
Office soon after finalisation. The final report shall contain at least the following
information, in addition to these forwarded vide para 4.5 (above):-
(a) Identification of parts/systems involved.
(b) Apparent or actual cause of the defect.
(c) Life of affected component since new and since last inspection, in
terms of flight hours/landings/cycles.
(d) Action taken by the operator to prevent recurrence.
(e) Any disciplinary action, taken by the operator, against any of its
employees, and
(f) Whether the operator considers the investigation "closed" or "open" and
if "open "the time it would take to complete the investigation.
One copy of the report on major defects shall be forwarded to DGCA (attention
DAW) by Regional Airworthiness Office along with its comments.

5 Defect monitoring:
5.1 The Regional Airworthiness Officers may require operators/maintenance
organisations to furnish such additional information about the investigation of
the defect as considered necessary by them, either for "closing” the case or for
conducting further investigation on their own. The operator shall furnish such
additional information.
5.4 The operator shall intimate the corrective action(s) taken on the recommendation(s)
made in the investigation report (finalised in accordance with para 5.3 above) along
with a copy of the investigation report to the Regional Airworthiness Office. A copy
of the report shall also be forwarded to DGCA (Headquarters - Attention DAW).
5.7 The Regional or Sub-Regional Airworthiness Office, may require any operator,
notwithstanding the requirements stipulated in this part of the CAR, in the
interest of safety of aircraft, to submit:-
(a) full details of any defect(s), or
(b) any component associated with the defect or delay investigation.
The said components shall not be disposed off in any manner without

8
the prior approval of the concerned Regional / Sub-Regional
Airworthiness Office.

6. Fleet Performance, Engineering Statistics and Analysis:

( This item may be read in conjunction with AAC 5 of 2001 )
6.1 Scheduled Operators shall prepare a monthly report in respect of fleet
performance and engineering statistics for determining the reliability of aircraft
components and aircraft system, as required vide CAR Series 'C' Part V. The
monthly statistics shall at least include the following:-
(a) Premature removal rate of all components.
(b) Brief information about individual "in-flight shut-down (including flame-out)” and
inflight shut-down rate of all types of engines in the fleet.
(c) Brief information about individual abortive "take-off"; and
(d) Number of "take-offs' per delay (of 15 minutes' duration or more, including the
cancelled flights)
6.2 Operators Other Than Scheduled Operators shall forward the fleet
performance report quarterly .
A copy of the "Fleet performance and engineering statistics" report shall be
forwarded each to Regional Airworthiness Office and to DGCA (Headquarters,
(b) attention DAW).

7. PRESERVATION OF RECORDS AND COMPONENTS:

7.1 The records, associated with the defects and their rectification actions, shall
be preserved for a period of one year and may be required for consultation at
the time of renewal of C of A of an aircraft.
7.2 The components, associated with the major defects shall be preserved for a
period of two weeks from the date of intimation of the defect, unless required (in
writing), by the concerned Regional and Sub-Regional Airworthiness Office, to be
preserved longer.

SERIES 'C' PART II

Subject: Flight Report - Recording of IN-FLIGHT Instrument
Reading and Reporting of Flight Defect.

2. PURPOSE :

In order to enable effective monitoring of aircraft and

engine systems functioning, and to ensure proper
rectification of defects observed by the crew, during
preflight and post flight periods, flight reports are to be
completed as per the procedure given below:-

3.1 Crew must record all parameter readings, as indicated by the

respective instruments under the appropriate columns of the
approved flight reports including the AVM (Airborne
Vibration Monitoring) readings.

3.2. These recordings should be made at least once in each sector

of the flight, under stabilised cruise conditions, and also
in the event of emergency conditions of flight, however, on
flight sectors of short duration, where the aircraft is
unable to obtain the stabilised cruise conditions of flight,
recording of parameter readings may be omitted, unless
unusual parameters are observed during climbs or descent
phase
3.4 Even if there are no defects, 'NIL' reports must be recorded

9
 and signed by the crew for each sector of the flight.

3.5 Where, necessary special reports regarding incidents,

accidents or other relevant observations made during the
course of the flight, shall be recorded with details of each
case to enable proper follow up action.

3.6 Before releasing the aircraft for service the AME's shall
examine pilots defect reports after each sector of the
flight and take appropriate rectification action and record
the same item wise in the flight reports under their
signatures.

4. AME's must ensure that the crew have signed the 'Pilot
Defect Report' even if the defect is 'NIL'. In case the
crew have failed to make any entry in the "PDR" they shall
not certify the aircraft till, the defect report for the
previous flights is filled and signed by the crew.

SERIES 'C' PART III

Subject:- Reporting/rectification of defects observed on all aircraft, except public

transport aircraft.

1. APPLICABILITY :

This part of CAR specifies the procedure to be adopted in

reporting of defects and also in the recording of the
rectification work carried out, on all categories of
aircraft other than the Public Transport Aircraft.

3. PROCEDURE :

3.1 All defects observed by the flight crew during preflight,

in-flight and post-flight periods, must be recorded soon
after the flight signed (by the pilot) and dated, giving
full details of the nature of the defect experienced, in a
register, having numbered pages. In the case of training
aircraft, making a series of flights on a single day, the
defects may be recorded after the last flight of the day
unless a serious defect occurs, requiring immediate atten-
tion. The columns of the register must indicate necessary
details of the defects and the rectification work carried
out by the AME under his dated signature. The register, one
for each aircraft, must be maintained in a manner similar to
any other essential engineering document and will be
required to be examined from time to time by the concerned
officers of this Department and also be submitted to the
Regional Airworthiness office for scrutiny during renewal of
C of A inspection along with other aircraft documents.

3.2 If no defects or abnormality during any phase of operation

10
 is observed throughout the day's flying a 'Nil" report must
be endorsed on the register to indicate the aircraft
continuous serviceability status at the end of the day,
countersigned by the concerned AME for having noted the
same.

3.3 All abnormal occurrences like heavy landings, propellers

hitting obstacles flight through turbulence etc. must also
be recorded by the flight crew, to enable the maintenance
crew to take necessary follow up action.

3.4 Prior to the first flight of the day, the AME certifying the
safety of aircraft, must ensure that all previous flight
defects/incidents have been duly attended to and this must
be brought to the notice of the pilot and signature obtained
in token of having seen the nature of defect reported
earlier.

3.6 The Chief Engineer shall make periodic assessment of the

nature of reported defects and, wherever necessary, take
appropriate remedial action.

3.7 The aircraft defect register, mentioned above, shall be kept

at the normal base of the aircraft and need not be carried
on board. However, when the defects are observed at places
away from the normal base they may be recorded in the
appropriate column (Col. XI) of the Journey Log Book for
ultimate transference of the same to the defects register on
return of the aircraft to the base. Whenever the aircraft
is temporarily based away from its normal base, the defect
register may also be located at the temporary base for
continuous recording of observed defects and the
corresponding rectification action.

SERIES 'C' PART IV

Subject: Analytical study of in-flight instrument readings/

recordings of aircraft.

. APPLICABILITY:

This part of CAR specifies the manner in which the in-flight

instrument readings/recordings of a Public Transport
Aircraft (Turbo Jet only) engaged in scheduled services are
to be analysed for ensuring continued airworthiness of
aircraft.
3. PROCEDURE:

3.1 For each aircraft various instruments readings or

deviations from standard recordings as required by the
manufacturers/DGCA, available from machmeter, fuel flow
meter, air speed indicator, altitude indicator, out side air
temperature gauge and engine parameters from N1 and N2 (rpm)
indicators, EPR, EGT, AVM gauges etc., shall be regularly
plotted on a graph or tabulated
3.2 The plotted/recorded data shall be evaluated every month

11
 against the Alert Values, suggested by an operator and as
approved by DGCA, to determine that engine and airframe
performance, remains within acceptable limits. For
determining the performance of airframe, a relationship
between Fuel Flow and TAS (True Air Speed) shall be
established. Required corrective action shall be taken for
the deterioration observed. This procedure shall be
reflected in the Quality Control/Maintenance System Manual.

SERIES 'C' PART V

Subject: Maintenance Control by Reliability Method

The requirements of CAR are applicable to all Scheduled Airlines

which hold approval in Category 'C', as per classification
contained in Civil Airworthiness Requirements Series 'E' Part I.

1. PURPOSE:

1.1 The Maintenance Control by Reliability Method will alert the

organisation in time and help it in identifying the
potential problems existing on its aircraft, engines and
accessories and will thus enable it to take
preventive/curative measures expeditiously.

1.2 The method permits an organisation having sizable fleet of

aircraft to amend and refine its existing system of
maintenance in respect of each type of aircraft and its
major components, in its fleet, in consultation with
Regional Airworthiness Office of DGCA, so as to improve the
service reliability of its fleet.
2. APPLICATION :

2.1 Every scheduled airline operator shall submit its

Maintenance Reliability Control Programme in the manner
specified below for approval to the Director General of
Civil Aviation, New Delhi, through the Regional
Airworthiness Office.

2.2 The programme, after its approval, shall become a part of

Quality Control Manual of the Operator.

3. DETAILS OF PROGRAMME :

3.1 The operator will describe in its programme the procedure of

collection of information relating to observed/reported
defects in aircraft systems and/or components, investigation
of defects, analysis of the results and the manner of
computing 'Alert Values', spelling out the responsibility
within the organisation for monitoring the actual
performance trends vis-a-vis Alert Values, and for
initiating timely corrective/preventive measures.
4. FUNCTIONING :

4.1 All organisations will create a 'Reliability Monitoring

Unit' (RMU) in the Quality Control Division which will be

12
 entrusted with the responsibility of gathering information
from various sources for analysis in order to determine
reliability trends of systems/components/structure of the aircraft operated by them.

4.2 The Reliability Monitoring Unit will,in coordination with

specialists, develop and introduce remedial measures to
restore normal established trends within acceptable limits
of performance.
5. SOURCES OF INFORMATION :

5.1 The aircraft are maintained in continuous state of

airworthiness by means of Scheduled and Unscheduled
maintenance. The Scheduled Maintenance consists of
servicing aircraft and its systems at designated time
intervals, component changes at predetermined periods,
scheduled inspections and scheduled modifications. The
Unscheduled Maintenance consists of corrective maintenance
brought about as a result of pilot reported defects and
other inspection "Finds".

5.2 The Reliability Monitoring Unit will gather information from

both Scheduled Maintenance and Un-scheduled Maintenance for
Reliability control. The likely primary sources of
information will be:-

(i) Unscheduled removals.

(ii) Confirmed failures.
(iii)Deficiencies observed and corrected during scheduled
services but otherwise not reportable.
(iv) Pilot reports.
(v) Sampling inspections.
(vi) Shop findings/Bench Check reports.

6. INFORMATION ANALYSIS AND REMEDIAL MEASURES :

6.1 The operator will describe in the programme, its system of

data analysis and its application to Maintenance Control
Programme. It will describe in detail types of action which
will be triggered by the persons whenever trends reveal
abnormal level of reliability.
6.2 The aircraft system reliability will be measured by the
number of pilot reported defects applicable to the system
per 1,000 flight hours.
6.3 If the system is over the alert, an 'Alert Notice' will be
issued by Reliability Monitoring Unit to all concerned
persons in his organisation and a report in duplicate will
be forwarded to the Regional Airworthiness Office on 25th of
every month.
6.4 Where applicable, this information will also contain in
summary form the measures adopted by the operator in
controlling the situation. The information will contain
pertinent comments/reports offered by specialists,
manufacturers, etc., and will, if possible, contain extent of progress achieved.

13
6.5 Subsequent reports will continue to be sent to the Regional
Airworthiness Office till the performance returns below the
Alert Value.

6.6 The Regional Airworthiness office will relay one copy of the
report to DGCA (Attention: Director of Airworthiness)
within 72 hrs. of receipt of the same.

6.7 All aircraft systems will be recorded as per ATA-100 code.

7. ESTABLISHING ALERT VALUES :

7.1 Statistical techniques in arriving at Reliability Control

figures (Alert Values) will be used. The Alert Values will
be numerically equal to the "Mean Value" plus "Two Standard
Deviations".

7.2 The figures/standards will be justified by an operator in

the light of operator's own experience supplemented by any
other appropriate industry experience, if available.

7.3 The operator may at his discretion provide a Reliability

band or range for measuring its quality of maintenance and
if accepted by the Airworthiness Authorities will form the
reference standard which shall be met by the operator.
8. RELIABILITY DISPLAYS :

8.1 The operator shall develop monthly graphic displays covering

the operating experience for the previous period including
details of corrective action taken or planned when the
established standard is not met, of major affected systems.

8.2 These displays should summarise operating experience at

least for the last three months.
8.3 These displays and supporting data will be available for
examination to the representatives of DGCA. The operator,
on request, shall furnish all data derived from its displays
to the representatives of DGCA.

8.4 All systems, components will be identified by a suitable

system.

8.5 Displays should cover following details and will be

forwarded to the Regional Airworthiness Office by the 25th
of each month:

(a) Aircraft system and/or component reliability

numerically expressed as the number of reported
failures per 1000 aircraft hours or other appropriate
denominator.

(b) Aircraft system and/or component reliability

numerically expressed as the number of non-routine
removals per 1000 aircraft hours or other appropriate

14
 denominator.

(c) Aircraft system and/or component reliability

numerically expressed as the number of confirmed
failure per 1000 aircraft hours or other appropriate
denominator.

(d) Graphic presentation of (c) operating experience in

relation to the level of performance established.

8.6 All above said displays will be preserved by the operator

for atleast two years.

SERIES 'D' PART I

Subject: RELIABILITY PROGRAMME (ENGINES).
1. APPLICABILITY :

This part of Series 'D' of the Civil Airworthiness

Requirements specifies procedures for governing reliability
of aircraft engines operated by Scheduled Public Transport
Operators
2. INTRODUCTIONS :

The engine reliability programme recognises inflight shut

down rate as a measure of reliability and provides for
immediate action should that rate become abnormally high.

3. PROCEDURE :

3.1 The reliability of the engines fitted to aircraft shall be

measured in terms of the number and nature of all inflight
`shut down' (including flame outs) in relation to the
number of engine flight hours.

3.2 Inflight shut downs are recognised in two categories, the

sum of which will be used in establishing the operators
shut-down rate.

(a) Critical shut-downs are those which cause aircraft

structural damage, generate projections or fires,
adversely affect the controllability of the aircraft
and those which cannot be shut-down or feathered.

(b) Shut-downs not falling under the definition of critical

(premeditated shut-downs for test or training are not
to be included in the programme).
All inflight shut-downs (except those for test or training)
are used in computing an operator's shut-down rate.

3.3 The operator will keep a current running record of the cause
of all inflight shut-downs and engine inflight hours and
consolidate this data on a monthly basis. By the 10th day
of each month the operator will report to the Regional
Airworthiness Office, the shut-down rate, number of engines
hours flown, number of inflight shut-downs and the

15
 reliability index.
3.4 By the 25th day of each month the above report will be
supplemented by information listing the inflight shut-downs
(classified as critical and not critical) for the previous
month showing causes and preventive action taken, and will

also include part No., serial number, total time run, time
since overhaul, time since inspection of the engine and
units parts concerned. If information on the cause is not
yet available, the symptoms observed that led to the
shutdown will be given. The cause may be communicated
later.
3.6 If the operator's reliability index is above the alert value
he will in addition to the information mentioned in para 3.4
submit a corrective programme to the Regional Airworthiness
Office by the 25th day of the month.

3.7 These corrective programmes will outline the measures to be

taken to improve the reliability, the effective dates of the
completion, projected reliability and any other information
relevant to the problem. Examples of a corrective programme
will be:

(i) Increased inspection frequency or amendment of

inspection procedures.
(ii) Changes in operational procedures or limits.
(iii)Additional maintenance/flight training.
(iv) Modification to the existing parts.
(v) Reduction in overhaul times.

NOTE:Reliability is a function of many factors viz. basic

design, operations, personnel training, maintenance,
overhaul and many others. It is important that all
aspects be considered while framing a corrective
programme.

3.8 The operators corrective programme will be reviewed by the

Regional Airworthiness Office for completeness and
acceptability and an analysis will be made to determine the
causes or factors causing the low reliability.

3.9 During the time the operator is in the 'Alert' area, the
regional office will:-

(a) monitor these corrective programme closely to determine

their effectiveness and indicate the necessity of
amendment.

(b) keep the Director General of Civil Aviation informed of

the progress and effectiveness of the corrective
programmes, so that the Director General of Civil
Aviation may be in a better position to advise them to
co-ordinate the problems with the other regions.
3.10 If the corrective programmes fails to improve the
reliability, further analysis of the causes will be made and

16
 the Regional Airworthiness Office may take action that is
appropriate for the improvement for the same.

SERIES 'D' PART II (AMENDED ON 18/8/05)

Subject : Aircraft Maintenance Programme and their approval.
1. APPLICABILITY :
Aircraft Rule 60(2) authorizes DGCA to specify standard of maintenance of
aircraft, aircraft component and item of equipment. This series of CAR lays down
detailed compliance standard of maintenance. The requirements of CAR are
applicable to airlines and non-scheduled operators as well as private operators.
Damage Tolerant :
An item is to be judged damage tolerant if it can sustain damage and the remaining
structure can withstand reasonable load without structural failure or excessive
structural deformation when the damage is detected. This includes damage due to
fatigue, accidental damage and damage due to environmental factors.
Structural Significant item :
A structural detail, structural element or structural assembly is judged significant because
of
the reduction in aircraft residual strength or loss of structural functions which are
subsequent to
its failures.
Hard Time :
This is a failure preventive process in which deterioration of an item is limited
to an acceptable level by the maintenance actions which are carried out at
periods related to time in service (e.g. calendar time, number of cycles, number
of landings). The prescribed actions normally include servicing and such
other actions as overhaul, partial overhaul, replacement in accordance
with instructions in the relevant manuals, so that the item concerned (e.g.
system, component, portions of structure) is either replaced or restored to such a
condition that it can be released for a further specified period.

On Condition :
This is also a failure preventive process but one in which the item is inspected
or tested, at specific periods, to an appropriate standard in order to determine
whether it can continue in service (such an inspection or test may reveal a need
for servicing actions). The fundamental purpose of On-Condition is to remove
an item before its failure in service. It is not a philosophy of 'fit' until failure or
'fit and forget it'.
Condition Monitoring :(AMENDED)
This is not a preventive process, having neither Hard Time nor On-
Condition elements, but one in which information on items gained from
operational experience is collected, analyzed and interpreted on a
continuing basis as a means of implementing corrective procedure.
4. Primary Maintenance Process :
It has been recognized by the various airworthiness authorities that the
airworthiness of aircraft and safety of its operation can be very well
maintained by three following processes:-
(a) Hard Time Maintenance Process: This process recognizes that the component
or the part has got direct relationship between reliability and the age and also
its failure on the aircraft may have direct effect on the safety. Failure rate and
premature removal could be very well analyzed to establish that the
components/parts have been failing after reaching particular hours of
operation at which it is most desirable and efficient to remove the component
from the aircraft and carry out overhaul rather than let it fail on the aircraft. The
process is called the failure preventive maintenance process. This process is
suitable for operators with very small fleet of aircraft, low utilization and smaller

17
in size where system redundancy and modern sophistication has not been built
in the design stage and the operator may not have a large support organization
of Quality Control/record keeping.
(b) On Condition: On condition maintenance concept was later on developed where
the components deterioration or determination in reliability could be measured or
properly assessed without stripping the component by physical measurement,
benchcheck, internal leak rate checks, and the operator has to justify and
substantiate necessary data and support either from the manufacturers or from his
own operational data analysis with the particular components performance that
failure resistance could be detected by in situ maintenance for functional check and
establish a performance standard after which the component will be removed
and again brought to its original performance level and released for service for
specified period.
(c) Condition Monitoring: Condition Monitoring components have no overall control
and are operated to failure. No maintenance task is required to evaluate condition,
life expectancy or reliability degradation to replace the item before it fails. Neither
'Hard Time' nor 'On Condition' standards can control the reliability or failure rate
of CM items. Replacement of CM items is an UNSCHEDULED maintenance
action.
Note : Notwithstanding the above, the definitions given by the manufacturer shall prevail
over those given in this CAR.

5. Approval of the System :

An operator depending on his capability, staff and other support organization
should apply to the Regional Airworthiness Office for approval of his
Maintenance Program. He can select either of the above three maintenance
programs or a combination of these processes as the primary means of controlling the
maintenance activities thereby leading to effective airworthiness control. Manufacturer's
recommendation will be the main guiding
factor. Multi Cell components can have all the three
processes applied to e.g. an engine having a number of
components (cells) some of which may be time limited
(discs etc.), the others may be depending on the ON
Condition for example deterioration of engine power and
checked by Condition Run and some on 'On Condition
Monitoring' concept.
6. Monitoring of the Approved Maintenance Process :
The maintenance process approved for an operator will have
to be monitored continuously for its result and changes
implemented arising out of this monitoring. Monitoring is
basically based on statistical analysis of various
performance parameters.
(1) Pilots' Report :
Occurrence of malfunction in flight are recorded in the
Technical Log by the Flight Crew for each flight. Pilots
also record various instrument data for monitoring the
condition of the engine and airframe. The engine
performance can be very well monitored by the inflight crew
monitoring of instruments. These monitorings indicate long
term trend and are very useful in recognizing impending
failure/deterioration. The Pilots' report etc. are
calculated as rate per 1000 hours of operation or as a
number of per 100 departures. The operator has to establish
an Alert level based on experience of initial operation and
it can be continuously up-dated by means of what is called
Rolling average either quarterly or six monthly.

18
(2) Engine Inflight Shut-Down :
Engine Inflight Shut-Down may result in removal of the
engine for further overhaul or repair. Analysis of the
causes and the failure give lot of information on the
method of operation and the standard of engine overhaul, the
basic design of the engine. Feed-back from strip report
will be very much beneficial for enhancing the reliability
of Power Plant.
(3) Aircraft Mechanical Delay and cancellation of services.
Performance of the operator or an airlines organization is
very well judged by the mechanical delays to scheduled
services and also by the cancellations. All delays of more
than 15 mts. as per the present approved practice are to be
reported and the operator support system (Quality Control
System) has to assess cause and take corrective action. The
delays are classified and assessed ATA systemwise and
dispatch reliability calculated.
(4) Components Unscheduled Removals or Premature Removals:
This is another factor which would help the operator to
assess the condition of the component maintenance behaviour
after proper investigation of confirmed failures. Such
components are to be investigated by the operators
reliability control section and necessary corrective action
taken.
8. Reliability Alert Level :
The Reliability Alert level for the purpose of establishing
the performance standard control level or an upper limit may
be established based on the operators experience initially
over two to three years of operation depending on fleet
size and utilization and then to be continuously up-dated on
the experience gained and corrective action taken. There
are several methods of calculating an alert level and any of
the established methods of statistical analysis may be used.
Appendix (II) details one such method.
5
9. The Programme Document :
The operator will have to document the programme for the
guidance of all the personnel involved for satisfactory
implementation. It will also include the method of
establishing alert value, the method of data collection,
publishing various documents for the guidance of others
bringing out the various charts and graphs to indicate the
trend.
The Airworthiness Officers would carry out checks to ensure
that the programme is implemented in the spirit. Any
deviation observed by them would be brought to the notice of
Quality Control Manager for corrective action.
Regular evaluation and assessment by operator's higher
authorities of the reliability programme must be done at
frequent intervals to detect the fault in the system. The
programme will have to be reflected in the Maintenance
System Manual of the operator. It will clearly indicate the
alert values or upper control limit which require a
maintenance action. The operators reliability monitoring
unit under the Quality Control Manager will review the
various Pilots Reports, premature removed components,

19
investigation reports, confirmed failures, defects noticed by the AMEs on ground and take
necessary corrective action
after establishing the monthly rate in light of the alert
established for the components.
After gaining experience and after demonstrating to the
Regional Airworthiness Offices the particular component or
item be shifted from one type of programme to the other.
The criteria for fixing whether the component would be on
Hard Time, On-Condition or Condition Monitoring concept will
have to follow the logic decision tree given in the Appendix
(ii) to this CAR (MSG 2 Logics). When the operator wishes
to change a component from one type of maintenance to
another he will produce necessary statistics to demonstrate
and justify the same. Manufacturers' recommendation would
also be a guide in this regard. The operator will also
produce the failure rate removal etc. in graphical form for
the purpose of quick assessment. Whenever alert value
exceeds, Q.C.M. would initiate necessary corrective action
in this connection. However, wherever the failure rate
remains below an approved alert level the operator can
adjust the life of component. Alert value will be
established for each operator by taking the mean
failure/defect removal rates and adding to it two or three
standard deviations to have a realistic confidence level and
scatter.
6
10. The Structural Inspection Programme :
Pressurised transport aircraft require regular assessment of
their structure which degrade in strength due to fatigue,
corrosion and accidental damages received during the
maintenance. The operator should have a regular programme
for assessing the condition of the aircraft structure. The
operator has to identify the significant structural items
(SSIs) and devise a means of regular inspection of these
items. Initially for older aircraft, manufacturers would
issue a document called 'Supplemental Structural Inspection
Documents'. This document contains significant structural
items, method of inspection and required corrective action.
The documents when issued for an aircraft will be declared
mandatory for continued airworthiness of the aircraft.
There should also be a regular corrosion prevention
schedule included in the operators' Maintenance System
Manual in respect of the particular aircraft mentioning the
type of inspection and various prevention methods utilised
for the purpose. It may be mentioned that aircraft had
been designed and their strength had been assessed without
considering impact of corrosion. Corrosion degrades
strength considerably to the extent that catastrophic
failure may occur.
Particular areas such as wingtanks, lavatory galley, bilge
areas, require greater attention. Similarly aircraft used
for insecticide spray requires much greater attention in
this regard. MSG 2 Decision logic given in Appendix (II) equally applies to structure.
11. Aircraft Engine Analysis Method :
The method of determining contents of the power plants scheduled maintenance
programme is similar to the programme of other components. The operator has to

20
identify:
a. The system and their significant items.
b. Their functions, failure modes and failure effects.
c. Define Scheduled Maintenance task having potential
d. maintenance leading to better reliability.
e. Assess the desirability of schedule of those task
f. having potential effectiveness.
g. Determine initial sampling threshold.
11.1 Inflight Shut-down :
Premature removal rate and engine instrument monitoring by crew are the methods
which can easily give the condition of the engine operation. Mechanical parameters like
engine oil analysis programme, oil consumption etc. are also methods available for the
purpose.
12. Programme Document :
Once the maintenance programme is approved, the same shall be reflected in the
Operator's Quality Control manual. The details of the programme such as inspection
schedule, COSL, special inspection schedules, etc. should be reflected in the Operator’s
Maintenance System Manual. It shall be the duty of QC Manager to ensure that all
concerned personnel are made familiar with the contents of the manuals and ensure its
compliance.

SERIES 'D' PART VI

Subject : Fixing of Routine Maintenance periods and of component's T.B.Os –
`Initials' as well as `Revision'.
1. APPLICABILITY:
1.1 This part of CAR Series `D' specifies the procedure for -
i) Fixing initial periods of preventive "Maintenance Schedules" and overhaul of
components of aircraft (TBOs); and
ii) Revision of such periods.
3. FIXATION OF INITIAL PERIOD:
3.1 The basic principle to be followed in fixing initial periods is that the inspection checks
or
maintenance or overhaul be performed at periods well within the proven "service-life".
3.2 In determining what the proven "service-life" of an aircraft or any of its components
might
be, the following factors will be kept in view :-
1) Areas of operation (whether it is dusty/moist laden/corrosive etc.,).
2) Engine operating powers, procedures etc. (whether frequent full throttle/T.O.
power utilised for effecting take-offs from short fields).
3) Stage lengths (No. of landings effecting on flight sectors, i.e, short-haul or long-haul
operations).
4) Other operators service experience of similar equipment.
5) Applicant's own service experience on similar type of equipment.
6) manufacturer's recommendations.
7) known operational history of the component.
8) Modification status of the component (incorporation of latest service /modifications
issued by manufacturers would mean higher reliability and would normally deserve
fixation of higher life.
Note : The operator can change from one maintenance process to another e.g. from Hard
Time Maintenance to On-Condition Maintenance or On Condition to Condition
Monitoring or vice versa provided they have a sound maintenance programme. Such a
programme will have to be approved by Regional Airworthiness Office and
documented in the Quality Control Manual cum Maintenance System Manual.
3.3 Applications for fixation of initial periods shall be made
by operators with substantiating data to Regional/Sub-
regional Airworthiness Offices. Such periods shall be

21
approved by DGCA headquarters on receipt of comments from
Regional/Sub-regional Airworthiness officers in case of
aircraft operated by Indian Airlines, Air India, Vayudoot
and Pawan Hans Ltd. and for all other operators the Regional
Airworthiness Office shall approve the periods.
3.4 Once the proposal is approved, then the maintenance periods
(including TBOs) must be reflected in Maintenance System
manual.
3.5 Wherever warranted "Hard Time Periods" (TBOs) and
maintenance schedule periods must be expressed in terms of
calendar periods too, besides in terms of operational
hours/number of landings/number of cycles especially in
cases of aircraft having low utilisation.
3.6 On Condition" maintenance concepts in respect of certain
components may be accepted provided the applicant spells out
adequate Insitu/Bench tests, in routine preventive
maintenance schedules or separately, to determine continued
serviceability of the components.
3.7 Condition Monitoring components have neither Hard Time nor
On Condition Control standards and are operated to failure.
No maintenance task is required to evaluate life expectancy
or reliability degradation to replace the item before it
fails. Replacement of Condition Monitored items is an
unscheduled maintenance action.
4. REVISION OF INITIAL PERIODS (Planned life development) :
4.2 A continued satisfactory performance of aircraft and
aircraft components as stated below :
i) Two consecutive major maintenance schedules (on the
same aircraft or on different aircraft of the same
type) reveal satisfactory condition of aircraft
structure and its system and/or
ii) The component premature removal rate is within 0.3/1000
hours continuously for 6 months. entitles an operator
to submit proposals for upward revision of "maintenance
periods"/TBOs.
SERIES 'E', PART I
SUBJECT: APPROVAL OF ORGANISATIONS
1 INTRODUCTION:
a) Rule 133B of the Aircraft Rules 1937, lays down the requirements for grant of approval
to Organization engaged in manufacture, maintenance, modification, repair, inspection,
processing, testing, Storage and distribution of civil aircraft, aircraft components, items of
equipment, aircraft goods and Training School and specifies the standards to be
followed by these organization(s).
b) This CAR stipulates the general requirements, procedures and practices to be adhered
to by organizations seeking DGCA approval for manufacture, maintenance, modification,
repair, inspection, processing, testing, storage and distribution of civil aircraft, aircraft
components, items of equipment, aircraft goods and Training School.
c) Organization/s engaged in any one or more of the activities mentioned above shall
perform so only after the grant of Certificate of Approval and such organizations be
called as Approved Organizations (AO) meeting the requirements of this Series of the
CAR.
d) The approval when granted will apply to the whole organization having an Accountable
Manager acceptable to DGCA.
e) An organization, which is located within the territories of India, will be granted approval
when it is in compliance with this series of the CAR.
f) An organization that is located outside the territories of India will only be granted

22
approval if DGCA is satisfied that there is a need for such approval to maintain Indian
registered aircraft/ engine/ components for installation on an Indian registered aircraft
and when in compliance with this series of the CAR and AAC 4 of 1998.
The approval to organizations is based on the concept of “Delegated system of
responsibility. The approved organization is primarily responsible for adhering to the
airworthiness/safety requirements laid down by DGCA and manufacturer of aircraft
engine and components and for carrying out day-to-day activities in accordance with the
scope of approval granted. The role of DGCA is to carry out airworthiness oversight of
organization’s activity with a view to detect any deficiency in the system in adhering to
airworthiness standards and suggest appropriate corrective actions.
This Civil Aviation Requirement is issued under the provision of Rule 133A.

2. APPLICABILITY
This CAR is applicable to all organizations engaged in manufacture, maintenance,
processing, testing, storage and distribution of civil aircraft, aircraft components, items of
equipment, aircraft goods and Training School and specifies the standards to be
followed by these organization/s.
An organization may seek approval in any one or more of the following categories: -
Category Area of activity Scope of Category
A Manufacturers Manufacture of aircraft/ aircraft goods
including aircraft components and items of
equipment.
B Workshop
Process and
Inspection
Processing of aircraft components by
electroplating, anodic treatment, metal spraying,
heat treatment etc. of components and
inspection of materials and components
by non-destructive methods
C Aircraft
Maintenance
Organization
Maintenance of airframe, engines, electrical
system, instruments system, radio system and
associated parts and any of the
components installed on the aircraft.
D Test
Laboratories
Chemical analysis physical tests and metallurgical
tests and check of the master gauges/ instruments.
E Fuel Lubricants
and Special
products
Storage, compounding, blending and distribution
of aviation fuels, lubricants and petroleum
products, including Fueling/ Defuelling of aircraft.
F Stores and
Distribution
Storage and distribution of previously certified
aircraft goods/parts. (Excluding fuel and
lubricants covered in Category E).
G Training
Schools
Imparting instruction for ab-initio training in the
field of aircraft maintenance engineering and/or

23
conducting courses for Licensing/ approving/
authorizing individuals for certifying
airworthiness.
Note:-
Separate approval in category 'F' is not required for organization approved in any of
the categories of A, B, C and E as this will necessarily form a part of these
categories.
For seeking approval in any of the categories the applicant shall comply with the
general requirements of this part of the CAR and shall additionally comply with the
specific part of this Series E for the category applied for.

4. PROCEDURES FOR GRANT OF APPROVAL TO ORGANIZATION/S:-

Granting of the approval in any category will be dependent upon the request of the
applicant and his capability/ capacity to perform the work as adjudged by DGCA. The
scope of approval will be specified in Certificate of Approval/ Capability List while
granting initial approval or extending the approval of the firm. Part approval or
provisional approval shall not be granted. The scope of approval for routine
maintenance of aircraft shall not be less than 100 hours inspection schedule.
Organization seeking approval in any of the categories shall comply with the general
requirements in the following:-
4.1 Application and Issue of Approval
4.2 Facility Requirements
4.3 Personnel Requirements
4.4 Quality System
4.1 APPLICATION AND ISSUE OF APPROVAL
a) Application for issue of organization approval or for amendment of certificate of
approval already granted to approved organization shall be made on a form and in a
manner prescribed by DGCA along with the necessary fees.
b) Organisation located within India shall submit duly completed application in form
CA182 A (Appendix 'A') to the concerned Regional Airworthiness /Sub-Regional
Airworthiness Office along with fees (Appendix 'B') and a statement signed by the
Accountable Manager (Appendix 'C') confirming that the Engineering organization
manual and any associated manuals are in compliance with DGCA regulations and
requirements and will be complied with at all times.
c) Organisation located outside India shall submit duly completed application to Director
General of Civil Aviation (Attn. Director of Airworthiness.), Technical Center, Opp.
Safdarjung Airport, New Delhi (India) -1100 03. on Form CA 182 C (Appendix ‘D’)
along with the fees (Appendix 'B') and a statement signed by the Accountable
Manager (Appendix 'C') confirming that the Engineering organization manual and
associated manuals are in compliance with DGCA regulations and requirements and
will be complied with at all times. They shall also submit a duly completed internal
audit report.
Note 1: Approval of foreign organizations will be affected by DGCA Headquarters.
Note 2: Approval of Indian organizations will be affected by Director of Airworthiness
of the concerned Regional Office, where the facility is located. In case the Indian
organisation desires to carry out maintenance schedules higher than Daily Inspection
of their fleet outside India, DGCA Hdqrs shall grant such approvals.
Rev. 6, 29th August 2002 5
4.1.1 Inspection
On receipt of completed application form arrangements will be made for a
representative of DGCA to visit and inspect the organisation.
Each AO shall allow DGCA to inspect the facilities, at any reasonable time, to
determine its compliance with the requirements. The inspection covers the adequacy
of the maintenance facility, inspection system of the AO, records, and general ability of
AO to comply with this CAR. After such an inspection is made, AO is notified, in
writing, of any deficiencies found during the inspection.

24
It will be the function of the departmental representative, in course of his visit to satisfy
himself that the organization can satisfactorily accomplish the work relevant to the
"scope of approval" applied for in accordance with the requirements of this CAR.
Subject to the satisfactory report being made by the representative of this
department, the organisation will be authorised to undertake the work and issue
'release notes', 'certificate of maintenance', 'certificate of manufacture' and 'test
report' in respect of manufacturer/ maintenance/ modification/ inspection/ testing/
repair etc. Training Schools shall issue Certifcate of Completion on the completion of
the course. The Organisation shall be approved initially for a period not exceeding one
year and renewed thereafter for a period of one year. The form and manner of the
certificate/note shall have the prior approval of this department. The specimen
copy of such certificates/notes shall be attached to the application form. On
organisation being granted approval, a certificate will be issued to the organisation,
stating the scope of approval by DGCA. The approval number will be quoted in all
such maintenance certificates/notes.
4.1.2 Scope of Approval.
The issue of Certificate of Approval to an organization indicates the grant of approval by
DGCA. The certificate of approval will specify the scope of approval.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
The Quality Control Manual of an approved organization shall reflect the scope of
approval granted by DGCA.
4.1.3 Display of Certificate of Approval
Each AO shall display the Certificate of Approval at a prominent place in the
organization and it shall be available for inspection by the DGCA.
Rev. 6, 29th August 2002 6
4.2 FACILITY REQUIREMENTS
4.2.1 General Requirements
a) Appropriate facilities must be provided for all planned work, ensuring in particular
protection from the weather elements. Specialized workshops and bays must be
segregated to ensure that there is no contamination of work area.
b) Adequate office accommodation must be provided for the management of planned work
including in particular quality control department, inspection office, technical records
section and planning department, etc.
c) Adequate office accommodation shall also be provided in the manufacture/maintenance
facility wherever considered necessary for officers of Airworthiness Dte., for carrying out
the oversight activity in an effective manner.
d) The working environment in the facilities must be adequate and appropriate for the
work
carried out and in particular, special requirements, such as dust free, humidity and
temperature control, etc. is observed. Unless otherwise required by the particular task
environment, working environment must be such that the effectiveness and efficiency of
personnel is not impaired.
e) Adequate storage facilities must be provided for storing aircraft components,
equipment,
tools and material. A separate bonded store for storing serviceable aircraft components
and material and separate stores for unserviceable aircraft components, material,
equipment and tools should be provided. The conditions of storage shall be in
accordance with the manufacturers instructions to prevent deterioration and damage of
stored items. Environmental conditions of the stores must provide for temperature,
humidity control to prevent deterioration and damage to the components, equipment,
tools and materials.
f) Access to storage facilities must be restricted to authorize personnel only.
g) The storage and handling procedure for Electro Static Device components are detailed
in AAC 6 of 2000 for guidance.
h) Training Schools seeking approval in Category ‘G’ need to meet the requirements of

25
CAR Sec-2, Series E Part VIII
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 7
4.2.2 Equipments tools and materials: -
a) The organisation must have the necessary equipment, tools and material to perform the
work in accordance with the scope of approval granted.
b) Where necessary, tools, equipment and particularly test equipment must be controlled
and calibrated to standards acceptable to DGCA at the specified frequency to ensure
serviceability and accuracy. The records of such calibration and the standards used
must be preserved by the organisation.
4.2.3 Literature
a) The organisation must hold and use applicable current literature issued by the
manufacturer(s) in the performance of task as per the scope of approval.
b) The literature shall also include the following as applicable to the scope of approval:-
(i) Aircraft maintenance manual (AMM)/ Component maintenance manual
(CMM) CAR, Advisory Circulars and any other circulars issued by DGCA
from time to time;
(ii) Any applicable Airworthiness Directive issued by the State of Design.
(iii) Any applicable literature/data, such as but not limited to Aircraft
Maintenance Manual (AMM), Structure Repair Manual (SRM), Illustrated
Parts Catalogue (IPC), Wiring Diagram Manual (WDM), Components
Maintenance Manual (CMM), Service Bulletins (SBs), Service Information
Letters (SILs), MMEL issued by the manufacturers/ Supplementary type
certificate holders etc.. and any other organisation approved to publish
such data by the said authority;
(iv) Any applicable standard, such as, but not limited to, maintenance
standard directive issued by any authority, institute or organisation
recognised by DGCA as a good standard for maintenance'
(v) Any applicable data issued in accordance with paragraph ( c).
c) Organization must ensure that approved data (literature) controlled by the
organization is kept up to date at all times.
4.3 PERSONNEL REQUIREMENTS
4.3.1 An Accountable Manger acceptable to DGCA shall be nominated by the organization.
He can be either a Chief Executive/Managing Director/President/Vice President/ Dy.
MD/or any other person acceptable to DGCA who has the necessary financial authority
to ensure compliance of safety requirements.
The Accountable Manager may delegate his authority in writing to another person in the
organization having the necessary financial authority, such person then becoming the
Accountable Manager for the purpose of this CAR.
The duties of the Accountable Manager shall encompass the following:
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 8
a) Ensure that all activities including quality monitoring, are organized, managed and
supervised. This also includes contracting and surveillance regarding sub-contracting
work.
b) Ensure that appropriate instructions are developed, maintained, documented and
followed for compliance with the requirements including payment of any charges.
c) Ensure that all personnel are appropriately trained and qualified to accomplish the
work.
d) Ensure that suitable facilities (workshops and equipment) and necessary material
(components, spare parts etc.) are available, enabling the organisation to work as
per the scope of approval granted.
4.3.2 Quality Control Manger/Dy. Quality Control Manger
A duly qualified and experienced person shall be nominated to function as Quality

26
Control Manager who shall be approved by DGCA. Dy. QCM (s) who also requires to
be approved by DGCA may assist the QCM. QCM / Dy.QCM(s) shall be responsible to
ensure that the organization is in compliance with CAR requirements. The QCM must be
directly responsible to the Accountable Manager.
The scope of approval of an organization will depend on the capacity of the organization
to undertake the job, the availability of equipment, and technical literature and will be
commensurate with the qualification of Quality Control Manager and Dy. Quality Control
Manager and the rest of the inspection staff employed on regular basis.
It shall be the responsibility of Quality Control Manager to seek prior concurrence of
Regional Airworthiness Office before entrusting the work to temporarily hired AMEs.
Before approval is granted, the qualification and experience of QCM /Deputy QCM(s)will
be examined by DGCA. DGCA will satisfy itself about the suitability of QCM/ Deputy
QCM(s) by subjecting him to such examination as considered necessary. If the
accepted QCM ceases to hold the position, the appointment of his successor must be
simultaneously proposed by the approved organization for the approval by DGCA. QCM
will have under his control num of approved personnel who will be experience
knowledgeable and skill full in the specific activity of their respective scope of approval
for the purpose of certification of the quantity of the product at various stage of
manufacture /maintenance/inspection /repair/processing etc.,
The QCM and Dy QCM shall be individually/jointly fully conversant with the entire work
covered by the scope of approval granted.
4.3.3 The organization must have :-
a) sufficient number of personnel to plan, perform, supervise, inspect and certify the
work commensurate with the scope of approval and extent of work.
b) Adequate number of Persons holding appropriate AME license/
authorization/approval for certifying task within the scope of approval.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 9
Organization carrying out overhaul, repair, modification, testing of aircraft components
must employ sufficient number of personnel issued with approval for carrying out shop
activities in accordance with the scope of approval granted by DGCA.
The competency of personnel involved in maintenance must be in accordance with the
standards acceptable to DGCA
Note: The requirements for training schools seeking approval in Cat “G” need to refer
CAR Series E part VIII for the details of personnel and other facility requirements.
4.3.4 Personnel Requirements for aircraft operators contracting their aircraft
maintenance to AMO
The owner/operator shall also be accountable and responsible to DGCA for compliance
of all Airworthiness and Safety related aspects and standards.
The owner/operator of state government, aerial work, general aviation & private category
aircraft who have contracted maintenance of their aircraft to an AMO shall comply as
follows:-
a) NODAL OFFICER:-
i) The owner/operator shall appoint a nodal person called as NODAL
OFFICER who shall be responsible for in-house implementation and
monitoring of the Quality Control cum maintenance functions and
adherence to procedures and practices in consonance with Civil Aviation
Requirements.
ii) The nodal officer shall be reporting to the Head of the Organization.
b) Qualifications and Experience for nodal officer
i) A sufficiently senior person in the department having five years of aviation
experience capable of carrying out the functions enumerated below will
be nominated by the owner/operator to the Regional Airworthiness Office
for acceptance.
ii) Regional Airworthiness Office on being satisfied that the person is

27
capable to carry out the functions enumerated will accept him.
c) Functions of the Nodal Officer :
The following measures will help in further enhancing the airworthiness
control system of the small aircraft operators
i) Ensure that detailed work scope and its accomplishment is made
available to him by the AMO entered into contract for carrying out
maintenance activities.
ii) Ensure regular receipt of aircraft specific technical literature and their
amendments, making it available with the AMO and its inclusion in the
work scope.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 10
iii) Carry out checks/surveillance inspection while the maintenance is in
progress.
iv) The nodal officer shall be responsible to ensure availability of all special
tools and fixtures, under his control, required for performance of
maintenance tasks undertaken by AMO and maintain a list of such
inventories and verify the availability of the same from time to time.
v) The nodal officer of the operator shall be responsible to provide required
spare parts and components from approved sources with appropriate
documents before use on the aircraft owned/operated by his organization.
The above requirement shall be implemented on or before 31.10.2002.
4.3.5 Certifying Staff as applicable to the AO
a) The organization must employ sufficient number of licensed/ authorised/ approved
personnel (including unlicensed category of personnel such as technicians) required for
production and certification in proportion to the quantum of the work and appropriate to
the approval sought. The organization must ensure that the certifying staff (type rated
AMEs/authorized/approved persons) is/are fully aware of the organization policies and
procedures as detailed in the QC Manual.
b) The organisation must ensure that all certifying staff issuing any certificate of
maintenance is involved in at least 6 months of actual aircraft maintenance experience in
the preceding 24 months.
c) The organisation must ensure that all certifying staff issuing certificate of maintenance
get sufficient refresher course (continuation training) in each 2-year period to ensure that
such certifying staff have up to date knowledge of relevant technology, organisation
procedures and human factor issue.
d) The organisation must establish a program for conducting refresher course
(continuation
training) to ensure compliance with the above paragraphs. This program should be
reflected either in organization's QC Manual or Training Manual.
e) The organisation will ensure that the certifying staff has the necessary competency,
knowledge, experience and capability to carry out intended certifying duties.
f) The organisation must maintain a record of all certifying staff, which must include the
details of AME license/authorization/approval held, all training completed and the scope
of their license rating/authorization/approval. The record must include those issued with
limited/one time authorization or approval. Further, the records of persons issued with
Certificate of Competency (C of C) must also be maintained in the same manner.
g) The certifying staff must be provided with a copy of the approval granted by the
organisation. DGCA will issue license/authorisation/C of C/ approval as applicable
h) The certifying staff must be able to produce their license/authorization/approval/C of C
to any authorised person of DGCA on demand within a reasonable time.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 11
i) The operator shall ensure through periodical medical checks that there is no physical

28
disability to any one of the licensed, approved/authorised persons which may come in
the way of efficient discharge of their functions.
4.4 QUALITY SYSTEM
Approved Organization shall establish:-
(a) procedure(s) acceptable to DGCA to ensure good maintenance practices and
compliance with all relevant requirements specified in this CAR so that the tasks
are accomplished and released to service after ensuring its Airworthiness.
(b) Quality control Cell:-
Quality Control Cell to monitor
i) Product standards
ii) Compliance with adequate procedures, to ensure good
maintenance practices stipulated by the manufacturers and
Aircarft Rules, applicable CARs and any instruction issued by
DGCA from time to time.
iii) Airworthiness of aircraft, engine/ components;
(c) Quality assurance
Quality Assurance unit which shall be an independent body with an overall
authority for the supervision of quality standards, enabling the standards set by
the system of quality control to be enforced. The Quality Assurance department
shall have a Quality assurance program (internal audit system) to monitor
adherence to the maintenance program/laid down standards. Monitoring can be
complied by means of spot checks and internal audit (surveillance) by the QA
team. Frequency of the internal audit and the personnel carrying out internal
audit should meet the satisfaction of DGCA. Internal audit shall be carried out
twice a year covering the entire activities of the organization.
Note:- Internal audit of the quality system of small operator may be contracted to
another AO or a person with adequate audit experience acceptable to DGCA and
(d) Accountable Manager must ensure that the necessary corrective action is taken
promptly on the observations made by the Audit Team during spot checks
internal audit. A report of internal audit along with the observations shall be
submitted to the Accountable Manager and Regional Airworthiness Office
followed by a final report on the corrective actions taken.
(e) Approved Organization, in addition to monitoring maintenance activities on a day
to day basis, shall also carry out in-house audit at least twice a year with a
minimum gap of 4 months between each audit, covering the entire scope of
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 12
approval granted by DGCA. A copy of the safety audit report along with remedial
action taken by the QCM shall be reported to Regional/Sub-regional offices at the
earliest. DGCA shall not take any disciplinary action on the basis of internal
safety audit report provided necessary corrective action is initiated. The
procedure followed for in-house audit shall be reflected in the Quality Control
Manual.
4.4.1 Manuals:-
The organization seeking approval will prepare and submit to DGCA following
manuals in triplicate:-
a) Engineering Organization Manual;
b) Quality Control cum Assurance Manual (Operators Maintenance Control Manual)
c) Maintenance System Manual. (Maintenance Organization’s Procedures manual)
The manuals may be amalgamated (merged) provided details of aspects
mentioned below under each of the manuals are not omitted.
a) Engineering Organization Manual: (This manual is not required to be approved
by DGCA but its content may influence DGCA's decision concerning grant of
approval.)
The manual shall contain:-

29
i) A chart or description of the organization. The organizational chart must
describe, at a minimum the management personnel and major functions.
However, it is recommended that the chart cover the operator’s entire
organization.
ii) The duties and responsibilities and authority of management and
inspection personnel.
iii) A general description of the facilities at every approved location.
iv) Scope of work authorized by DGCA.
v) A list of contract organizations. The list shall include organizations with
whom the certificate holder has arranged to perform any of its
maintenance, including a general description of the work and how quality
is monitored.
b) Quality Control and Assurance Manual (Appendix G)
(Regional Office shall approve Quality Control Manual in case of organizations
based in the respective region, except for Indian Airlines, which will be approved by
Headquarters).
Quality Control Manual – Volume I
This Quality Control Manual defines the quality policy followed by Engg Department,
adherence of which will ensure highest degree of Airworthiness Standards and Safety of
Operations and forms the basis for maintenance approval.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 13
The Quality Control Manual shall contain detailed policies, procedures, practices and
Quality Control methods to be followed by the organisation and its maintenance &
inspection personnel in accordance with Aircraft Rules, AICs , Civil Aviation
Requirements , Advisory Circulars , manufacturer requirement and any other related
requirements etc. The purpose of this Manual is to keep the Inspection personnel posted
with the Inspection requirements, the procedures to be followed and their responsibilities
to ensure the compliance of various requirements.
This Manual is a dynamic document and will be kept continuously updated by the Quality
Control Department as and when there are changes to manufacturers requirements,
applicable Aircraft Rules, Civil Aviation Requirements and any instructions issued by
DGCA from time to time. All pages of the Quality Control Manual shall be approved and
stamped by DGCA. Similarly any amendments to the manual will be incorporated only
after approval by DGCA.
The contents, chapters and items mentioned in the QC Manual shall be in accordance
with the standardized QC Manual enclosed as Appendix. The compliance date for this
requirement for existing operator is 1.6.2003. However, organizations seeking initial
approval after 1st October 2002 shall formulate the Quality Control and Quality
Assurance Manual in accordance with the standardized QC Manual
The Quality Control Manual of fuel companies shall be submitted for approval at DGCA
Hdqrs.
Airworthiness Directorate at DGCA Hdqrs will approve the Quality Control Manual of
foreign maintenance organizations.
Quality Assurance Manual –Volume II
(This manual need not be approved by DGCA but the contents of this manual shall be in
accordance with the Appendix enclosed)
An approved maintenance organization should establish a Quality Assurance System to
monitor compliance with and adequacy of procedures as detailed in the Quality Control
Manual to ensure safe maintenance practices and airworthiness of the aircraft.
The operator shall prepare a Quality Assurance Manual detailing the program and
procedures.
The Quality Assurance manual shall define the qualification and experience, duties and
responsibilities of the Quality Assurance personnel. It is desired that the QA persons
should be highly experienced and have the rating/ approval in the area of their work.

30
They should be free from certification duties so that their decisions are not influenced by
production/certification considerations. The Quality Assurance personnel shall give feed
back to Quality Assurance manager who in turn shall directly report to the Accountable
Manager to ensure corrective action as necessary.
The Quality Assurance reports should be accessible to DGCA officers for scrutiny.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 14
The Quality Assurance manual shall essentially cover Quality Assurance Procedures,
Practices and Programme formulated by the organization.
c) Maintenance System Manual:
(To be approved by Regional Airworthiness Office in consultation with DGCA Hqrs.)
The purpose of this manual is to consolidate the information for the guidance of the
engineering staff to ensure aircraft's continued airworthiness and safety as well as
safety of personnel engaged in such operation.
The manual shall contain :-
Procedures that should be followed while performing any maintenance of the certificate
holders aircraft, including airframes, aircraft engines, propellers, rotors, components and
emergency equipment. These procedures shall include:-
i) All maintenance is performed in accordance with the manufacturers and
DGCA instructions from time to time.
ii) Competent personnel, adequate facilities, and equipment are provided for
accomplishing maintenance.
iii) Each aircraft issued with FRC is airworthy and properly maintained.
iv) Those items of maintenance that must be inspected are designated. The
designations shall include at least those items, which, if maintenance is
not performed properly or if improper parts or materials are used, could
result in a failure, malfunction, or defect endangering the safe operation of
the aircraft.
v) Methods of performing required inspections and the designations of
personnel entitled to perform inspections are in the manual.
vi) Procedures are included for re-inspecting work performed under previous
inspection findings (rejected item procedures)
vii) Procedures are included which state the standards and limits for the
acceptance or rejection of inspection items.
viii) Procedures are included to ensure that all required inspections are
performed.
ix) Procedures are included to ensure that any maintenance not completed
as a result of shift change or similar interruptions are properly completed
before the aircraft is released to service.
x) A list of required maintenance related forms and the requirements for
preparation.
xi) The classification of the main bases and route stations and type of
maintenance work which they are equipped to undertake.
xii) Procedure for certification of aircraft by other organisations at places
where the firm's own staff is not available
xiii) Procedure for use of spares obtained from other s under a "Pool
arrangement.”
xiv) Detailed procedure for certification of documents connected with
the release of aircraft by the 'Maintenance' to 'Operations' at the main
bases as well as at the route stations.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 15
xv) Procedure for duplicate inspection of flight and engine controls whenever
disturbed.

31
xvi) Protective or inhibiting treatment for preventing deterioration due to
corrosion/long storage, etc. of aircraft, aircraft component and
equipment.
4.4.2 Form of Manuals :
The manuals specified in para 5 may consist of one or more volumes and
a) should be of "loose leaf form" with each page bearing the page number, the
number of the Part, Chapter or Section and date of latest issue.
b) shall contain a satisfactory method of identifying revisions and amendments
since last issue of the page concerned.
Note:- This may be achieved by means of a vertical black line along the left
hand margin of the text.
c) shall have provision for indexing the contents and for recording revisions,
amendments.
4.4.3 Approval of Manuals :
Three copies of each Manual prepared by the organisation in accordance with
the above paragraphs shall be submitted to DGCA/ Regional Airworthiness Office of
the Department for approval. One copy would be returned to the Organisation/ after
indicating approval thereon with signature office stamp of the QC Manager.
4.4.4 Distribution of Manuals:
i) An organisation is required to furnish controlled copies of the Manuals to such
of its personnel as the organization considers necessary and to all external
organisations or persons performing maintenance on behalf of the
organisation.
ii) The organisation shall supply sufficient number of each manual to the Director
General of Civil Aviation for distribution amongst the concerned Regional
Offices.
iii) The organisation must ensure that a copy of each Manual is kept in a convenient
and accessible place for use by all members of the organisation's personnel,
who have not been furnished with a copy. This requirement is also applicable to
outstations places.
4.4.5 Revision and amendments of Manuals:
i) The manuals shall be revised when necessary as a result of change in
policy, procedures and equipment or change in operations or aircraft or
equipment or as a result of operating experience with existing aircraft or
equipment or as required by DGCA.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002 16
ii) Revisions of practices and procedures which affect the airworthiness/safety of
an aircraft are subject to prior approval of the DGCA.
iii) The organization shall be responsible for revision of the Manuals when records
indicate that any aircraft, type of aircraft component requires repair, adjustment
or other maintenance because of defects, damage wear or deterioration within
the current inspection periods.
iv) An application, together with three copies of the revisions giving reasons for
the same shall be forwarded to the Regional Airworthiness office in which
the operator 's main base is located. One copy when approved will be returned
to the main base.
v) Copies of all additions or amendments are required to be furnished promptly to
all persons to whom copies of the Manual have been issued.
vi) A system shall be instituted by the organisation to ensure (through
acknowledgements) that all copies of the manual at all times comply with the
requirements of the DGCA and incorporate every approved revision of the
Manual.
Note:- The person administering this system should be responsible to the Quality
Control department of the Organisation for the detailed application of the requirements

32
of the manual and should be sufficiently senior to discharge the responsibility.
Such personnel should be fully aware of the implications of the manual, its revision
and amendments.
5 AIRCRAFT MAINTENANCE PROCEDURES
5.1 Maintenance Schedule for AMO :
Approved Organisation shall prepare periodical inspection schedules which shall include
routine maintenance of aircraft, aircraft components, items of equipment and special
inspections like hard landing, lightening strikes, propellers strike, flight through
turbulent weather, foreign object damage etc. There shall also be test flight schedules
indicating the circumstances under which test flights are to be undertaken and the
persons who would be authorized to dispatch aircraft on test flights.
The inspection schedules shall be so framed that items of inspection will spell out, in
clear and precise manner, the scope and extent of inspection to be carried out or
alternately there will indicative guidance for the purpose of making reference to
appropriate manufacturer's manual. The schedules shall have provision for affixing
signatures by an approved Inspector to indicate the certification of airworthiness of that
particular item. The schedule shall conform, in respect of extent, scope and
periodicity, to the manufacturer’s recommendations, including those specified in
Maintenance, Overhaul, Structural Manuals or Service Bulletins, Service letters, etc.
Any significant deviation from the manufacturer's recommendations will be introduced
only after obtaining specific approval for DGCA. The periodicity of the Inspection
Schedule shall be expressed not only in terms of lapsed flying hours but also in terms
of lapsed calendar period, wherever necessary, to ensure continued airworthiness
of aircraft in the event of low utilization. These schedules will be prepared by
the Quality Control Manager of the organization in the case of Scheduled operator
with three years of experience as a scheduled operator and also be approved by
themselves, however in the case of Scheduled operator with less than three years of
experience the schedules shall be approved by Regional Airworthiness Offices.
However in the case of all other organizations engaged in repair/overhaul of
aircraft/aircraft components and equipment the Schedules will be submitted by the
Quality Control Manager for approval to the respective Regional/Sub Regional
Airworthiness Office. After the schedules are approved, no item of Schedule shall be
deleted except with the prior concurrence of DGCA. Additions to the Schedules on the
basis of operational experience may be made without prior approval of the DGCA but
shall be promptly notified to the Regional Airworthiness Office/DGCA.
5.2 Certificate of Maintenance (Maintenance Release) applicable to AMO.
(a) Any maintenance action must be appropriately certified by approved person (s)
employed by the AO when satisfied that all required maintenance of the aircraft,
engine or component has been properly carried out by the AO in accordance with
the procedures specified by the manufacturer /DGCA/ QC Manual of the AO and
the aircraft/engine/component is fully airworthy.
5.3 Reporting of defects or un airworthy condition applicable to AMO
(a) AO must report to the DGCA of any condition classified as major defect &
observed by the maintenance organization either during maintenance or during
operations, which could seriously affect the safety/airworthiness of the aircraft.
Such condition should also be reported to the manufacturer. In addition, any
defect that causes delay of more than 15 minutes due to engineering defects in
the aircraft (applicable to scheduled airlines only) should also be reported to
DGCA.
(b) Major defects and mechanical delay report must be made on a form and in a
manner approved by the DGCA within 24 hours of occurrence. The report must
contain all pertinent information about the condition(s) known to the AO.
(c) Where the AO is contracted by an operator to carry out maintenance, such AO
must also report such condition, classified as major defect, which affects aircraft
or aircraft components.
(d) The report must be submitted to DGCA as soon as practical but not later than 24

33
hours of identifying the condition to which the report relates. Thereafter, the
detailed report containing all relevant information should be submitted within 3
days.
(e) Investigation of major defect(s) report should be completed within 3 months.
Delay to a scheduled service of 15 minutes duration or more on account of aircraft
defect (whether major or not) shall be reported to Regional Airworthiness Office within
24 hours. The investigation shall be completed as early as possible from the date of
occurrence. One copy of the completed investigation report for both major
defect/mechanical delays should be submitted to DGCA.

5.4 Components' lives lists :

A list containing the current life of every major component shall be included in the
Maintenance System Manual for the guidance of the staff and the lives shall be
revised only with the concurrence of the DGCA.
5.5 Minimum Equipment List
The operator shall prepare a list of MEL, wherever MMEL is available from the
manufacturer and approved by the state of manufacture, which may remain
unserviceable under the circumstances to be specified by the operator without
jeopardising the safety of aircraft. This list shall be submitted to DGCA for approval
before adoption and once approved by the DGCA shall be revised only with the
prior approval of the DGCA.
5.6 Approved Organisation shall specify the designation of persons who would be
authorised to certify different types of schedules and also to rectify defects
experienced in service. The shall also specify the procedure for the scrutiny of these
defects by experienced and responsible officials for ensuring adequate
rectification.
5.7 Approved Organisation shall specify procedure with regard to taxying/towing of
aircraft
and the individuals must be specifically authorised to taxi tow and for parking of aircraft,
for refuelling and defuelling of aircraft, for using correct grade of oil, fuel, hydraulic
fluid, water methanol, etc. and for checking the contamination of fuel and lubricants
before uplift and during long storage in aircraft tanks.
5.8 Approved Organisation shall specify procedures for undertaking ferry flights (with
suspended C of A) from outstation to base stations and persons authorised to permit
such flights.
5.9 Approved Organisation shall specify procedures for constant monitoring of the
operational data, including fuel and oil consumption records, for anticipating defects
and taking remedial measures in advance.
5.10 The operator, in addition to monitoring maintenance activities on a day to day basis,
shall also carry out in-house audit atleast twice a year with a minimum gap of six months
between each audit, covering the entire scope of approval granted by DGCA. A
dedicated safety audit team shall carry out this audit. It shall be the responsibility of the
Quality Control Manager to take immediate action to rectify the deficiencies reported by
the safety audit team. A copy of the safety audit report along with remedial action taken
by the QCM shall be reported to Regional/Sub-regional offices at the earliest. DGCA
shall not take any disciplinary action on the basis of internal safety audit report. The
procedure followed for inhouse audit shall be reflected in the operators Quality Control
Manual.
6 Continued validity of approval
(a) Approval is normally valid upto 31st December of the year in which it is issued
unless surrendered, superceded suspended, revoked or expired by virtue of
exceeding any expiry date that may be specified in the approval certificate. The
approval remaining valid depends upon -
(i) AO continues to comply with the regulations/requirements/conditions of
approval.
(ii) DGCA being granted access to the maintenance facilities of the AO to

34
determine continued compliance with this CAR.
(iii) The payment of any charges prescribed by DGCA.
7 Renewal of Approval:
The applicant desirous of renewing the maintenance approval should apply to the Local
Airworthiness Office in case of domestic and to DGCA Hdqrs, in case of foreign AO on a
prescribed form along with the requisite information and fees at least 30 days before
expiry of the approval along with the internal audit report.
i) Indian organisations: Form CA 182B (Appendix ‘E’) shall be duly filled at least
30 days prior to the expiry of the approval alongwith the fees (Appendix 'B')
and a statement signed by the Accountable Manager (Appendix 'C') confirming
that the Engineering organisation manual and any associated manuals are in
compliance with DGCA regulations and requirements and will be complied with
at all times and submitted to the concerned regional airworthiness office. A copy
of the internal audit report not more than 60 days old shall also be accompanied
with the renewal application form.
ii) Foreign organisations: Form CA 182D (Appendix ‘F’) shall be duly filled at least
30 days prior to the expiry of the approval alongwith the fees (Appendix 'B')
and a statement signed by the Accountable Manager (Appendix 'C') confirming
that the Engineering organisation manual and any associated manuals are in
compliance with DGCA regulations and requirements and will be complied with
at all times and submitted to DGCA (Attn. Director of Airworthiness),
Technical Centre, Opposite Safdarjung Airport, New Delhi. A copy of the last
internal audit report is submitted.
iii) In the event of organisation wishing to increase the scope of its existing
approval, it must make a fresh application to the concerned regional
airworthiness office and who on being satisfied that the extension applied for
can be carried out in accordance with the requirements may extend the
organisation's approval.
iv) The maintenance facilities of sub-base of an approved organisation shall be
approved by the local airworthiness office, where the Sub-base is located.
However, a organisation carrying out inspection schedules lower than 100
hours at a sub-base within the country shall not require fresh approval. In
such case, inspection schedules as approved at the main base of the
organisation shall be followed at the sub-base. The maintenance
activities at the sub-base shall be monitored by the local airworthiness office
where the sub-base is located.
v) An organisation carrying out inspection schedules of 100 hours and above at
a sub-base shall be approved by the local airworthiness office where the
sub-base is located. In such case, inspection schedules as approved for the
main base may be adopted.
8 Operation of Approved Organisation :
8.1 An organisation which has been granted a Certificate of Approval prior to the
promulgation of this Series of Civil Aviation Requirements shall comply with the
requirements specified in this series of Civil Aviation Requirements for the grant of
Certificate of Approval.
8.2 An officer of the Regional Airworthiness Office will visit the premises of the approved
organisation for the purpose of reporting on the operation of approval to whom all
facilities shall be provided by the organisation.
a. In case it is considered necessary that an operators activity is to be
supervised on continuous basis by an officer of Regional Airworthiness office,
then the operator shall provide suitable accommodation for the purpose within
his premises.
b. The requirements in relation to approval are subject to revision and a
continuance of approval is conditional upon the compliance with the terms of
approval, and any other requirements laid down by the Director General of
Civil Aviation.

35
8.3 All operator shall ensure that all maintenance personnel are instructed regarding the
maintenance method to be employed, in particular when new or unfamiliar
equipment is introduced into service.
8.4 An operator shall ensure that there is provided a system of inspection to ensure that all
maintenance, overhaul, modifications and repairs which affect airworthiness are
carried out prescribed in the maintenance manual.
8.5 The Quality Control Manager of the organisation shall be responsible to the DGCA for
i) the administration and control of all the activities for which approval is
granted.
ii) compliance with the requirements of its certificate of approval.
iii) Airworthiness requirements specified by the DGCA from time to time.
iv) It shall also be the responisbility of the Quality Control Manager to
ensure that the work done at sub-contractors' facility meets
the manufacturers/ DGCA requirements. The QCM/his
representative(s) shall carry out periodic inspection to ensure compliance
of the above. The procedure followed for sub-contracting the maintenance
activities shall be reflected in the Quality Control Manual.
9 Safety Oversight of AO
For various CAR requirements applicable to all AO and small aircraft operators there
should be strict compliance and monitoring by the operators themselves for adherence to
laid down standards through frequent Safety Audits/Surveillance Checks/ Spot Checks.
These reports shall be submitted to DGCA . The deficiencies detected during Surveillance
Checks and/or Safety Audit inspections shall be rectified by the AO as agreed in the form
CA 2001.
10 Maintenance and Preservation of Record
(a) AO must record all details of all tasks carried out in a form acceptable to DGCA.
(b) AMO must ensure that a copy of each Flight Release Certificate carried on board
for information to the flight crew that the aircraft has been subjected to
maintenance and is fit for operations.
(c) AO must retain a copy of all inspection records and any associated data for 2
years from the date the aircraft or aircraft component to which the work relates
was released from the AO.
(d) One copy of the documents used in the system of quality control in respect of
the activities performed, including all incoming certification documents and
Release Note issued by the Organisation, shall, except where otherwise
approved by the Director General of Civil Aviation be retained for a minimum
period of five years.
11 Release and Rejection Notes as applicable to AO:
11.1 All organisations approved in Category 'F' or organisations otherwise required to
have
approved stores organisation, will issue aircraft parts/components or items of
equipment from their stores under cover of Release Note for use by other
organisations. The detailed working of such organisation is covered in CAR series
'E' part VII but the requirements regarding Release Note/Rejection Note are detailed
below :
11.2 Release Notes shall be printed containing details given in the sample at Series 'E' Part
VII and serially numbered. Distribution of copies of Release Note shall be made as
follows:
1st copy to the Consignee
2nd copy to the organisation's records.
11.3 Release Notes shall be signed by a person(s) approved by the Director General of
Civil
Aviation and whose name(s) is specified in the Organisation's Quality Control Manual or
in the Terms of Approval.
11.4 Release Notes shall accompany the goods to which they relate or alternatively the
Release Note and goods shall be identified in such a manner that they can be

36
correlated with each other at any time.
Note :- The latter may be achieved by quoting in the space provided on the
Release Note any identification markings on the aircraft goods such as their serial
number or by forwarding with the goods and packing slip or label, identifying their related
Release Note by Serial number.
11.5 If a Release Note is issued and subsequently varied or canceled both copies shall be
suitably endorsed by the signatory.
11.6 A rejection Note which will be serially numbered, shall be issued
by an approved organisation to cover the return to the supplier of any aircraft goods
received under cover of incoming certification which are found not to comply with
applicable requirements as indicated on the Release Note or equivalent approved
overseas certification document.
11.7 All supplies made under the cover of Release Notes and returned by the consignee,
because of the parts found defective/not complying with the specification shall be
promptly reported to the Regional Airworthiness Office with all the relevant details
alongwith the rectification action proposed to be taken by the firm and a Rejection Note
shall be initiated and distributed as required under.
11.8 Rejection Notes shall provide the information shown in the form at CAR Series 'E' Part
VII. They shall be signed by the person authorising the rejection and distributed as
follows :
1st copy to supplier
2nd copy to the Organisation's records
3rd copy to the Regional Airworthiness Office
11.9 Where an organisation to whom a Certificate of Approval has been issued, changes
its
name, the Certificate of Approval and its related terms of approval are no longer valid.
Should the new organisation desire to continue in operation as an approved
organisation, the DGCA may, upon written application by the new organisation issue
it with a Certificate of Approval and terms of Approval.
11.10 Where a new Certificate of approval or a new Terms of approval are issued to an
existing approved organisation, the previously issued documents will no longer remain
valid and should be returned to the Regional Airworthiness Office.
11.11 The Director General of Civil Aviation may, by notice in writing, suspend, vary or
cancel a Certificate of Approval if an organisation fails to comply with the requirements
or the approval granted or it is considered necessary to do so in the interest of safety.
12 Privileges of the AO
AO shall carry out only such tasks as approved by DGCA and reflected in the approval
certificate. The approval certificate defines the scope of approval granted:
(a) AO may maintain any aircraft/engine/aircraft components in which it is approved
at the locations identified in the approval certificate
(b) Arrangement for maintenance of any aircraft or aircraft component for which
another approves it approved maintenance organization, which has been granted
approval for identical work.
(c) Maintain any aircraft/engine for which it is approved at any location subject to the
need for such maintenance arising due to unforeseen unserviceability of the
aircraft or from the necessity of supporting occasional line maintenance subject
to the conditions specified in the procedure acceptable to DGCA and detailed in
the approved Quality Control Manual.
(d) Maintain any aircraft or any aircraft component at outstation capable of carrying
out minor maintenance provided QC manual has listed such station, specifying
the extent of maintenance work carried out.
(e) Issue FRC in respect of paragraph (a) to (d) on completion of the required
maintenance tasks.
(f) The approved organisation may only modify maintenance instructions in
accordance with a procedure specified in the maintenance organisation's QC
Manual where it can be shown that such modified maintenance instruction results

37
in equivalent or improved maintenance standards and subject to the approval of
type certificate holder/Regulatory authority of the country of manufacture/ design/
DGCA India. Maintenance instructions for the purpose of this sub-paragraph
mean an instruction on how to carry out the particular maintenance task. The
approved organisation may not carry out the engineering design of repairs and
modifications under this sub-paragraph.
13 Limitations of the AO
AO may only maintain an aircraft/engine/aircraft component for which it has been
approved by DGCA when all necessary facilities, equipment, tooling, material, required
literature and adequate number of certified staff are available.
14 Changes to AO.
AO must notify DGCA of any proposal to carry out any of the following changes before
such changes take place to enable DGCA to determine continued compliance with this
CAR and to amend, if necessary, approval certificate except that in the case of proposed
changes in personnel not known to the management before hand, these changes must
be notified at the earliest of opportunity -
(i) Name of the organization or change of ownership
(ii) Location of the maintenance facilities
(iii) Additional locations of the maintenance facility(s)
(iv) Accountable Manager
(v) Chief QCM/QCM/Dy. QCM/any other person approved by DGCA
(vi) facilities, equipment, tools, material, procedures, work scope and
certifying staff that could affect approval
DGCA may prescribe conditions under which AO may operate during such changes
unless it is determined that the approval should be suspended.
15 Revocation, Suspension, Limitation Or Refusal To Renew Approval Certificate
DGCA may, after giving the show cause notice to an organization or approved person(s)
and after making such inquiry as considered necessary, revoke, suspend, limit or refuse
to renew the approval certificate/approval of person, if DGCA is satisfied that the holder
of the approval certificate/approval has failed to meet the requirements of DGCA subject
to the conditions listed below:
a) Before revoking, suspending, limiting or refusing to renew the approval
certificate/approval, DGCA may give reasonable time to the holder in writing of its
intention to do so and the reasons for its proposal and must offer the holder an
opportunity to make representations and DGCA will consider those
representations before taking any final action.
In case where DGCA has determined that the safe operation of an aircraft could be
adversely
affected, DGCA in addition to sub-para (a) provisionally suspend in parts or in whole the
approval certificate/ approval issued in accordance with this CAR without prior notice until
the
procedure as detailed in sub-para (a) is complied.
Rev. 6, 29th August 2002. 36
Appendix G
Sample
QUALITY CONTROL MANUAL
Address of Approved Organization.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 37
Distribution List
Serial Number of
Controlled Copy
Address of the holder
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992

38
Rev. 6, 29th August 2002. 38
Record of Amendments
Rev. No. Page No. Amended by Date
Revision to this manual will be marked with a sideline on the affected pages. The revision
number and the date of revision at the bottom will reflect the revision status of that page.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 39
List of Effective Pages
Revision status and the date of issue of each page of each chapter to be reflected in this
page
Page No. Revision No. Date
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 40
Introduction
----------------Airlines has been established with a view to provide safe air transport
services to various international, / domestic destinations (as applicable) utilizing type
of------------- aircraft.
This Quality Control Manual defines the quality policy followed by Engg Department,
adherence of which will ensure highest degree of Airworthiness Standards and Safety of
Operations and forms the basis for maintenance approval.
This manual is a prime reference document for all quality activities of the airline.
This Quality Control Manual meets the requirements of CAR Sec-2, Series E-Part I for
grant of approval to carry out maintenance of aircraft in accordance with manufacturers
requirements, Aircraft Rules1937 & Civil Aviation Requirements and any other
instructions issued by DGCA.
This Manual is a dynamic document and will be kept continuously updated by the Quality
Control Department as and when there are changes to manufacturers requirements,
applicable Aircraft Rules, Civil Aviation Requirements and any instructions issued by
DGCA from time to time. All pages of the Quality Control Manual shall be approved and
stamped by DGCA. Similarly any amendments to the manual will be incorporated only
after approval by DGCA.
The QC Manual will be distributed as per the distribution list. Similarly, any amendment
to this manual will also be distributed to various departments / agencies as per the
distribution list for incorporation in the manual held by them.
No pages of this manual shall be removed/deleted/altered without the specific approval
of DGCA.
Master copy of this QC Manual will be retained in the QC Office and shall be available for
inspection by officers of DGCA.
Holders of this manual are responsible for ensuring that their nominated staffs are fully
conversant with the contents of this manual
_____________Airlines is based in _________________ where corporate, commercial,
operational and engineering departments are located. Base managers communicate
directly
with ------------------- management and personnel to co-ordinate and control maintenance
and
operations.
INDEX (contents)
All chapters and sub chapters along with relevant page numbers should be listed here to
facilitate quick reference. All the chapters/sub chapters not applicable shall be filled in as
“NOT
APPLICABLE”.
The QC Manual has been standardized to include all AO in all categories except Category
‘G’

39
on training Schools, which need a training manual. These guidelines are to be used to
frame the
new QC Manual as per the content reflected herein to commensurate with the approved
organization scope and capability. The areas not pertaining to the AO shall be termed as
“NOT
APPLICABLE.” The manual shall be compiled tailor made as per the scope & capability
they
possess and the AO shall expand their contents as and when scope & capability extended.
However, the format has to be followed as given hereunder.
VOLUME I – Quality Control Manual
Section I General
Chapter No. Subject Sub Chapters
Chapter 1 Introduction
Chapter 2
Management
Chapter 3
Quality Control
Administration and
Supervision
Personnel:
Maintenance
certification
Section II Manufacture/Maintenance (as applicable)
Chapter 1
Manufacture/Maintenance
Procedures –
Airworthiness
Requirements
Maintenance and
Overhaul – Policy
and Control
Chapter 2 –
Delay/Defect Reporting
and Investigations
Chapter 3
Modifications
Chapter 4
Documentations
Chapter 5 Computer Maintenance
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 42
Chapter 6
Maintenance Programs –
Inspection Schedule
Chapter 7
Certification
Chapter 8
Contracts
Chapter 9
Stores
Chapter 10
MEL
Chapter 11
Liaison with the
Manufacturers

40
Section III Quality Control
Chapter 1 QC System Procedures
Chapter 2
Line Maintenance
procedures when
applicable
Chapter 3 Training of Certifying Staff
and Technicians
VOLUME II Quality Assurance Manual
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 43
Section I General
Chapter 1 Introduction
i. Introduction.- Aims and Objectives of the of the Organisation (Quality
Policy)
ii. A statement signed by the Accountable Manager confirming that the QC
Manual defines the details of maintenance practices and procedures in
line with Aircraft Rules and CARs and will be complied with at all times as
given in Appendix C.
iii. Scope of Approval – Copy of the Certificate of approval to be enclosed.
Scope of approval granted by DGCA for each maintenance facility for
each type of aircraft
iv. Distribution of QC Manual
v. Policy for amending QC Manual, QA Manual, Engg Organization manual;
and procedures manual., approval by DGCA and its distribution to
holders of controlled copy
Chapter 2 Management
i. Organization chart showing organizational structure;
ii. The name and designation of approved Chief QCM, QCM(s),
Dy.QCM(s), of all bases;
iii. Duties and responsibilities of
a) Chief QCM
b) QCM(s)
c) Dy QCM(s)
d) Inspector In Charge
iv. Qualifications and Experience requirements of Persons nominated
for certification of aircraft to be defined.
v. Notification procedure for intimating significant changes in the
organizational structure of AMO;
vi. A list of operators to which AMO provides maintenance services;
vii. A list of line stations for each type of aircraft detailing the routine
work done at each station for each type of aircraft.
viii. A list of base stations for each type of aircraft along with the scope
of approval granted for each base station;
ix. Renewal of AMO approval.
x. A list of contracted approved maintenance organizations whose
services are utilized for maintenance of aircraft/engine/aircraft
components;
xi. Procedure for Coordination with other departments of the
organization such as Planning, Materials Management
Engineering,, Technical Services, Operations, , etc.,
Chapter 3 Quality Control Administration and Supervision
i. Personnel: - Certifying Staff – Duties and responsibilities of
a. AMEs
CIVIL AVIATION REQUIREMENTS SECTION 2

41
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 44
b. authorized Personnel
c. approved Personnel (Shops, Transit Check , Boroscope
Inspection, Key Personnel, etc.,
d. C of C holders
e. Personnel authorized to sign weight Schedule.
f. Taxy Permit Holder
g. Stores Inspector
h. Technicians
Note: QC department should maintain updated records of List of names, their
specimen signatures and ratings held, medical records of all certifying staff
including initial and recurrent training/refresher course.
ii. Maintenance certification
a. Maintenance certification- Procedure for certifying the maintenance
work including certification in inspection schedules/ task cards, issue
of FRC/Certificate of Maintenance certification of work done in the
shops and any other certification and the circumstance under which it
has to be signed.
b. Procedure of releasing the aircraft from maintenance to
service/revenue operations.
c. Procedure for certifying the components from an aircraft which has
met an accident.
Section II Maintenance
Chapter 1 Maintenance Procedures – Airworthiness Requirements
i. Maintenance and Overhaul – Policy and Control
a. Acceptance/inspection of aircraft, components and material from
external approved contractors
b. Storage, labeling/tagging and release of aircraft components and
material to aircraft maintenance.
c. Acceptance of special tools and equipments
d. Acceptance of locally fabricated tools / test equipment/ test
benches.
e. Calibration of tools and equipments
f. Use of tools and equipments by staff (including alternate tools)
g. Cleanliness standards of maintenance facilities
h. Issue of Staff Notice/Technical Circulars to highlight Maintenance
instructions, manufacturers service information, DGCA
requirements, any other changes including updating and
availability to staff.
i. Issue of Certificate of Maintenance/FRC
j. Procedure for handling defects arising during maintenance.
k. Return of defective components to stores.
l. Control of defective components sent to outside contractors for
overhaul etc.,
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 45
m. Repair Procedure
n. Engine Trend Monitoring
o. Drag Analysis
p. Continued Airworthiness of aged aircraft.
q. Sub Contract procedures
r. Basic maintenance procedures
s. Specific maintenance procedures
Such as Engine running procedures

42
 Aircraft pressure run procedures
Aircraft towing procedures
Aircraft taxiing procedures
Aircraft jacking
Aircraft Mooring
Compressor Wash
Dynamic Balancing of Props and Rotors
Weight and Balance
Chapter 2 Delay/Defect Reporting and Investigations –
a. Procedure for recording, reporting and investigating and analysis
of mechanical delays, (>15 min) major defects, incidents and
accidents.
b. Procedure for scrutinizing and conducting daily delay meetings
for Scheduled Airlines.
c. Procedure for Call Outs for defect rectification.
d. Procedure for handling repetitive defects.
e. Procedure to intimate aircraft manufacturer regarding
major/significant defects.
Chapter 3 Modifications
a. Mandatory Modification procedure
b. Mod Committee - Optional modification procedure.
c. Responsibility of Planning, Engineering stores etc in this respect.
d. All modifications and repairs shall comply with airworthiness
requirements acceptable to DGCA. Procedure shall be introduced to
ensure that substantiating data supporting compliance with the
airworthiness requirement are retained.
Chapter 4 Documentations
a. Maintenance documentation in use and completion of the same.
(as per CAR –F-III)
b. Technical record control (Procedures sheets/Task Cards,
Component History Cards, Log Books, the manner of Certification
and preservation.)
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 46
Chapter 5 Computer Maintenance
a. Control of Computer maintenance record system
b. Computer Records
Chapter 6 Maintenance Programs –Inspection Schedule
a. Manner of preparing inspection schedules / task cards including
special schedules, and amendments thereof,
b. Reliability control of components (preparation of TBO/COSL) and
obtaining DGCA approval thereof;
c. Submission of Engg Statistical data .
d. Procedure for certifying maintenance schedules of airframe,
engine and components by licensed/authorized/approved person;
e. Procedure for dealing with mandatory modifications issued by
DGCA, aircraft data, such as, SBs, Modification, Alert Bulletins,
Service Instructions etc. received from the manufacturers;
f. Procedure for life development of routine maintenance schedules
and components;
g. Procedure for carrying out additional inspection not contained in
the routine maintenance schedule
h. Inspection programme for different types of each type of aircraft
i. Fuel quality control procedures
Chapter 7 Certification

43
a. Procedure to ensure that the certifying staff including holders of C
of C do not exercise the privileges of their
license/approvals/authorization/services under the influence of
any alcohol, psycho active & problematic substances;
b. Procedure to establish that all certifying staff including holders of
C of C who are engaged in any kind of problematic use of
substance are identified and removed from their safety critical
functions.
c. Procedure for grant of approvals/authorizations for the certifying
staff by DGCA/QCM;
Chapter 8 Contracts
a. Procedure for awarding contracts for maintenance of
aircraft/engine/components to another DGCA approved
maintenance organizations;
b. Procedure for awarding maintenance work to sub-contractor who
does not hold DGCA approval;
Chapter 9 Stores
a. Procedure of storing raw materials, inflammable material, such as,
oil, grease, paints, etc.,components which have limited shelf
life,Rubber components with cure date, certifying components in
accordance with manufacturers/DGCA requirements,( stores
procedure should ensure segregation of certified / serviceable and
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 47
un-serviceable components/materials). Temperature and humidity
control of stores.
b. Bonded Stores
c. Quarantine Stores
d. STAC (Subject to aircraft certification)
e. Fuel Storage
f. Procedure for pooled parts and loan parts.
Chapter 10 MEL
a. MEL Policy including limitations on invoking MEL.
b. Procedure for obtaining approval of MEL and its use.
Chapter 11 Liaison with the Manufacturers
a. Procedure for liaisoning with manufacturer for repair, modification
& maintenance beyond relevant manual requirements.
b. Procedure for incorporation of any modification/deviation which
has not been originated/approved by the manufacturers;
c. Procedure for preservation of such repair documents on
permanent basis.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 48
Section III Quality Control
Chapter 1 QC System Procedures
a. Procedure for Obtaining C of R, Cof A Aeromobile station. and renewal
thereof,.
b. Quality Control Check of Fuel and Oil., hydraulic fluids.
c. Preservation of Records
d. Specimen Copies of Reporting Forms, tags, used in the maintenance
e. List of Pool Partners
f. Procedure for Export C of A
g. Punitive actions against erring personnel
h. Procedure for Log Book Certification.

44
i. Procedure for grant of approvals by AMO
j. Procedure for intimating current airworthiness requirements, aircraft data to
the certifying staff;
k. Procedure for monitoring routine maintenance, component life,
l. Procedure for compliance of Call Outs, deferment if any,
m. Ferry Flight permission;
n. Procedure and conditions for Aircraft Weighing.
o. Availability of appropriate Tools, Calibration, traceability to National
Standards.
p. Procedure for acceptance of alternate tools used if any.
Authentication/validation procedure.
q. Any other relevant to the nature of maintenance and scope of approval
granted.
r. Any other procedure, which is relevant to the maintenance of particular type
of aircraft, maintained by AMO and manufacturers requirements.
s. Planning and Control
t. Aircraft/ Engine performance monitoring.
u. Standards Rooms
v. Test Labs
w. Structural repairs.
x. Carriage of documents on board the aircraft
y. CVR/FDR/DFDR – Read Outs and recording integrity.
z. Special Approvals – ETOPS/AUTO LAND/ RVSM/MNPS/BRNAV
aa. Test Flights – Occasions
bb. First Aid Kit – monitoring
cc. Furnishing Materials
dd. Composite Repair Shops
ee. Concessions in Maint Procedure and Organisation Procedure
Chapter 2 Line Maintenance procedures when applicable
a. QC Supervision of maintenance work carried out in Line Stations including
routine and any additional work certified.
b. QC Supervision of aircraft components tools, equipments etc., in Line
Stations.
c. Line maintenance procedures related to servicing/fuelling
d. Line maintenance control of defects and repetitive defects
e. Line procedure for pooled parts and loan parts.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 49
f. Line procedure for return of defective parts removed from aircraft.
Chapter 3 Training of Certifying Staff and Technicians.
a. General
b. Syllabus of training
c. Ab-initio
d. Refresher Course
e. Records.
f. Training on Human factors in maintenance.
Note: Operators having approved training schools in Cat G shall prepare a separate
Training Manual.
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 50
VOLUME II –Quality Assurance Manual
QUALITY CONTROL IS DISTINCTLY DIFFERENRT FROM QUALITY ASSURANCE.
Quality control is a procedure adopted by an AMO in the light of Manufacturers
requirements.

45
Aircraft Rules, Civil Aviation Requirements, and other DGCA instructions issued from time
to
time to achieve airworthiness standards and safety. Theses procedures are enumerated in
the
QC Manual”
Whereas
“Quality assurance is a system to monitor compliance with and adequacy of procedures
as
detailed in the Quality Control Manual to ensure safe maintenance practices and
airworthiness
of the aircraft.”
An approved maintenance organization should establish a Quality Assurance (QA) System
to
monitor compliance with and adequacy of procedures as detailed in the Quality Control
Manual.
It is desired that suitably qualified and experienced person having adequate knowledge of
the
company procedures, policies and its implementation in the light of its approval granted
by
DGCA be appointed as QA Manager.
A team of experts shall assist him. It is desired that such experts in the QA department
should
be highly experienced and have the rating/ approval in the area of their work. They should
be
free from certification duties so that their decisions are not influenced by
production/certification
considerations. The QA personnel shall directly report to the Accountable Manager and
should
give a feed back to the QA manager to ensure corrective action as necessary.
The operator shall prepare a QA Manual detailing the program and procedures.
The QA manual shall define the following:-
1. Qualification and experience, duties and responsibilities of the QA Manager and other
personnel.
2. The areas to be audited and the frequency of such audit
3. Inspection of Line Stations – domestic and foreign
4. Inspection of shops
5. Inspection of QC Departments
6. Calibration of tools and equipment
7. Inspection of AFS
8. Inspection of Ground Handling Equipments
GUIDELINES FOR AUDIT
Auditors shall follow the Check List as guidelines but need not confine themselves within
the
pages of the Check List
.
DGCA has published Check Lists for auditing different areas of an AMO on DGCA website.
Operators may use these checklist with modifications as applicable to their organizations.
QA
CIVIL AVIATION REQUIREMENTS SECTION 2
SERIES 'E' PART I 24TH APRIL, 1992
Rev. 6, 29th August 2002. 51
personnel may also develop their own checklist as applicable to the areas being audited
and the
scope of approval.
It is expected that all the audits be planned. A copy of the Check List should be made
available

46
well in advance to the Inspector in Charge of the department being audited and the date of
such audit.
Before commencement of the planned audit the QA team shall hold a briefing meeting with
the
Inspector in Charge of the department being audited wherein the scope and the areas of
the
audit will be discussed. After completion of the audit a debriefing meeting will be held
again and
deficiencies highlighted for appropriate rectification at the earliest. Where the deficiencies
are
serious affecting the safety of the aircraft immediate corrective action shall be taken by
the
organization.
One copy each of the deficiency form CA 2001 shall be furnished to the accountable
manger,
Inspector in Charge of the department and the QC Manager. It shall be the responsibility of
the
Inspector in Charge /QC Manager shall ensure that all the deficiencies are rectified in a
time
bound manner at the earliest.
It is advisable that all the areas covered under the scope of approval granted be subjected
to
planned audit at least twice a year. However where the activity of an area in the
maintenance
organization is less then the frequency hall be reduced to once a year. The frequency of
audit
should depend on two issues i.e the utilization of the facility and the audit findings. The
number
of non-conformity observed during audit is not of prime concern but the speed and
earnestness
with which the finding is attended to is very important.
The QA reports should be accessible to DGCA officers for scrutiny.
The QA functions may be entrusted to an external agency having the requisite expertise
Quality Audit/In house Audit procedures:-
The QA department may carry out
1. Quality Audit of organization procedures and documents.
2. Quality Audit of aircraft.
3. Quality Audit remedial action procedure
4. The qualification and training procedure for personnel issuing a maintenance release.
5. Records of certifying staff.
6. Qualification and training procedure for technicians
7. Concession control for deviation from organization procedures
8. Procedure for, issue renewal and refresher course for C of C holders
9. Quality Audit of Sub Contracts
Suggested areas for audit-:-
1. Ai craft- on Tarmac
2. Hangar Check
3. Inspection of aircraft during major maintenance
4. Compliance of following to be ensured:-
the mandatory modifications/inspections
b SSID
c CPCP
d Off Job Sheets for additional work
f Compliance of manufacturers special instructions
5. Standards of inspection/workmanship
6. Procedure adopted during shift changeover of personnel to ensure continuity of

47
inspection.
7. Precautions taken to ensure that on completion of work check for loose tools, split pins,
wire, rivets nuts and bolts and other general cleanliness of the aircraft.
8. Procedure to ensure closure of all panels.
9. Procedure to ensure completion of task as per the schedule prior to release of
aircraft for service.
Check on aircraft data.
Availability of updated manuals.
Availability of Service Bulletins and Ads
Life Limits
Stores
Adequacy of the stores and storage conditions.

SERIES E-II
Subject : Approval of Organisation - Category 'A'- Manufacturers.

1. Scope:

This part of the CAR Series 'E' applies to all firms,

seeking approval in category 'A' i.e. to engage in design
and/or manufacture of aircraft, aircraft components or items
of equipment.
3. Type Certificate :

3.1 The firm may be required by DGCA to have a Type Certificate

for the manufacture of any aircraft, aircraft component or
item of equipment. For the purpose of issue of Type
Certificate, the firm will be required to furnish to DGCA,
such documents or other evidence relating to the suitability
of the aircraft, aircraft component or item of equipment
for aviation purposes as may be required in each case and
which may include the flight test requirements. The firm
will provide all facilities for inspection and test as may
be required by DGCA in each case

6. Manual Requirements :

6.1 The firm will prepare Organisation and Quality Control

Manuals taking cue from the CAR Series 'E' Part I. The
contents of manuals will be consistent with the scope of
approval of the firm.

6.2 The manuals will also cover such subjects as (1) procedure
for raising job cards (2) chain of inspections during and
after fabrication/processing aircraft parts, (3) systems of
sampling and listing such other matters as are applicable to
ensure continued efficiency of the processes/methods
employed in manufacture of aircraft/aircraft components or
item of equipment, and that the end products always conforms
to the approved specification. Any special precautions
necessary during storage of manufactured items shall be
included in the manual and a procedure for intimating the
customers of the same should also be included.

6.3 A manufacturer shall evolve a procedure to obtain

information, on regular basis, from the users of their

48
 products, such as aircraft operators, maintenance
organisations etc. regarding the Major
Defects/Deficiencies/Serious "in-service problems",
observed/experienced by them while using the product. The
manufacturers in turn shall consolidate this data and
investigate and analyse the cause of the
defects/deficiencies, with a view to improving upon the
product. The result of their observations shall be notified
promptly to all the users of the product suggesting the
corrective action/improvement in the product, if any, for
compliance. The defects and efforts made to improve the
product shall be notified to DGCA promptly.

The above procedure shall be duly stated in the Quality

Control Manual of the manufacturer fixing the responsibility
of execution of the procedure.

7. Certificate :

7.1 After an aircraft/aircraft component/item of equipment has

been manufactured the QCM or an authorised person will issue
a "CERTIFICATE of MANUFACTURE", the proforma of which will
have prior approval of DGCA. Specimen copy of the
certificate is given hereunder for guidance.

SERIES 'E' PART III

Subject : Approval of Organisation - Category 'B' - Process
Organisation
1. Scope:

This part of CAR Series 'E' applies to the firms seeking

approval as process organisation and stipulates the special
requirements to be complied with by such firms.

SERIES 'E', PART IV

Subject : Approval of Organisation - Category 'C'- Organisations engaged in Maintenance
of Aircraft, Aircraft Component or Item of Equipment.
1. Scope :
This part of CAR lays down requirements for seeking approval in Category 'C' as referred
to in CAR
Series 'E' Part I, on maintenance of aircraft, aircraft components and items of equipment.
5.5 A record of work performed shall be maintained by the organisation for a minimum
period of five years.
5.6 All defects reported during operation or maintenance shall be investigated and
recorded. The defects will be reported to the Regional Airworthiness Offices, as
required by the relevant CAR.
SERIES 'E' PART V
Subject : APPROVAL OF ORGANISATION - Category 'D' - TESTING
LABORATORIES.

1. Scope :

This part of the series 'E' of Civil Airworthiness

Requirements is applicable to organisations engaged in
carrying out chemical analysis, physical tests and
metallurgical examinations, calibration of instruments of

49
 master gauges and of tools as applied to the activities of
Civil Aviation.
1.1 Approval of organisation in this category authorises the
firm to provide reports and certify that the
tests/examination carried out have been made according to
the requirements of the DGCA.
SERIES 'E' PART VI
Subject : Approval of Organisation - Category 'E'- Fuel,
lubricants, and Special petroleum product.

1. Scope :

This part of the CAR Series 'E' specifies the requirements

for the organisations engaged in blending, storage,
distribution of fuel in bulk, lubricants and special
petroleum products.
3.3 The firm will get their bulk storage tanks or bulk mobile
equipment approved by Chief Inspector of Explosives.
4. Quality Control Requirements :

4.1 A person nominated by organisation and acceptable to DGCA

shall be responsible for administering and controlling the
quality control activities established by the organisation.
The approval of the Quality Control Manager and Dy. Quality
Control Manager or any other person will be subject to the
same conditions as are laid down in CAR Series 'E' Part I.

The responsibility and functions of the Quality Control

Organisation headed by Quality Control Manager will be in
line with the general principles laid down in CAR Series 'E'
Part I.

4.2 Aviation fuels, water methanol mixture, special petroleum

products and engine lubricating oils consigned for storage
prior to loading into the organisation's fuelling equipment
shall be certified on approved Release Notes quoting the
batch number, test report number and specification.

4.3 The organisation shall issue a voucher to the customer with

each consignment of aviation fuel, methanol mixture, special
petroleum products and engine lubricating oil delivered by
it into an aircraft in order to certify the quality of the
product.

4.4 Formats of the proposed Release Note and sale vouchers shall
be submitted by the organisation to the Director General of
Civil Aviation for approval.

4.5 Vouchers shall be serially numbered and shall quote the

batch number, specification details and quantity delivered.
They shall be prepared in duplicate, the original to be
delivered to the consignee, and a copy to be retained by
the supply organisation.

4.6 Vouchers shall be signed by the person authorised within the

50
 organisation for the satisfactory delivery of the goods.

4.7 Release Notes (Serially numbered) shall be signed by

suitable persons nominated by the organisation and approved
by the Director General of Civil Aviation.

4.8 Essential records will be maintained for a minimum period of

two years unless permission for their destruction at an
earlier date is obtained from Director General of Civil
Aviation in writing.

5. Manual Requirements :

5.1 The firm shall prepare Quality Control Manual taking cue
from CAR Series 'E' Part-I.

SERIES 'E' PART VII

Subject: Approval of Firms - category 'F' - Stores and
Distribution.

1. Scope :

This part of the CAR Series 'E' is applicable to

organisations engaged in storing and distribution of
aircraft components, items of equipment,spares and materials
or goods used in aircraft industry.
4.2 In addition to Quality Control Manager the firm may also
seek approval for persons authorised to issue release notes
who will be designated as 'Release Note Signatories'. The
approval of Quality Control manager and Release Note
Signatories by Director General of Civil Aviation will be in
accordance with the guidance provided in CAR Series 'E' Part
I.
4.6 No aircraft goods shall be held in the bonded store for
distribution unless they are received under cover of
incoming Release Note or, in the case of imported goods, by
an equivalent certification document, issued with the
approval of the Civil Aviation authority of the country of
origin, certifying that the goods comply with the aircraft
specifications, drawings or process quoted therein and
acceptable to Director General of Civil Aviation.

4.7 Different consignments of the same article, received under

separate release documents, shall be so stocked as to make
it possible to identify them later with the related release
documents. This co- relation will be helpful in segregating
the stocks, pertaining to a particular batch, if found
unairworthy at any time.

SERIES 'E' PART IX

Subject : Requirements for infrastructure at Stations other than parent base.

1. APPLICABILITY :
This series specifies the requirements to be complied for stations other than parent
base by operators engaged in Commercial Air Transport operations.

51
 Each Commercial Air Transport Operator must show that competent personnel and
adequate facilities and equipment including spare parts are available at stations other
than the parent base as are necessary for the proper servicing and maintenance of
aircraft and the equipment installed thereon.

2. SCOPE :
This CAR applies to Operators engaged in Commercial Air Transport operations and
approved in Category 'C' in accordance with CAR Section 2 Series 'E' Part I and Part IV,
for maintenance of aircraft.

3. DEFINITION

3.1 Parent Base/ Main Base : The station where the type aircraft is based and which is
equipped to undertake its maintenance including overhaul, repair and modification.

3.2 Transit/ Line Stations : Any station other than the main base through which the
aircraft operates and which normally is equipped to undertake transit checks and
rectification of minor defects.

3.3 Night Halt Stations : Any station other than the main base which is designated by
the operator as a base for originating flights and which normally is equipped to
undertake lay over checks/night halt checks and rectification of minor defects.
4.1 Night Halt Stations

4.1.1 The station shall have suitable buildings/ hangar/ space.

4.1.2 Appropriately licenced AME with adequately skilled staff shall be available.

4.1.3 The station shall be equipped with :

(a) Necessary tools/ special tools to carry out appropriate checks/ schedules.

(b) Wheel change equipment including spare tyres, T.P.Gage, tyre charging facilities.

(c) Ground power unit/ jet starter/ battery cart including battery charger.

(d) Trestles.

(e) Appropriate aircraft spares commensurate with the checks/schedules to be

undertaken.

SERIES 'E', PART VIII

Subject : Approval of Organisation - Category 'G' - Training Institutes.
1. INTRODUCTION
1.1 This part of CARs applies to the approval of Training
Schools/Establishments which are engaged in imparting ab-initio training to
individuals in the field of Aircraft Maintenance Engineering for obtaining
Basic licence in Categories - Light Aeroplanes (LA), Heavy Aeroplanes (HA),
Rotary Wing Aircraft (RA), Piston Engine (PE), Jet Engine (JE), Electrical
System (ES), Instrument System (IS), Radio Navigation System (RN) and
Avionics System (AV).
1.2 Rule 61 stipulates that for grant of AME licence, applicants who have
passed a course from DGCA approved institute will be granted one year
relaxation in the total aeronautical maintenance experience registered. It is
therefore necessary that the approved institutes provide a high standard of
training to their students. This part of the CARs prescribes the minimum

52
requirements required for grant of DGCA approval for starting an AME
training institute and the continuity of the approval.
1.3 The period of training in the approved schools will be counted as
maintenance experience for the purpose of computing total aeronautical
experience to become eligible for appearing in the Aircraft Maintenance
Engineer (AME) licence examination and endorsement of specific rating on the
licence.
2
3. APPLICATION FOR APPROVAL
3.1 The application on Form CA-182 along with its enclosures as
detailed in Appendix I for approval of the institute should be submitted to
local airworthiness office.
The application should include a " Training Manual" and a
certificate that the institute meets all the requirements laid down by
DGCA in this CAR.
3.2 On receipt of application, the institute will be inspected by
representatives of concerned Regional Director of Airworthiness office
and DGCA.
4. REQUIREMENTS FOR APPROVAL
The institute shall comply with the following requirements before
approval is granted. Part approval, semesterwise approval or
provisional approval shall not be granted.
4.1 A report on the compliance of the CAR shall be submitted to the local
airworthiness office.
4.2 Personnel Requirements
The institute will nominate a suitable person as "Chief Instructor", who
will be examined for approval by a duly constituted board, the Chairman
of which shall be an officer not below the rank of Controller of
Airworthiness.
The Chief Instructor shall be assisted by adequate number of qualified and
experienced Instructors for imparting both theoretical and practical training
to the students. The Chief Instructor will approve these Instructors. The
DGCA may also require approval of other persons who are engaged in
imparting workshop training.
4.2.1 Qualifications of Instructors
4.2.1.1 Chief Instructor
The Chief Instructor shall have the following minimum
qualifications:
(a) Basic licence (BAMEC) in a Category related to the scope of the
approval. An AME licence is desirable, or Degree in Engineering or
equivalent qualification in the field of Aeronautical/ Mechanical/
ELectrical/ Electronics/ Instruments engineering. He should also
have passed Paper I of AME licence examination.
(b) Ten years practical experience in aviation industry out of which a
minimum three years in the actual maintenance of aircraft or
instruction or equivalent.
4.2.1.2 Instructors
The Instructors should be duly qualified to undertake the
instruction in the subjects allotted to them. The organisation
should have balanced staff of persons suitably qualified in all
subjects listed in the syllabi. The instructors should have an
aptitude for teaching and should be patient, enthusiastic and be
able to keep discipline.
The instructors should preferably be Aircraft Maintenance
Engineers.
The instructors should have the following minimum

53
qualifications:
(a) Degree in Engineering in Aeronautical/ Mechanical/ ELectrical/
Electronics/ Instruments engineering, or
Diploma in any of the above disciplines, or
Bachelor of Science with Physics, Chemistry and Maths,
or
Basic licence (BAMEC) in any category.
(b) Five years practical/instructional experience in aviation industry
or equivalent in the appropriate field.
Note : Instructors assigned to teach rules and regulation should have passed Paper I of
AME licence examination.
SERIES 'F', PART I
Subject : Procedure relating to registration/ deregistration of aircraft.
1. APPLICABILITY
Rule 5 of the Aircraft Rules requires that no person shall fly or assist in flying any aircraft
unless
(a) it has been registered; and
(b) it bears its nationality and registration markings and the name and address of the
owner
affixed or printed thereon in accordance with Rule 37 or in case of the aircraft
registered elsewhere than in India, in accordance with the regulations of the State in
which it is registered.
Rule 30 of the Aircraft Rules empowers the DGCA to register an aircraft in India.
3. PROCEDURE FOR REGISTRATION OF AIRCRAFT
3.1 An aircraft may be registered in either of the following two categories, namely :
Category 'A' where the aircraft is wholly owned either
(i) by citizens of India; or
(ii) by a company or corporation registered and having its principal place of business
within India and the Chairman and atleast two-thirds of the Directors of which are
citizens of India; or
(iii) by the Central Government or any State Government or any company or any
corporation owned or controlled by either of the said
Governments; or
(iv) by a company or corporation registered elsewhere than in India, provided
that such company or corporation has given the said aircraft on lease to
any person mentioned in para 3.1(i),(ii) & (iii) above; and
Category 'B' where the aircraft is wholly owned either
(i) by persons resident in or carrying on business in India, who are not
citizens of India; or
(ii) by a company or corporation registered elsewhere than in India and
carrying on business in India.
3.2 The owner or his authorised representative may apply for registration of the
aircraft in the prescribed form CA-28 (Appendix 'A')
4. Upon registration a Certificate of Registration shall be issued to the owner, which
will be valid from the date of registration till the date indicated on the Certificate
for leased aircraft.
When a new type of aircraft is registered, DGCA shall advise the State of design
that it has entered such aircraft on its register.
5. CHANGE OF OWNERSHIP
5.1 If an aircraft is sold to another person or company, or ceases to be owned by the
owner indicated on its Certificate of Registration, the registered owner shall forthwith
notify this fact to the DGCA in accordance with Rule 33 of Aircraft Rule,1937.
5.2 The person or the company who becomes the owner of the aircraft previously
registered in India shall forthwith inform the DGCA of the fact of this ownership
and may make an application on form CA-28 (Appendix 'A') for registration of the
aircraft in their name. In addition to that prescribed in para 3.2, the application

54
shall be accompanied by an affidavit duly authenticated by a Notary Public/ Oath
Commissioner from the old owner confirming his ownership and also indicating that
he has sold it to the new owner and has received the sale proceeds in full. Until the
Certificate of Registration is granted to the new owner, it shall not be lawful for
any person to fly or assist in flying such aircraft except in accordance with the
written permission of DGCA.
6. AIRCRAFT IMPORTED BY AIR
If an application is made for the registration of an aircraft before it is imported
in India, for the purpose of bringing the aircraft by air, a temporary Certificate of
Registration may be granted subject to the Rule 30,31 and this CAR to the new
owner of the aircraft.
6.1 The temporary Certificate of Registration will be valid only until the first landing at a
customs aerodrome in India.
6.2 The temporary Certificate of Registration may be delivered by the owner or his
representative to the DGCA alongwith the application for registration of the aircraft.
7. ISSUE OF DUPLICATE CERTIFICATE OF REGISTRATION
7.1 Where a certificate has been lost the owner may apply to the Regional Airworthiness
Office for the issue of a duplicate certificate with an
affidavit, a copy of the FIR lodged with the police for the loss and the prescribed
fee.
7.2 Where a certificate has been mutilated, the owner may apply for issue of a
duplicate certificate to the Regional Airworthiness Office with the mutilated
certificate and the prescribed fee.
8. CANCELLATION OF REGISTRATION OF AIRCRAFT
8.1 The registration of an aircraft registered in India may be cancelled at any time by
the DGCA, if it is satisfied that:-
(i) such registration is not in conformity with para 3.1 of this CAR; or
(ii) the registration has been obtained by furnishing false information; or
(iii) the aircraft could more suitably be registered in some other country; or
(iv) the aircraft has been destroyed or permanently withdrawn from use; or
(v) it is inexpedient in the public interest that the aircraft should remain
registered in India; or
(vi) the lease in respect of the aircraft registered persuant to paragraph 3.1(iv)
has-
a) expired, or
b) has been terminated by mutual agreement between the lessor and the
lessee, or
c) has been otherwise terminated lawfully.
Note:- In case of dispute regarding termination of the lease agreement the
DGCA will take action in pursuance of decision of a Court of Law.
8.2 The registered owner or his authorised representatives may apply to DGCA,New
Delhi for cancellation of registration, enclosing original C of R. The applicant
should also specify the clause of Rule 30/this CAR under which cancellation is
sought.
8.3 The registration of the aircraft will be deemed to have been expired after
the date of validity indicated on the C of R,
rendering any operation of the aircraft invalid without revalidating its registration.
9. VALIDITY OF REGISTRATION OF AIRCRAFT
9.1 In case of aircraft registered under paragraph 3.1(iv), the registration will be valid
so long as the lease is in force and therefore, the period of validity of Certificate
of Registration in such cases shall be restricted to the date of expiry of lease
agreement.
9.2 The operator may apply to DGCA Headquarters for varying any particular(s)
including extension of validity in the Certificate of Registration.
11. NATIONALITY AND REGISTRATION MARKINGS
Upon registration, an aircraft will be allotted with a nationality mark of two

55
capital letters 'VT', followed by the registration marking of three capital letters in
Roman character with a dash '-' between the nationality and the registration
marking. The size and method of affixing these markings on the aircraft shall
be in accordance with CAR Series 'X' Part I.

SERIES 'F', PART II

Subject : Procedure For Issue/Revalidation of Type Certificate of Aircraft and its
Engines/ Propeller.
1. APPLICABILITY.
Aircraft Rule 49 empowers the DGCA to issue type certificate to aircraft and its
engine/propellers manufactured in India and also revalidate the type certificate issued to
aircraft by foreign airworthiness authorities. Normally the Type Certificate is issued/
revalidated to Aircraft/ Engine when the same is to be manufactured in India. This part of
the Civil Airworthiness Requirement lays down the procedure relating to the
issue/revalidation of type certificate. It also lays down the rules/requirements to be
followed by holders of the type certificate.
2. APPLICATION FOR TYPE CERTIFICATE.
Application for issue/revalidation of type certificate is to be submitted in the forms as per
the
following Annexures, in duplicate alongwith fees (as per Aircraft Rule 62) , to the DGCA
(Directorate of Research & Development), Technical Centre, Opp. Safdarjung Airport, New
Delhi-110003
3. REQUIREMENTS FOR ISSUANCE OF TYPE CERTIFICATE.
For issuance of type certificate of aircraft or its components, the DGCA should be
satisfied on the following points:
I. The design has been approved by the DGCA.
II. The design conforms to approved airworthiness requirements/specifications of
foreign airworthiness authorities and acceptable to DGCA.
III. The construction has been inspected and approved by the Airworthiness Directorate of
the
DGCA as required in CAR Series 'E'.
4. DESIGN SCOPE.
It is an essential condition of issue / revalidation of type
certificate to an aircraft or its components that there should be proof that it conforms with
the relevant specifications and the
Airworthiness requirements to which it has been designed. The DGCA has the
responsibility to ensure that each aircraft, either manufactured in India or
imported to India for which Certificate of Airworthiness is to be issued, conforms
to the Type Design and is in condition for Safe Operation. Therefore, for
issuance of Indian Certificate of Airworthiness, an aircraft must be
Type Certificated by DGCA inaccordance with Rule 49 or the Type Certificate
issued by Foreign Airworthiness Authority be acceptable to DGCA. For this
purpose, the DGCA has to be satisfied that the aircraft manufactured or imported
meet the approved airworthiness standards, in respect of design, method of
construction, equipment and performance. In this connection, the design code
followed by USA (FAR 23 & 25) and European Airworthiness Consortium (BCAR
23 & JAR 25) are generally acceptable for light and transport aircraft. For
Rotorcraft, Airworthiness Code followed by USA (FAR 27 & 29) are acceptable for
light and heavy category rotorcrafts. For Aero Engines Airworthiness Code FAR
33 followed by USA is acceptable.
6. REQUIREMENTS FOR REVALIDATION OF TYPE CERTIFICATE.
DGCA is empowered vide Rule 49B to revalidate the type certificate, in
respect of any aircraft or engine/propeller that may be imported, provided that
(a) the airworthiness authorities of the country in which it is manufactured has
issued the certificate of airworthiness,type certificate or similar document, in
respect of that aircraft or components;

56
(b) it meets the airworthiness requirements laid down by the DGCA.
If clarifications are to be sought about the complexities of design or any special
design feature warrant, representative of the manufacturer may be requested
to visit India to acquaint DGCA officers with the system and design of the
aeroplane. Alternately, representatives of DGCA may visit the manufacturing
sites to discuss specific design/ manufacturing issues with the
representatives of the manufacturers, Designer and/or Airworthiness Authority
of the country of manufacture.
Special conditions may be imposed on foreign type certificate and type
data sheet by the DGCA in specific cases for safe operation of the aircraft in
India. The special conditions so imposed will be communicated to the
manufacturer and his Airworthiness Authorities by the DGCA.
On being satisfied that the basis of Type Certification of Aircraft and its
engine/propeller is satisfactory, DGCA may revalidate the Type Certificate (with
such exception as he may permit) issued by Airworthiness Authority of the
country in which the aircraft was manufactured. Bilateral acceptance of
Standards of India and other country will be the main criteria for revalidation.
6. TYPE CERTIFICATE OF AIRCRAFT MANUFACTURED IN INDIA.
It is essential that manufacturers of aircraft consult the DGCA prior to
commencement of manufacturing to ensure that the design of aircraft or its
engine/propeller he intends to manufacture conforms to approved
airworthiness code of FAR or JAR code or to that design code approved by the
DGCA. For this purpose, the applicant shall furnish the type design
record, duly approved by the Chief Designer to prove that the design complies
with the relevant specifications and airworthiness requirements prescribed by
the DGCA. The information given in the type record shall be consistent with
the evidence on which compliance with the Airworthiness Requirement is
claimed and shall include the following information and such additional
information the DGCA may require in a particular case.
Prior to carrying out the test to substantiate the design, the constructor shall
submit to DGCA test schedule for scrutiny and approval. The DGCA may
authorise his representatives to witness any of the test if he so desires.
Necessary facilities for the same may be provided by the applicant. If the
DGCA is not satisfied with the test results, he may require any or all of the
tests to be repeated.
Certificate of design signed by the Chief Designer may be submitted by the
applicant in respect of aircraft/component. The manufacture of
aircraft/components shall be undertaken and certified only by
approved/authorised persons in this behalf vide Aircraft Rule 53A.
The policy regarding inspection of items made by sub- contractors must be
laid down and approved by DGCA in regard to such policy.
Before submitting any aircraft/component/item of equipment for inspection to
the Inspectors authorised by the Director General of Civil Aviation, the Inspector
of the applicant shall satisfy himself that the particular a/c has been
constructed, inspected and where necessary, tested in conformity with
the specifications, drawings and instructions relating to the approved design.
All relevant inspection records shall be made available to the inspector, and
these shall be retained for a period of 10 years unless earlier disposal is
authorised by the Director General of Civil Aviation. but in any case, no
inspection records shall be destroyed without prior authorisation from the
Director General of Civil Aviation.
Any modification considered necessary by the Director General of Civil
Aviation as a result of the inspection/ performance tests carried out by the
Officers of DRD/DAW of the Department, shall be incorporated before
clearance for use on aircraft.
8. FLIGHT TRIAL:

57
Upon satisfactory completion of inspection of the aircraft/component/item
of equipment and checking of the Type Record submitted by the applicant, the
Director General of Civil Aviation shall require the applicant to carry out trials of
an aircraft to conform compliance with the relevant Airworthiness
Requirements in respect of performance etc. The tests shall be carried
out in accordance with the flight test-schedules approved by the Director
General of Civil Aviation. Where considered
necessary, the Director General of Civil Aviation may nominate a pilot to
carry out check test-flights. Results of flight tests will be compiled into a report
and submitted for inclusion in the Type Record.
9. MANUALS
Except with the written consent of the Director General of Civil Aviation, the
following Manuals in respect of a Type Component/item of equipment must be
submitted for approval.
i) Type Service Manual.
ii) Flight Manual
iii) Maintenance Manual
iv) Structural Repair Manual
v) Weight & Balance Record.
10. ISSUE OF TYPE CERTIFICATE
If the Director General of Civil Aviation is satisfied that the Type A/c or item of
equipment conforms to the relevant acceptable standards in respect of design
and performance (with such exceptions as he may permit), he may issue to the
applicant a Type Certificate in respect of the aircraft. The type certificate
shall refer only to the aircraft/component or item of equipment
conforming, in detail with the documents specified on such approval.
11. MODIFICATIONS
The written approval of the Director General of Civil Aviation shall be
obtained for a modification which has not been previously investigated and
approved. At an early stage of the modification, brief particulars must be
furnished to the Director General of Civil Aviation. The proposed modification
must be such that the design of the aircraft/component/equipment, when
modified, satisfies the requirements that were enforced at the time the type
approval was originally granted, or such other requirements as the Director
General of Civil Aviation may notify at that time. Modifications should be classified as
minor and major. A minor modification
shall be one which has no appreciable effect on the weight & balance,
structural strength, reliability, interchangeability, operational characteristics or
other characteristics affecting the airworthiness of the component/item of
equipment. A major modification shall be one not classified as minor
modification. Minor modification in the Type design may be provisionally
approved by the design organisation of the constructor pending formal
approval from the Director General of Civil Aviation. For this purpose, the
applicant shall submit all necessary data, test reports etc. in support of the
proposal for inclusion in the Type record.

SERIES 'F', PART III

Subject:- Issue/ Revalidation of Certificate of Airworthiness.
1. Introduction:-
Rule 50 of the Aircraft Rules, 1937 empowers the Director General of Civil Aviation (DGCA)
to
issue/renew or revalidate the Certificate of Airworthiness. Further, Rule 15 requires that all
aircraft registered in India possess a current and valid Certificate of Airworthiness (C of A)
before it
is flown unless it is flown for the purpose of flight test for renewal of C of A in the vicinity
of the

58
departing Aerodrome.
This CAR is issued under the provisions of Rule 133A of the Aircraft Rules, 1937, for
information,
guidance and compliance by operators who are importing the aircraft or acquiring aircraft
manufactured in India.
3. The DGCA has the responsibility of ensuring that each aircraft, either manufactured in
India or
imported into India for which a Certificate of Airworthiness is to be issued, revalidated,
conforms to the Design standards and is in a condition for safe operation. Therefore, to be
eligible for issuance of Certificate of Airworthiness, an aircraft must be Type Certified by
DGCA in
accordance with Rule 49. For this purpose, the DGCA has to satisfy that the Aircraft
manufactured/ imported meets the approved Airworthiness Standards in respect of
design,
method of construction, equipment and performance etc. In this regard the Design
Standards
specified in JAR 23 and JAR 25 of Joint Airworthiness Authorities (JAA) of Europe and
FAR 23
and FAR 25 of Federal Aviation Administration (FAA) of USA is generally acceptable for
light
and transport category Aircraft. For Helicopters, Design Standards followed by FAA as
specified
in FAR 27 & 29 are acceptable for light and transport category helicopters, respectively.
Notwithstanding the above, DGCA may require certain special conditions such as
installation of
equipment/ instruments, modification to be complied with, before accepting/ revalidating
the type
certificate for ensuring safety of Aircraft operation.
4. For issue/ revalidation of Certificate of Airworthiness of aircraft, which do not fulfill the
design
standards mentioned above, the owners may consult the Director General of Civil Aviation
(Director of Airworthiness) before importing such aircraft, so that acceptance or otherwise,
of the
design standards is conveyed to the prospective importer before the import of the aircraft.
5. After the aircraft has been registered, the owner or his authorized representative may
apply to
DGCA on form CA 25 (Appendix 'A'& ‘B’ ) together with the requisite fees prescribed in
Rule 62
(Appendix 'E') for issuance of Certificate of Airworthiness.
6. Certificate of Airworthiness of an aircraft may be issued/validated
in any of the categories mentioned in Appendix 'C' of this part of Civil Aviation
Requirements.
However, before Certificate of Airworthiness in respect of an imported aircraft is issued,
the
Director General will satisfy himself regarding the airworthiness and design standards of
the
aircraft. For this purpose the importer shall submit along with the application, an Export
Certificate of Airworthiness from the Regulatory Authority of the country of Export. For
aircraft
type imported into the country for the first time, a copy of the Type Certificate & its Data
Sheet
should accompany the Export C of A. These documents will certify that the Aircraft
conforms to
approved design standards of Airworthiness Authority of country of manufacture. In
addition,

59
special requirements of DGCA are spelt out in Appendix ‘D’. The operator shall ensure that
these
special requirements are made available to the regulatory authority of the exporting
country for
compliance prior to issue of Export C of A .
Note: Aircraft with MTOW greater than 5700 kg and categorized as passenger/mail/goods
shall
have at least two engines.
7. If the type of aircraft is being introduced/ imported into the country for the first time
(new or used),
the owner/ operator shall supply, free of cost, one set each of the following updated
technical
literature, to DGCA Hdqrs and Regional/Sub-Regional Office of DGCA for retention :
(i) Type Certificate & Type Certificate Data Sheet.
(ii) Standard form of Certificate of Airworthiness issued by the country of Export.
(iii) Export Certificate of Airworthiness
(iv) Maintenance Planning Document/Manufacturers recommended inspection document.
(v) MMEL.
(vi) Airplane Flight Manual / Pilots’ Operating Handbook
(vii) Crew Operations Manuals, (where applicable).
In addition, one set of the following documents shall be submitted to Regional/ Sub
Regional
Office of DGCA where the aircraft is based with up-to-date amendments;
(i) Aircraft Maintenance Manual
(ii) Engine Maintenance Manual
(iii) Overhaul Manual
(iv) Structural Repair Manual
(v) Service Bulletins
(vi) SSID, CPCP document (where applicable)
Note: Micro films/Microfiche/ Floppy/ CD issued by the manufacturers in lieu of hard copy
is
acceptable.
7.1 The operator shall further ensure that any amendments to the above documents are
forwarded
to DGCA Hdqrs and/ or to the respective Regional/Sub Regional office promptly.
Note: In case an aircraft is based (main base where major maintenance is carried out) at
more than
one station in India, then additional copies of the above mentioned technical literature may
be
asked for, by the concerned Regional/Sub-Regional Airworthiness Office.
8. In case of import of used aircraft, the Regional /Sub Regional office has to be satisfied
that the
aircraft had been maintained in a continued airworthiness condition in accordance with an
approved maintenance programme given by the Aircraft manufacturer and/or by the
approved
maintenance agency that had last maintained the aircraft. For example, records of
maintenance,
modifications, overhaul, repair and history of any accident may have to be reviewed before
issuing Indian Certificate of Airworthiness. On receipt of the application along with the
necessary
fees in accordance with Rule 62 and requisite documents, partially filled Indian Certificate
of
Airworthiness will be forwarded by DGCA Hdqrs to the concerned Regional/ Sub-Regional
Airworthiness Office. (Copy of the Certificate of Airworthiness issued by DGCA in English
and
Hindi language is enclosed as Appendix F)

60
9. The Regional/ Sub-Regional Airworthiness Office on being satisfied that the aircraft
conforms to
the stipulated Design and Airworthiness standard, may issue/ validate the Certificate of
Airworthiness on the basis of Export Certificate of Airworthiness, physical inspection of
the aircraft
and scrutiny of other related documents
10. The Airworthiness officer is required to inspect the aircraft to the extent possible, to
establish that
all the instruments and equipment as per applicable CARs have been installed and are in
serviceable condition, the aircraft is airworthy, and does not have any unsafe features
which may
jeopardize the airworthiness or safety of aircraft. In case any deficiency is noticed during
inspection by the Airworthiness officer, the owner / operator will be advised to make up
the
deficiencies pointed out before the issuance of Certificate of Airworthiness.
11. Validity:
Validity of Certificate of Airworthiness shall not exceed twelve months. In case of imported
aircraft the
validity shall begin from the date of issue of Export Certificate of Airworthiness and shall
be restricted
to the validity specified in the Standard Certificate of Airworthiness issued by the country
of Export.
12. Aircraft may be imported under Indian Registration Markings with Short Term
Certificate of
Airworthiness, which will have limited validity. For this, the owner / operator should submit
a duly
completed application on CA25 along with the necessary fees as prescribed in Rule 62. On
a
request made by DGCA, the regulatory authority of the country of export may issue the
Indian
Short Term Certificate of Airworthiness.
The Full term Certificate of Airworthiness will be issued on arrival of the aircraft in India
after the
owner/ operator complies with Airworthiness requirements stated in applicable Civil
Aviation
Requirement.
The aircraft may also be imported under foreign Certificate of Registration and Certificate
of
Airworthiness. The Indian Certificate of Registration and Certificate of Airworthiness shall
be
issued after the aircraft arrives in India and the owner/ operator complies with the
airworthiness
requirements stipulated in the applicable Civil Aviation Requirements..
13. The Director General of Civil Aviation reserves the right to refuse Certificate of
Airworthiness to an
aircraft where reasonable doubt exists regarding its airworthiness or where required
document(s)
have not been made available or false information has been furnished. The DGCA may
withhold
the issue of C of A, if the aircraft is known or suspected to have features which may
jeopardize
safety or airworthiness of the aircraft.
14. DGCA reserves the right to cancel Certificate of Airworthiness if it is observed that the
Certificate
of Airworthiness has been obtained by false/fraudulent means.

61
15. Not withstanding the above, the DGCA may require the owner/ operator to comply with
additional
requirements prior to issue/ revalidation of the C of A of the aircraft to ensure its
continued
airworthiness and safe operations.
CLASSIFICATION OF AIRCRAFT
A. Every aircraft for which a Certificate of Airworthiness is granted shall be classified on
such
certificate as belonging to one of the following categories and one or more of the following
sub-
divisions :
1. Normal Category :
Sub-division (a) Passengers Aircraft
Sub-Division (b) Mail Aircraft
Sub-Division (c) Goods Aircraft
Sub-Division (d) Aerial Work Aircraft
Sub-Division (e) Private Aircraft
(5) The aircraft owned by State Government shall be certified in Normal category
sub-division passenger aircraft. The validity of Flight Release certificate of such
aircraft shall be as applicable to passenger aircraft and shall be decided by the
Regional Airworthiness Office in consultation with the operator.
2. Special Category :
Sub-Division (a) Racing aircraft
Sub-Division (b) Research or Experimental aircraft
3. Aerobatic Category :

B. Aircraft certificated in Normal Category shall not be used either for the purpose
mentioned in
Special Category or in Aerobatic Category. However, aircraft certificated in Special
Category
may be used for the purpose mentioned in the category, subject to such conditions as may
be
imposed by Director General of Civil Aviation, but not for Aerobatic Category. Aircraft
certificated in Aerobatic Category shall not be used for the purposes mentioned against
Special Category but may be used in Normal Category for Private use or for carrying
passengers/Mails/Goods or for imparting training, and shall be subject to operating
limitations
prescribed by the manufacturers.
DELIVERY OF AIRCRAFT (Class I aeronautical product)
I. Complete Aircraft with Indian Registration Markings. (Aircraft being exported to India via
flyaway)
1. The Director General of Civil Aviation, (Attn. Director of Airworthiness), New Delhi
should
be informed by telex/ telegram/ fax of the issuance of Standard Certificate of
Airworthiness issued by the country of Export, Export Certificate of Airworthiness and
deregistration of Aircraft from Aircraft Register of the country of export in respect of any
Aircraft which is to be exported to India via flyaway.
The advance notification should contain the Export Certificate of Airworthiness No., Serial
Number of the deregistered Aircraft.
2. In addition to the special requirements (Section 2), an Aircraft which is being exported
to
India via flyaway should display Indian Nationality and Registration Marks and carry the
following documents on board the Aircraft on delivery flight:
a. Indian Short term Certificate of Registration
Rev. 9, 24th Jan., 2002 13
Section 2 - Special Requirements

62
1. Indian registered Aircraft are required to be Type Certificated. For this DGCA will
accept FAA/JAA Type Certificate.
2. Aircraft model brought to India for the first time will warrant submission of Type
Certificate
and Type Certificate Data Sheet/ Supplemental Type Certificate Data sheet. Any deviation
from
the original design will warrant submission of Type Certificate and Type Certificate Data
sheet
pertaining to the new design.
3. When the complexity of design or special design feature warrant, a representative of the
manufacturer may be requested to visit India and acquaint DGCA personnel with the
system
and design of the airplane. Alternately, representatives of DGCA may visit the
manufacturing
site to discuss specific design/ manufacturing issues with the representatives of the
manufacturer/ regulatory authority.
4. Special conditions may be imposed on Type Certificate and Type Certificate Data Sheet
as
desired by DGCA in specific cases for safe operation of the aircraft. Any specific
conditions
so desired will be communicated to the manufacturer/ regulatory authority by DGCA.
5. For any Type Certificated Aircraft the same 'Noise Standards' applicable to the issuance
of
Certificate of Airworthiness of the country of export will generally be applied in India for
issuance of Indian Certificate of Airworthiness.
6. The following documents/ data be delivered to DGCA, New Delhi, India.
A. New Aircraft
If the Aircraft is the first one of a model/ series exported to India, representative of DGCA
may visit
the manufacturers site for ensuring compliance of Indian Airworthiness requirements
before
issuing Indian Certificate of Airworthiness.
a. Statement of Build/ Modification standard: This statement will include the Airworthiness
Directives and the Service Bulletins incorporated on the Aircraft until the time of its
delivery
to India. Where optional means of compliance has been chosen, it should also be
reflected.
b. In case of turbojet/ turboprop engine, copy of the report for noise certification.
c. In case of twin turbine aircraft which has been certified for ETOPS operation, the
certification basis must be provided.
d. Weight schedule and weighing report
e. Manuals
One set (free of cost) each of the following updated technical literature, to DGCA Hdqrs
and
Regional/Sub-Regional Office of DGCA for retention :
CIVIL AVIATION DEPARTMENT SECTION 2 - AIRWORTHINESS
SERIES 'F' PART III 20TH MARCH, 1992
Rev. 8, 28th Aug., 20012002 14
(i) Maintenance Planning Document/Manufacturers recommended inspection document.
(ii) MMEL.
(iii) Airplane Flight Manual / Pilots' Operating Handbook
(iv) Crew Operations Manuals, (where applicable).
In addition, one set of the following documents shall be submitted to Regional/ Sub
Regional
Office of DGCA where the aircraft is based with up-to-date amendments;
(vii) Aircraft Maintenance Manual

63
(viii) Engine Maintenance Manual
(ix) Overhaul Manual
(x) Structural Repair Manual
(xi) Service Bulletins
(xii) SSID, CPCP document (where applicable)
Note: 1. Micro films/Microfiche/ Floppy/ CD issued by the manufacturers in lieu of hard
copy
is acceptable.
2. The operator shall further ensure that any amendments to the above documents are
forwarded to DGCA Hdqrs and/ or to the respective Regional/Sub Regional office
promptly.
3. In case an aircraft is based (main base where major maintenance is carried out) at
more than one station in India, then additional copies of the above mentioned
technical literature may be asked for, by the concerned Regional/Sub-Regional
Airworthiness Office.
f. Record of compass system and magnetic compass swings.
B. Used Aircraft
For each used aircraft the DGCA after inspection of the aircraft, its related documents will
establish the phase in the DGCA approved maintenance schedules from which the aircraft
will be required to be maintained. DGCA will have full authority to require any additional
inspections to be performed on the aircraft/ engine/ accessories. For this purpose the
following documents will be made available to the representatives of DGCA:
1. The maintenance program to which the aircraft has been previously maintained
including
i) Previous check cycle
ii) Future Check cycle
iii) Compliance with Indian Mandatory modifications
2. Component Overhaul life summary including details of service life remaining and
modification status.
3. Compliance with structural inspection program including the details of any structural
sampling program in which the aircraft has been included, together with details of their
position in this program.
CIVIL AVIATION DEPARTMENT SECTION 2 - AIRWORTHINESS
SERIES 'F' PART III 20TH MARCH, 1992
4. All reports relating to any accidents/incidents in which the aircraft might have been
involved with a copy of the report from the regulatory authority on the accident/incident.
5. Record of any major repair/overhaul replacement carried out as a result of any
accident/incident.
SERIES ‘F’ PART IV
Subject:- Requirements for Renewal of Certificate of Airworthiness.
2. Period of Validity :
2.1 Validity period of Certificate of Airworthiness is indicated on the Certificate itself and
shall be limited to a maximum period of one year. However, for aircraft over 20
years age, including private aircraft the validity of Certificate of Airworthiness
shall be restricted to six months.
2.2 No adhoc extension to the validity period of the Certificate shall be granted.
2.3 Regular and timely renewal of Certificate of Airworthiness of an aircraft ensuring
its continuity, will involve less effort and will cost less too to the owner/operator.
3. Renewal Procedures:
The operator/owner of an aircraft may apply for the renewal of Certificate of
Airworthiness giving the information as per the enclosed form at Appendix to this
CAR, alongwith the necessary fees as per Rule 62. The application should be
made in advance of the expiry date of the Certificate of Airworthiness (preferably
15 days in advance) to enable the Airworthiness Officer to complete his
inspection of the documents and of the aircraft before the C of A expires. This
will also enable the operator to undertake the test flight, while the Certificate of

64
Airworthiness is current. In case the C of A is not valid, the operator may
undertake the test flight(s) within the vicinity of departing airport subject to the
conditions that all inspections pertaining to C of A and flight release have been
completed and Flight Release Certificate issued by appropriately licenced
AME(s) for the purpose of Flight Test only.
3.1 As the aircraft are required to be subjected to a continuous cycle of approved
maintenance schedules therefore, for the purpose of renewal of Certificate of
Airworthiness, the aircraft would simply be required to be inspected in
accordance with 100 hours inspection schedule, unless a higher schedule is
due, followed by a satisfactory test flight, if applicable. However, operators of
those aircraft which are maintained as per equalised checks will subject the
aircraft to an approved C of A renewal programme included in their manual.
Thereafter the Certificate of Airworthiness would be renewed provided no
structural inspection including Supplemental Structural Inspection is due, no
mandatory modification/inspection/SBs is outstanding and the "lives" of all the
(major) components are still within valid operational limits.
It is imperative that at the time of submitting an aircraft for inspection to officers of
Airworthiness Directorate, for the purpose of renewal of C of A, all equipment on
board the aircraft, as specified in the specification data
sheet/manufacturers Maintenance Manual, Flight Manual are in serviceable
condition. If it is not so, the owner/operator of aircraft shall notify the
Airworthiness Officer in writing who shall consult DGCA (Headquarters) prior
to effecting the renewal of Certificate of Airworthiness.
3.2 In case the Certificate of Airworthiness of the aircraft has expired then the quantum
of work required for the purpose of renewal of Certificate of Airworthiness would
be decided by the officer in charge of the Regional/Sub Regional
Airworthiness office, so as to ensure that the airworthiness of aircraft and of its
components and systems, is completely restored. He may require detail
dismantling of aircraft including its components and systems, replacement of
metal or fabric skins if affected, replacement of rubber parts of if required ,
thorough cleaning and inspection, thorough greasing of components, internal
inspection and/or bench checking/or overhaul of major components/equipment
and instruments, as warranted.
3.3 The operator should submit to the concerned Airworthiness Office all log books
including Journey Log Book, procedure sheets, major maintenance schedules for
the past one year, registers (of defects, fuel and oil consumption,
performance), trend monitoring charts/data, C of A, C of R, W/T licence of the
aircraft at the time of submitting application for renewal of Certificate of
Airworthiness.
3.4 The officer effecting the renewal of C of A will carry out physical inspection of the
Aircraft and the operator/owner shall provide the necessary facilities to him in
this regard.
3.5 In case major maintenance schedules are not
due at the time of renewal of Certificate of Airworthiness then the operator/owner shall
intimate the concerned Regional/Sub-Regional
Airworthiness office about the carrying out of such major schedules as and
when these are due, but atleast 15 days before these are due, to
enable the Airworthiness officer to carry out such physical inspection
of the aircraft as considered necessary by him during the year. This
would entail less grounding of the aircraft during C of A renewal as the
Airworthiness Office will have complete history of the aircraft pertaining
to all inspections including SSIDs, CPCP etc.
3.6 In case all the items in a schedule of inspection do not fall within the
purview of single category of AME Licence (for functions and
responsibilities of AMEs licenced in various categories please see CAR
Series 'L' Part V) then items of inspection should individually indicate

65
the category of AME/approved person who would certify the item.
4. Procedure for renewal of Certificate of Airworthiness of Indian registered
aircraft abroad :
There may be a situation where Certificate of Airworthiness of Indian
registered aircraft may get lapsed while operating in foreign countries. In
such cases the operator has to request this department with full
justification the reason of such exigencies. The C of A will be renewed
after following the same procedure as prescribed above and inspection
of the aircraft will have to be carried out at airport where the aircraft's C of
A has lapsed. Such a situation should as far as possible be avoided so that
C of A remains valid for all international flights.
5. The Certificate of Airworthiness shall cease to be valid if:
(i) approved inspection schedules are not completed when due;
(ii) "Lifed" components are not replaced on expiry of stipulated "Lives";
(iii)Mandatory modifications/inspections/SBs are not carried out as and when
called for;
(iv) Unapproved repairs/Modifications are carried out;
(v) Unapproved materials/procedures/practices are used.
(vi) Aircraft has suffered major damage of defect.
6. Before starting the maintenance/overhaul work on the aircraft or its
components and systems the AME/approved firm undertaking the
Certificate of Airworthiness renewal work must ensure the availability of the
following for the type of aircraft :-
(i) Up-to-date Technical literature required for maintenance and overhaul;
(ii) Special tools like rigging tools, spanners, jigs etc. apart from general
engineering tools.
(iii) Approved maintenance/ overhaul schedules including
TBO list/ COSL.
(iv) List of applicable mandatory modifications/inspections.
(v) SSID and CPCP, wherever applicable.
7. Before the Certificate of Airworthiness is renewed the operator/owner has
to satisfy the Airworthiness office about the undermentioned aspects of
aircraft since the Certificate of Airworthiness of aircraft was last renewed.
(i) That the defects experienced during the preceding year have been
recorded and appropriate rectification action has been taken.
(ii) All mandatory modifications/inspections due have been complied with.
(iii)All Mandatory Service Bulletins have been complied with when due.
(iv) All major repairs and overhauls (of aircraft components) if any,
have been properly carried out and certified by appropriately
licenced/approved persons.
(v) Work sheets have been completed and signed by appropriately
licenced or approved persons.
(vi) All materials/parts/components used are from approved sources.
(vii)All components installed on aircraft are within the stipulated life.
(viii)The Flight Manual (wherever applicable)is amended and is up-to-date.
(ix) All inspection/modifications/repairs enumerated in Supplemental
Structural Inspection Document (SSID) have been complied with when
due. (if applicable)
(x) All inspection/modifications/repairs enumerated in the Corrosion
Prevention and Control Programme (CPCP) have been complied with
when due. (if applicable)
(xi) All maintenance requirements specified in the approved maintenance
schedules have been carried out at the stipulated periods.
7.1 At the time of Certificate of Airworthiness renewal, the operator/owner
must submit to Airworthiness Office the following :
(i) Certificate by the Quality Control Manager/Chief of

66
Inspection/Engineer-in-charge(who is in the regular employment of
the employer) confirming all aspects listed in para 7 above and any
additional item of inspection called for.
(ii) Approved test flight report duly completed and certified by
appropriately qualified pilot indicating aircraft's actual performance,
evaluated in relation to the required performance.
(iii)A certificate that all other requirements of applicable CARs have been
complied with.
(iv) A certificate that the Radio, Communication, Navigation and Radar
equipment on board have been checked for performance by a
representative of the Director General of Civil Aviation and that a valid
Aeromobile Station licence is available.
(v) A certificate from the Operations Department/ Quality Control
Department of the operator that the Flight Manual (wherever is
applicable) is current and up to date.
(vi) All documents relating to log book entries, list of components with
remaining life, Mandatory modification/Inspection list etc.
8. CERTIFICATIONS :
8.1 Aircraft with all up weight of 15,000 Kg. and above, are required to be
maintained by approved organisations. Therefore, certificates called for
in item 7.1 above in respect of such aircraft, shall be signed by the
Quality Control Manager/Chief Inspector.
8.2 Aircraft with all up weight below 15,000 Kg. may be
maintained/overhauled by individual AMEs and therefore certificates
called for in item 7.1 above, in respect of such aircraft, shall be
ordinarily signed by AMEs having their licences endorsed in Category "B"
to cover the type of aircraft involved. However, in exceptional cases,
DGCA may agree to such certificates being signed by individual AMEs
having his licence endorsed in categories 'A' and 'C' to cover the type
of aircraft provided the work sheets/inspection schedules clearly
reflect that such of the items of inspections, which were beyond the
purview of the AME (A & C Categories) were inspected and certified
by appropriately licenced AME/approved individual.
9. In case the Airworthiness Officer completes his final inspection of the aircraft
and its documents, after the expiry of the Certificate of Airworthiness, then
the validity of the next currency of C of A would start from the date of
inspection. Otherwise, the validity would remain continuous provided
the inspection is not carried out more than one month in advance of the
expiry date. In case it is carried out more than one month in advance, then the 12 month/6
month (as may be applicable) period of currency of C of A
would start from the date of inspection.
SERIES 'F' PART V
Subject : Suspension of Certificate of Airworthiness and its
subsequent revalidation.

1. PURPOSE

Aircraft Rule 55(1) provides for automatic suspension of

Certificate of Airworthiness of an aircraft under the
conditions mentioned therein. Rule 55(2) empowers the DGCA
to suspend or cancel the Certificate of Airworthiness
whenever reasonable doubt exists as to the safety of an
aircraft or as to the safety of this type of which that
aircraft belongs. This part of CAR specifies the various
conditions under which suspension of C of A can take place
and its subsequent revalidation.

67
2. INTRODUCTION

The Certificate of Airworthiness of an aircraft shall be

deemed to be suspended when an aircraft ceases or fails to
conform with condition stipulated in the Type Certificate or
C of A, airworthiness requirements in respect of operation,
maintenance, modification, repair, replacement, overhaul,
process or inspection applicable to that aircraft, or

2.1 is modified or repaired otherwise than in accordance with

approved procedure, or

|2.2 suffers major/substantial damage (which requires replacement

| or extensive repair of any major component), or

2.3 suffers major damage; or

2.4 develops a major defect which would affect the safety of the
aircraft or its occupants in subsequent flights.
3. PROCEDURE

Whenever an Indian registered aircraft suffers major damage

or defect or any of the condition, enumerated at para 2
above is encountered, it shall be the responsibility of the
operator to inform the Airworthiness Office of the area,
promptly the extent of damage or nature of defect and
circumstances which caused the same.

3.1 On receipt of report regarding major defect/damage to an

aircraft, Officer-in-charge of Regional/Sub-regional
Airworthiness Office may formally suspend the Certificate of
Airworthiness, if he feels that reasonable doubt exists as
to the safety of the aircraft or as to the safety of this
type of aircraft to which that aircraft belongs. He may
make necessary endorsement in the Certificate of
Airworthiness itself (with a copy of action taken to the
Director of Airworthiness at Headquarters.

3.2 The Regional/Sub-regional Airworthiness Office may require

the owner or operator to render a survey report on the
damage or nature of defect encountered which resulted in
suspension.

3.3 The Airworthiness Office shall further require the aircraft

or aircraft component or an item of equipment of that
aircraft to undergo such modification, repair, replacement,
overhaul, inspection including Flight Tests and examination
under supervision of appropriately licenced AME/ authorised
person as a condition for revalidation of C of A. For this
purpose the operator shall submit a complete proposal
concerning the method proposed to be adopted for effecting
repair or rectification of defect or modification of
aircraft as the case may be.

3.4 When the C of A of an aircraft is suspended or deemed to be

suspended, the Officer-in-charge of the Airworthiness Office

68
 may, upon an application made by the operator/owner and
subject to such requirements as specified by him, having
regard to the safety of the aircraft and persons thereon
permit the aircraft to be ferry flown to a place without
passengers on board where the maintenance required to remove
the suspension of C of A can be performed.

3.5 The owner/operator shall submit such an aircraft during

repair, modification, overhaul or rectification of defect to
Airworthiness officers for carrying out inspection at such
stages as considered necessary.

4. REVALIDATION OF C OF A :

After satisfying himself that the repair/ overhaul/

rectification of defect/modification has been satisfactorily
carried, the concerned Airworthiness Officer may require
test flight of the repaired/modified aircraft in terms of
CAR Series T Part II.

4.1 Subsequent to satisfactory repair/modification/rectification

of defect/overhaul and test flight (if carried out) the C of
A may be re-validated for the period the original validation
would have lasted, had the suspension not taken place (with
a copy of the "action taken" to the Director of
Airworthiness).

4.2 In certain exigencies the operator/owner may apply for C of

A renewal valid for 1 year subject to the successful
completion of repair/modification/maintenance of the
aircraft whose C of A was suspended. In such cases the
concerned Airworthiness Officer may revalidate the C of A
valid for one year subject to the condition that additional
work connected with C of A renewal as referred to in CAR
Series F Part IV, have been completed and relevant
certificate/documents rendered.
SERIES 'F', PART VII
SUBJECT:- SPECIAL FLIGHT PERMITS
1. Introduction
Sub Rule 3 of Rule 55 of Aircraft Rules 1937, states that no person may operate an aircraft
whose C of A has been suspended, or deemed to be suspended, or has become invalid,
without specific permission of the Director General of Civil Aviation. However, Sub Rule 4,
of Rule 55, empowers the Director General of Civil Aviation to issue special flight permits
to an aircraft under the above conditions. This part of CAR specifies the circumstances
under which an aircraft without valid /suspended /deemed to have suspended C of A, may
be permitted to undertake ferry flight and the procedure for issue of special flight permit or
ferry flight permit.
This CAR is issued under the authority of Rule 133A of Aircraft Rules 1937
4.1 A special flight/ferry flight permit may be issued by Regional/Sub-Regional
Airworthiness Office to an aircraft when Certificate of Airworthiness has been suspended
or deemed to be suspended or has become invalid. Such aircraft may not currently meet
applicable airworthiness requirements but is capable of performing safe flight for the
following purposes:
i) Ferry fly to a base without fare paying passengers onboard where repair, modification
and
maintenance are to be performed to remove the suspension of the C of A.

69
ii) Test flying a production aircraft.
iii) Evacuation of aircraft or persons from areas of impending danger.
iv) Flight for special purposes.
a. Customer demonstration flights in new production aircraft that have satisfactorily
completed production test flights.
b. Ferry fly to a point of Temporary / Permanent storage.
c. Operation of an aircraft at a weight in excess of its maximum certified take off weight for
flight beyond the normal range over water or over land areas where adequate landing
facilities or fuelling facilities are not available
Note-The excess weight that may be authorised under this paragraph is limited to the
additional fuel,
fuel carrying facilities and navigation equipment necessary for the flight.
5. Procedure
The owner / operator seeking a special flight permit shall submit an application as per
Annexure A,together with a report covering assessment of defect and extent of damage
sustained if any, to the local Regional Airworthiness /Sub Regional Office under whose
jurisdiction the aircraft has sustained damage. The operator shall also forward a copy of
damage report for information to the Regional/ Sub-Regional office where the aircraft is
based. The operator should substantiate how the aircraft can be flown safely and the steps
taken for safe flight. The application shall be concurred and signed by the engineering and
operations departments of the operator signifying that the proposed operation is safe from
engineering
and operational aspects.
5.1 The report sent along with the application, detailing the condition of the aircraft and
the steps taken for safe flight will be analysed and based on the assessment with regard to
safety of aircraft (also persons on board),. the local Regional/ Sub regional Airworthiness
Office may grant special flight / ferry flight permit subject to the following conditions/
limitations. In case the aircraft sustains damage/ defect outside the country, application for
special/ ferry flight permit shall be submitted to the office where the aircraft is based.

(i) Inspection or tests by the operator for determining the safety of aircraft for the intended
flight and certified to that effect by appropriately licensed AME(s) or authorized / approved
persons.
(ii) A limitation that the operating weight on any ferry flight must be the minimum
necessary
with the necessary reserve fuel load and that the C.G. is within limits
(iii) Any other operational limitation considered necessary for the particular flight.
(iv) Flight is to be conducted within the performance operating limitations given in the
Aircraft Flight Manual and any additional limitation(s) that may be specified by DGCA for
the particular flight.
(v) As far as possible initial climb should not be over thickly populated area.
(vi) Crew properly briefed of the nature of deficiencies and defective system, item, and
component isolated and suitably placarded in cockpit.
(vii) Weather conditions at the take off and destination airport are to be at least equal to
that required for VFR flight.
(viii) Persons other than required flight crew shall not be carried during the flight
(ix) Fuel and fuel distribution limits.
(x) Maneuvers to which the aircraft is limited.
(xi) Limits on usage of flight equipment such as autopilots etc.
(xii) Runway selections if considered necessary for safe flight.
(xiii) Air speed limits as required.
(xiv) Communications required with airport tower personnel to inform them prior to take
off or landing of the non standard condition of the aircraft
4.2 A copy of the special flight permit must be carried onboard the aircraft at all times
when the aircraft is operating under the terms and conditions of the permit.

70
4.3 It is the responsibility of the operator / owner to ensure that the aircraft is capable of
performing safe flight for the intended purpose. However, Regional /Sub regional
Airworthiness Office may require the applicant to make the aircraft available for inspection
especially when the aircraft is damaged or the airworthiness/safety of aircraft is in doubt.
4.4 Special /ferry flight permit issued by Regional / Sub Regional Airworthiness Offices
shall be valid till the arrival of the aircraft at destination or specific date mentioned in the
permit as applicable.
4.5 If the flight involves operation over countries outside India, the operator of the aircraft
must obtain special /ferry flight permit from the appropriate authorities of all such
countries where the aircraft flies over prior to operation of such flight.
4.6 When an Indian registered aircraft operating outside India sustains major damge or
major defect, the Director General of Civil Aviation (India) on ascertaing the facts may
prohibit the aircraft from flying.
4.7 When DGCA considers that the damage sustained is of a nature such that the aircraft
is no longer airworthy, it shall prohibit the aircraft from resuming flight until it is restored
to an airworthy condition; and may, however, in exceptional circumstances, prescribe
particular limiting conditions to permit the aircraft to fly without fare paying passengers to
an aerodrome at which it will be restored to an airworthy condition while giving
permission for resuming further flight. DGCA may impose such conditions on the
operation of the aircraft as notified to the operator by the appropriate authority of such
countries prior to operations of the aircraft.
4.9 Upon completion of the special/ferry flight the operator will render a report to the
Regional/ Sub Regional Airworthiness Office, where the aircraft is based and a copy
forwarded to the authority who had issued the special flight permit which shall include.
a) Any abnormality encountered during flight.
b) Action taken at base to render aircraft airworthy.
c) Result of production test flight.
d) Any other information regarding the flight as deemed necessary.
5. Notwithstanding the above, the Regional/Sub Regional Airworthiness Office may refuse
to grant permit to any flight if it is convinced that damage sustained is of a nature such
that the aircraft is no longer airworthy and such flight may jeopardise safety of aircraft and
or persons on board.
SERIES 'F', PART VIII
Subject: GENERAL REQUIREMENTS REGARDING MAINTENANCE AND
CERTIFICATION OF AIRCRAFT.
1. SCOPE
1.1 Rule 15 of the Aircraft Rules, 1937 stipulates that all Indian registered aircraft are
required to possess a current Certificate of Airworthiness before undertaking any
flight. Further, in accordance with subrule 2(a) of Rule 60 the Director General may in
respect of any aircraft, aircraft component and item of equipment, specify standards and
conditions for its maintenance. It is therefore obligatory that the aircraft are maintained as
per approved maintenance schedules, system components are replaced when due,
modifications are effected when required, special inspections are carried out when called
for, defects are attended to as and when they occur, and no unapproved modification or
repair is carried out. The maintenance (line maintenance as well as major maintenance)
thus carried out shall be certified by appropriately licensed AMEs, approved or authorised
persons.
1.2 On completion of approved inspection schedules or any maintenance, overhaul,
repair, modification, replacement, process treatment, tests etc., each item of
inspection in the inspection schedule is required to be certified by appropriately
licensed AMEs, approved or authorised persons. This CAR spells out the
requirements for maintenance, issuance of certificates of flight release and
certificates of maintenance.
4. APPROVAL OF SCHEDULES AND FIXATION OF COMPONENT LIVES

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4.1 The contents of routine maintenance and inspection schedules including special
inspection schedules, overhaul schedules of components and aircraft operated by such
operators who have a minimum three years experience as a
scheduled operator, may be approved by their Quality Control managers
themselves. However, the periodicity of routine maintenance inspection
schedules should be based on manufacturer's recommendations as given
in the Maintenance Planning Document (MPD) and should be submitted for
approval to Regional/ Sub-regional Airworthiness Office.
4.2 The contents and periodicity of routine maintenance and inspection schedules
including overhaul schedules for aircraft and components for all operators other than the
scheduled operators should be submitted for approval to
Regional/ Sub-regional airworthiness offices
4.3 Special inspection schedules of aircraft such as heavy landing, post lightning strike,
post propeller strikes etc. may be prepared by the operator in accordance with the
manufacturer's recommendations and approved by the QC managers of the maintenance
organisation. Copies of such schedules shall be
submitted to the concerned DGCA office.
4.4 No item of inspection shall be deleted from approved schedules without
prior approval of DGCA, but additions to the schedules may be effected by the
operators on their own, under intimation with justification. The periodicity of the
schedules may be enhanced with prior approval of DGCA Hqr.
4.5 Operators shall prepare the TBO/COSL for major components as per the
manufacturer's recommendations keeping in view the operating environment in
the country and submit to the concerned DGCA office for approval. The
approved lives shall not be enhanced without obtaining prior approvals of DGCA.
The lives may, however, be reduced by the operator, on their own, under
intimation to the concerned DGCA office.
4.6 CERTIFICATION OF AIRCRAFT MAINTENANCE:
4.6.1 Maintenance work carried out on the aircraft shall be certified in the relevant log
books by appropriately licensed AMEs, approved or authorized persons who
have actually performed the work. However, DGCA may approve key persons in
the QC Dept. for certification in the log books for the work done at outstations by
others after satisfying that the work has been done in accordance with the
prescribed procedures.
4.6.2 Maintenance work on aircraft shall be recorded, signed and dated in the
relevant log books within 48 hours of its completion by AMEs/ approved
persons. If Log Books are not readily available because of aircraft being
away from the base, then one copy of the log book entry should be kept with the
journey log book. However, a copy should be mailed to the main base for prompt
inclusion in the Log Book.
4.7 While carrying out inspection as per approved inspection schedules, the items of the
inspection should be signed off simultaneously as the job progresses at each stage of
inspection during maintenance, overhaul or repair. However,
during transit/preflight inspections, the AME may be in possession of
"inspection cards" to ensure that no items of inspection are missed, and a
certificate to this effect will be made in the appropriate technical log. The
operators may follow Task-Card system for maintenance work with the approval
of the concerned DGCA office. All entries made in the schedule/Task-card or
any additional sheet will be in indelible ink. Wherever required, the inspection
schedules/ task cards should highlight the applicability of items of inspection
which may vary in different aircraft of the same type.
4.8 Recording of extra work performed : All maintenance work other than routine,
performed on the aircraft shall be entered in the additional / off-job sheets which
may be attached to a routine maintenance schedule, for the sake of preservation. In
case of task card system, additional cards may be raised for recording any
additional work done. Additional/off-job sheets should be serially numbered with

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cross referance to the applicable inspection item in the main schedule.
5. ISSUANCE OF "CERTIFICATE OF FLIGHT RELEASE"
5.1 After the work has been satisfactorily completed according to the stipulated
Maintenance Schedules, "Certificate of Flight Release” will be issued by appropriately
licensed AMEs, approved or authorised persons. The issuance of certificate of
flightrelease implies that all maintenance of the aircraft including that of its components
and equipment, has been carried out and it is airworthy in all respects and the aircraft is
safe for flight for the period specified in the certificate provided all approved lower
inspection schedules are carried out and the aircraft is satisfactorily loaded
5.2 The requirements concerning the certificate, its validity period and the persons who
are authorised to issue such certificates are detailed in the following paragraphs.
5.2.1 The Certificate of Flight Release shall be deemed to be null and void whenever
aircraft suffers significant structural damage or experiences major defect classified
as Group-I in CAR (Section 2 -Airworthiness) Series 'C' Part-I Appendix-I.
Occurrence of major defect(s) falling under Group-I requires satisfactory
rectification, thorough inspection of the aircraft and systems and validation/
restoration of the FRC for the remaining period before the aircraft is returned to
service.
5.2.2 There may be circumstances when the entire FRC inspection schedule required for
the validation/ restoration of Certificate of Flight Release (FRC) may not be necessary, and
a lower inspection schedule may be adequate, to ensure
airworthiness of the aircraft. In such situation, after due consideration, Quality
Control Manager of the organisation in consultation with local Airworthiness office
may decide the extent of inspection required for the purpose of validation/
restoration of FRC. After the inspection, afresh FRC signed by AMEs as per
Q.C.Manual requires to be issued.
5.3 The Certificate of Flight Release shall be issued by appropriately licensed AME(s) or
approved/ authorised person at intervals indicated against each type of operation
mentioned below:
5.3.1 Aircraft categorised as passenger/mail/ cargo aircraft and operating Scheduled Air
Transport Services:
(a) The validity of the Certificate of Flight Release shall be as approved by DGCA.
(b) The certification of inspection schedules higher than the transit inspection of aircraft
shall be carried out by AME or a person specifically approved.
(c) (i) For aircraft with passenger seating configuration upto 19 seats or with a
maximum payload capacity of two tons in case of cargo aircraft, the transit
inspection without snag rectification may be certified by approved basic
licence holder or an approved pilot when the aircraft is away from base.
(ii) The transit inspection of aircraft having passenger seating configuration
of more than 19 seats or with a payload capacity of more than two tons in
case of cargo aircraft shall be certified by an AME or approved basic licence
holder when the aircraft is away from base.
(iii) The transit inspections at the base shall be carried out by the AMEs or a
person specifically approved.
5.3.2 Aircraft certified in passenger/mail/cargo category and operating Non
Scheduled (Passenger/Cargo) Air Transport Services:
5.3.2.1 Aircraft having MTOW more than 5,700 Kg and having passenger
seating configuration of more than nineteen seats or with a payload
capacity of more than two tons in case of cargo aircraft:
(a) The validity of the Certificate of Flight Release shall be as
approved by DGCA.
(b) The certification of inspection schedules higher than the transit
inspection of aircraft shall be carried out by AME or a person
specifically approved.
(c) The transit inspection without snag rectification may be certified by
approved basic licence holder when the aircraft is away from base.

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(d) The transit inspections at the base shall be carried out by the AMEs
or a person specifically approved.
5.3.2.2 Aircraft having MTOW upto 5,700 kg. or having passenger seating
configuration of upto nineteen seats or with a maximum payload capacity
upto two tons in case of cargo aircraft:
(a) The validity of the Certificate of Flight Release shall be 50 hours/30 days
(whichever is earlier), subject to carrying out of applicable approved lower
inspection
schedules.
(b) The certification of inspection schedules higher than the layover
inspection schedule shall be carried out by appropriately licenced
AME or a person specifically approved.
(c) The certification of layover inspections without snag rectification may
be carried out by a approved basic license holder when the aircraft is
away from base.
(d) The certification of transit inspection without snag rectification may
be carried out by an approved basic licence holder or an approved
pilot when the aircraft is away from the main base.
(e) For aircraft upto nine seats or with maximum payload capacity upto
one ton, the certification of layover inspection without snag
rectification may be carried out by an approved basic licence holder
or an approved pilot when the aircraft is away from base.
5.3.3 Aircraft operated by Flying and Gliding clubs:
The Certificate of Flight Release shall be valid for 24 hours elapsed time. In case
the aircraft is away from the main base, Certificate of Flight Release shall
remain valid for 12 hours of aircraft operation or four days elapsed time,
whichever is earlier, subject to carrying out of preflight inspection schedule. This
inspection may be carried out by a pilot holding atleast an Assistant Flight
Instructor's Rating for a particular type of aircraft.
Note: In case an aircraft makes a series of takeoffs on the same day for he
purpose of training operations the pilot's preflight inspection may be
carried out once before the first flight of that day, unless the
aircraft is suspected to have suffered some defect or damage.
5.3.5 State Government aircraft: The Flight Release Certificate validity and
maintenance of such aircraft shall be as applicable to passenger aircraft
engaged in non-scheduled operations as specified in para 5.3.2.
5.5 Certification of Airborne Radio Equipment.
5.5.1 For aircraft categorised as passenger/mail/goods aircraft and operating scheduled
and non-scheduled air transport services, the periodicity of certification of airborne
radio equipment shall be as approved by DGCA.
5.5.2 The certification of airborne radio equipment shall be carried out every 90 days
elapsed time and certificate of Flight Release issued for the following categories of
aircraft:
i) all aircraft certified in private category;
ii) all aerial work aircraft;
iii) aircraft operated by flying clubs.
For aircraft fitted with communication equipment only, the certification shall be carried
out every 180 days.
6. Approval of persons for certification
6.1 Aproved Basic Licence Holder: A person holding Basic licence (BAMEC) in atleast
one relevant category (Airframe/ Engine) may be approved to carry out transit/layover
inspection in
accordance with paragraph 5 of this CAR on fulfillment of the following
requirements:
a) three months experience on the specific type of aircraft
b) successful completion of approved 10 day course covering the airframe

74
and engine systems and relevant inspection.
c) has carried out atleast seven relevant inspections under the supervision of
a qualified AME. A certificate to the effect shall be given by the QCM.
d) has passed an oral-cum-practical examination conducted by the regional/subregional
airworthiness office
6.2 Approved Pilot: A pilot may be approved by the QCM to carry out
transit/layover inspection in accordance with paragraph 5 of this CAR on
fulfillment of the following requirements:
a) he holds a valid licence with specific endorsement of the type of aircraft.
b) he has been trained for 10 days by an appropriately licenced AME and has
carried out Seven transit/layover inspection schedules. A certificate to the
effect shall be given by the QCM.
c) he has been checked by a board formed by the organisation carrying
out the major maintenance of the aircraft with the association of a DGCA
representative, for carrying out the relevant inspection and found
satisfactory.
6.3 Specifically approved person: A person holding AME licence in respective
category, covering the type of aircraft similar in construction and operation
may be granted limited scope approval to carry out inspection schedules
without snag rectification and replacement of components, on fulfillment of
the following requirements:
a) he shoud have successfully completed a DGCA approved course
conducted for the purpose of endorsement in the specific category of the
specific type of aircraft.
b) he should have minimum two weeks practical experience on the specific
type of aircraft in the respective category. During this period the person
should have carried out relevant inspections under the supervision of a
qualified AME. A certificate to this effect shall be given by the QCM.
c) has passed an oral-cum-practical examination conducted by the
regional/sub-regional airworthiness office
6.4 Approvals granted in accordance with paragraphs 6.1 and 6.2 shall be
restricted to carrying out the transit/ layover inspections at outstations only,
and without snag rectification and replacement of components.
6.5 The approvals shall be valid for a period of one year and may be renewed
further provided the holder has exercised the privileges for atleast three months
during the preceding one year in a satisfactory manner.
SERIES 'F' PART IX
Subject:- Continuous Airworthiness Maintenance Programme.

1. Background :

In accordance with Rule 15 aircraft registered in India and flying, must have a valid
Certificate of Airworthiness. In order to maintain the aircraft in airworthy condition, Rule
53 of Aircraft Rules specifies that all aircraft and aircraft components and items of
equipment on such aircraft shall periodically be inspected, overhauled, and certified
on completion of the prescribed flight time or calendar time or on the basis of any other
stipulated condition in accordance with the approved maintenance system.
Scheduled Maintenance - This element concerns maintenance task performed at
prescribed intervals. Some accomplish concurrently with inspection task that are apart
from the inspection elements and may be included in the same schedule. Other tasks
are performed independently. The scheduled tasks include replacement of life limited
items, components requiring replacement for periodic overhaul, special inspections
such as X-rays, checks or tests on condition items etc. Special work forms can be
provided for accomplishing these tasks or they can be specified by a work order or
some other document. In any case, instructions and standards for accomplishing

75
each task should be provided to ensure its proper accomplishment and that
it is recorded signed for.

b) Unscheduled maintenance - This element provides procedures, instructions, and

standards for the accomplishment of maintenance tasks generated by the inspection
and scheduled maintenance elements, pilot reports, failure analyses, or other
indications of a need for maintenance. Procedures for reporting, recording, and
processing inspection findings, operational malfunctions, or abnormal operations
such as hard landings, are an essential part of this element. A continuous aircraft
logbook can serve this purpose for occurrences and resultant corrective action
between scheduled inspections. Inspection discrepancy forms are usually used for
processing unscheduled maintenance tasks in conjunction with scheduled inspections.
Instructions and standards for unscheduled maintenance are normally provided by
the operator's technical manuals. The procedures to be followed in using these
manuals and for recording and certifying unscheduled maintenance are included in
the operator's procedural manual.
SERIES 'F' PART XI
1. APPLICABILITY :
This Part of Civil Airworthiness Requirements specifies the procedure for the
duplicate inspection of flying controls, engine controls and associated control
systems, the failure of which could jeopardize safety of the aircraft.
3. PROCEDURE :
3.1 Duplicate Inspection of flight controls/main controls and
associated control systems after rigging or alternation or
adjustment must be done as indicated hereunder or as per
the procedure outlined in the operator's approved
Maintenance System Manual and suitable entry made in the
appropriate log book.
3.2 Duplicate Inspection of all control systems shall be made;
(1) before the first flight of all aircraft after initial
assembly.
(2) before the first flight after the overhaul,
replacement, repair, adjustment or modification of the
control systems.
3.3 For the purpose of complying with the procedure of carrying
out duplicate inspection on the control systems, the first
inspection shall be carried out by an appropriately licensed
engineer (AMEs licensed in Cat. 'A'/ Cat. 'B' on the type
of aircraft for flying controls and AMEs licensed in Cat.
'C' on the type of engine for engine controls) or a person
approved for the purpose in an approved organization. The
repeat inspection (2nd inspection) shall be carried out by
persons and under the circumstances mentioned below:-
3.3.1 When the aircraft is at the base :
1. Aircraft Maintenance engineers appropriately
licensed.
2. Persons approved for the purpose in an approved
organisation.
3. Persons specially authorised by the Director
General of Civil Aviation.
3.3.2 When the aircraft is away from the base :
The second check shall be carried out by any of the persons
mentioned in para 3.3.1 above or by a Flight engineer whose
licence is endorsed for the type of aircraft or by a pilot
who holds atleast a CPL endorsed for the type of
aircraft. On arrival of the aircraft at its base station,

76
inspection and certification shall be carried out as per
para 3.3.1 above, in case the second check is carried out by
a Flight Engineer or a pilot not authorised as per item 3 of
the preceding paragraph.
SERIES 'F' PART XVI
Subject : Approval of Flight Manuals and their amendments.
1. Introduction :
This Civil Airworthiness Requirement is issued outlining the basic procedural
requirements
governing the approval of Flight Manuals of aircraft, wherever such a document is
provided.
3.2 The Certificate of Airworthiness in respect of an aircraft, operation of which is required
to be
governed by the Flight Manual, is endorsed with the remarks that the aircraft shall be
operated
in accordance with the approved Flight Manual. This would interalia imply that approved
Flight
Manual shall be available to the crew members in the flight deck at all time and shall
constitute
a part of the C of A of the particular aircraft.
4. Format of the Approved Flight Manual :
The manual should contain in general the following :
Section (1) General G
Section (2) Limitations L
Section (3) Emergency Procedures E
Section (4) Normal Procedures N
Section (5) Performance Appendices P
4.2 Amendment Record :
There must be an amendment record indicating the revision
number, date of receipt and date of insertion with the
signature of the person carrying out the amendment. It
should have a column for remarks. Detailed guidance for the
preparation of manual is given in ICAO Airworthiness
Technical Manual Part III, Section (9) Chapter-II (DOC No.
9051-AN/896)
SERIES 'H', PART I
Subject: Unusable fuel supply-calibration of fuel quantity gauge of aircraft.
The quantity of unusable fuel, in most cases is included in the appropriate "Flight Manual"
of the aircraft and in some instances, placarding in the cockpit is also mandatory
requirement so that the flying crew members are at all times aware of the unusable fuel.
However, in some aircraft types this information may not be included in the Flight Manual
or other technical publication of the Aircraft.
This CAR outlines the basic procedural requirements to be followed for determining
the unusable-fuel (where data is not available) and for calibration of fuel quantity
gauges during installation and periodic maintenance of aircraft etc.
4. METHOD OF DETERMINATION OF UNUSABLE FUEL :
The unusable-fuel quantity for each tank must be established by conducting
appropriate test flight during the Type Certification tests of aircraft. In the case of all
Type Certificated Transport Aircraft and many light aircraft types, data on unusable
fuel quantity are available in Flight Manual/Type Certification documents. In case of light
aircraft not exceeding 5700 Kg. all up weight, where this data is not available, the following
procedure is recommended :-
With the aircraft in level flight attitude drain the fuel system from the lowest point in the
supply line. Thereafter measure the quantity of residual fuel in each tank. Then at least 5
litres of fuel per main tank shall be added to arrive at the zero datum for the fuel quantity
gauge.

77
5. CALIBRATION OF FUEL QUANTITY GAUGES :
The fuel gauges shall be calibrated with this amount of unusable fuel as zero datum;
alternatively the dial shall be marked with a red arc to indicate unusable fuel range.
Thereafter fuel-gauges are to be calibrated up to its total range adding known
quantities of fuel in each tank. This procedure should be followed every time a fuel
quantity gauge is installed and thereafter at every certificate of airworthiness
inspection or at the nearest major check.
6. FUEL DIP STICKS AND THEIR CALIBRATION :
It has come to light that fuel content gauges installed on certain types of light aircraft
and helicopters are not reliable, particularly at lower ranges. In such cases it will be
the responsibility of the pilot-in-command to make sure that a properly calibrated dip
stick is carried on board the aircraft so that at the time of refuelling, correct
quantity of unusable fuel available to the pilot is known without placing undue
reliability on the fuel quantity gauge. The method of calibration of dip stick shall
also be the same as in the case of fuel quantity gauge, stated in paragraph under
item 5 above.
SERIES 'H', PART II
Subject: Aircraft Fuelling Procedures.
1. SCOPE
1.1 Aircraft rule 25A prescribes the procedures of fuelling of aircraft. This part of CAR
gives
the procedures adopted for the fuelling of aviation fuel and similar products of an
aircraft.These standard procedures are recommended to provide guidance to the aircraft
operators,oil companies and other concerned authorities in order to minimize the hazards
arising out of fuelling operations.
2.2 Fuelling Zone or Precautionary Area - is regarded as the area extending 6 metres
radially from the aircraft fuelling point, venting point and fuelling equipment.
4. SUPERVISION OF FUELLING
4.1 The fuelling of an aircraft shall be done under the
supervision of a person nominated by operator or as
specified in the Quality Control Manual and shall be carried
out by authorised person from the oil company. The
Operator's representative shall ensure that the fuelling of
an aircraft is carried out in accordance with the prescribed
manner, following the conditions laid down by the aircraft
manufacturer. The approved personnel shall not move from
the place of fuelling leaving the aircraft and fuelling
vehicles unattended.
5. FUELLING CONDITIONS
5.1 The aircraft operator shall furnish written instructions to
the fuelling company regarding the correct procedure of
fuelling and precautions to be taken for particular types of
aircraft. These instructions shall include the fuelling
pressure, rate of delivery, etc. Special precautions, such
as in the case of switch refuelling (see 20) shall also be
intimated to the oil company in advance. All special
conditions and requirements of aircraft manufacturers during
their servicing and fuelling shall be followed by all
concerned.
6. FUELLING PLACE
6.1 The refuelling of an aircraft shall be done in an open place
so designated. As a general guide, the fuelling places
should be atleast 15 metres away from the nearest building
except those parts of building, which are constructed for
the purpose of direct loading/unloading of aircraft. The

78
aircraft shall not be fuelled within 30 metres of radar
equipment under test or in use in aircraft or ground
installations. The refuelling shall be carried out on a
level surface as far as possible. The nominated person
shall ensure that there is adequate restraint of the
aircraft by checking that the brakes are applied and the
wheel chocks are placed properly before the fuelling
operations are started.
8. POSITIONING OF FUELLING EQUIPMENT
8.1 The refuelling equipment shall be placed in such a way that
a clear exit path is maintained all round the equipment to and from the aircraft to allow its
quick removal in case of
need.
8.1.1 In such cases when the fuelling vehicle is parked under
the aircraft, it shall be ensured that any accidental
spillage from the aircraft air vent does not fall on
the fuelling equipment.
8.2 The vehicles and equipments shall not be placed where they
may cause obstruction to the evacuation of persons from
occupied portions of the aircraft in case of an emergency.
11. APPROVAL OF FUEL SAMPLES AND STARTING OF FUELLING
11.1 Fuelling of an aircraft by the oil company shall be started
only after the fuel samples have been approved by the
aircraft operator and a clearance has been given to the oil
company to start the fuelling operations.
11.2 It shall be ensured that the fuel samples are free from
water and other contaminants. Fuel is to be checked by
approved water detecting device to ensure that it is free
from water.
12. SPECIAL PRECAUTIONS TO BE TAKEN IN THE FUELLING ZONE
12.1 Within Fuelling Zone, smoking, the use of naked lights or
operation of switches on lighting systems of other than
approved pattern shall be forbidden.
12.2 Unless fuelling takes place in a designated `No Smoking
Area', `No Smoking' signs shall be predominantly displayed
not more than 15 metres away from the fuelling equipment and
aircraft tank vents.
12.3 Persons engaged in fuelling operations shall not carry
matches or other means of ignition. They shall also not use
foot wear with exposed iron or steel studs, nails or lips.
12.4 Equipment with all metal wheels or rod capable or producing
sparks shall not be moved in the fuelling zone while
fuelling is in progress.
12.5 Aircraft borne auxiliary power units (APUs) which have an
exhaust influx discharging into the zone shall be started
before filler caps are removed or fuelling connections made.
12.6 No auxiliary power unit in the fuelling zone shall be
started in the fuelling zone when fuelling operation has
been commenced. If an APU has stopped for any reason, it
shall not be started when the fuelling is continuing and
there is a risk of fuel vapour ignition.
12.7 Ground Power Units (GPUs) whenever used shall be positioned
not less than 6 metres from the aircraft filling and venting
points and the fuelling equipment.
12.8 Only approved vehicles and equipment shall be run in the
fuelling zone. These vehicles and equipments shall be

79
subjected to regular inspection and maintenance to preserve
their safety characteristics (see also 17.1).
12.9 Exhaust of the refuelling vehicle shall not pass over the
fuelling hose intake hose.
13. SAFETY PRECAUTIONS AGAINST STATIC ELECTRICITY DISCHARGE
BONDING AND EARTHING
13.1 During fuelling, the prevention of fire risk due to static
electricity discharge is dependent upon efficient bonding
between the aircraft and the fuel supply source. Ideally,
earthing should be through apron earthing points designed
for this purpose. Dragchains and conductive tyres normally
accepted for earthing purposes are seldom effective under
all climatic conditions.
13.2 The aircraft, fueller,hose nozzle, filters, funnels or any
other appliance through which fuel passes shall be
electrically bonded throughout the fuelling operation.
Connection shall be made to designated points on clean and
unpainted metal surfaces of the aircraft and the fueller.
13.3 Before transfer of fuel commences, following procedures
shall be carried out in respect of bonding the fueller and
the aircraft.
13.3.1 Whenever apron earthing points exist the aircraft and
fuelling equipment shall be earthed to them.
13.3.2 The aircraft shall be effectively bonded to the
fuelling equipment.
13.3.3 Whenever wing fuelling is employed, the nozzle of the
hose shall be bonded to the aircraft structure before
filler cap is removed.
13.3.4 In case of pressure fuelling, metal to metal contact
between the aircraft filling and the fuelling hose
coupling shall be ensured. In addition a bonding pin
or clip from the fuelling hose coupling to the aircraft
structure near the fuel receptacle may be used to
provide additional safeguard.
13.3.5 When refuelling from drums, barrels or similar
equipment is carried out, similar precautions shall be
taken to bond the pumping equipment, hose nozzle and
fuel container.
13.3.6 Whenever funnels are used, they shall be bonded both to
the nozzle of the hose or can and to the aircraft. If
a chamois leather is used, the metal ring around the
leather shall be bonded to the funnel.
13.4 The fuel valve shall not be opened before bonding
connections are made. Similarly, at the end of the fuelling
operations, first the fuel valve shall be closed, fuelling
coupling disconnected or the fuelling nozzle removed as the
case may be and then only shall the bonding connections be
broken.
13.5 All cables, clips and plugs used for bonding or earthing
shall be maintained in proper condition and regularly tested
for electrical continuity and a record thereof maintained.
14. SAFETY PRECAUTIONS AGAINST FIRE HAZARD
14.1 When any part of undercarriage assembly has become
abnormally heated during landing or taxying, the aircraft
shall not be fuelled until heat has dissipated. Fuelling
equipment shall not be positioned until the Operator's

80
representative has satisfied himself that there is no risk
from heated components.
14.1.1 In checking for high temperatures, care shall be taken
in approaching the wheels. The wheels shall be
approached from the fore or aft and never from the
sides.
14.2 Fire extinguishers of adequate capacity and approved type
shall be readily available before the transfer of fuel
begins. The straps securing them to the refuelling
equipment shall be unfastened before the fuelling operations
are started. Adequate number of trained persons shall be
readily available to operate these units.
14.3 The fire extinguishers shall be maintained to the standards
recommended by their manufacturers.
14.4 Fuelling crew shall be instructed in the procedure for summoning the aerodrome fire
service.
14.5 Fuelling operation shall cease when a turbo prop jet aircraft manoeuvres so as to
bring the rear jet outlets within 43 metres of the fuelling equipment or the aircraft fuelling
point
and vent system (see also 16.1).
15. SAFETY FROM ELECTRICAL STORMS/HEAVY RAIN
15.1 Extreme care shall be exercised while fuelling during electrical storms. Fuelling shall
be suspended during severe lightning disturbances in the vicinity of the aerodrome or
helipad.
15.2 Overwing fuelling shall not be carried out during electrical storms. Fuelling shall be
suspended during heavy storm/rain.
16. HAZARDS FROM ADJACENT AIRCRAFT OPERATION
16.1 Before and during fuelling, it shall be ensured that no hazard arises to the personnel
or
equipment from the efflux from other aircraft or APUs. If the hazardous conditions exist,
fuelling operation shall immediately by suspended until conditions permit resumption of
fuelling operations (see also 14.5).
NOTE: It may be noted that the engine efflux of modern jet aircraft when taxying could
have
speeds up to 65 knots and a temperature above 50 degree Celsius even at a distance of
30 metres from the exhaust point. This temperature may not be dangerous from the fire
point
of view, but the personnel and the equipment could be effected.

21. SERVICING AND MAINTENANCE OF AIRCRAFT DURING FUELLING

21.1 While fuelling is in progress, servicing, maintenance test
and repair activities shall be carried out subject to the
conditions stipulated in 21.1 to 21.12. Aircraft or other
maintenance work which may create a source of ignition
shall not be carried out while fuelling is in progress.
21.2 All ground equipment, such as platform steps shall be clear
of the aircraft. Because after fuelling, the aircraft has a
tendency to settle down due to increase in weight and this
changed attitude of the aircraft may thus cause damage to
the aircraft/such equipment.
21.3 The main engines of the aircraft shall not be operated.
Operation of APUs & GPUs shall be in accordance with the
provisions of 12.6, 12.7 and 12.8.
21.4 Only those switches which are essential in carrying out the
fuelling or servicing operation shall be operated when
fuelling in progress.

81
21.5 Strobe lighting which is likely to give spark shall not be
operated.
21.6 All connections between the ground equipment and the
aircraft shall be made before the filler caps are removed
and shall not be broken until the fuelling ceases.
21.7 In case of the use of battery trolleys, the electrical
circuit shall remain unbroken till the fuelling operation is
completed.
21.8 Vehicles operating in the fuelling zone shall not pass under
or park near the aircraft unless specifically required to do
so for maintenance or fuelling purposes.
21.9 Aircraft combustion heaters shall not be used.
21.10 Only checking and limited maintenance work such as the
exchange of units shall be carried out on radio, radar and
electrical equipment. Testing of such equipments shall be
deferred until the fuelling is completed.
21.11 Radio equipment of approved types installed on fuelling and
servicing equipment may be operated.
21.12 All hand torches and inspection lamps and their cable
connections used in the fuelling zone shall be of explosion
proof/intrinsically safe type.
21.13 Only authorized persons and vehicles shall be permitted
within the fuelling zone and their number shall be kept to
the minimum.
22. FUELLING WITH PASSENGERS ABOARD AND DURING EMBARKATION AND
DISEMBARKATION
8
22.3 The decision to allow passengers to embark, disembark or
remain on board during fuelling is the responsibility of the
airline and following precautions shall be exercised by the
airline concerned:
a) Fixed wing aircraft with a seating capacity of less
than 20 shall not be permitted to be refuelled with
passengers on board.
b) Passengers are warned that fuelling will take place and
that they shall not smoke, operate switches or
otherwise produce sources of ignition.
c) The `No Smoking' and `Exit' signs are illuminated.
d) Provision is made for safe evacuation of passengers
via atleast two of the main passenger embarkation and
disembarkation doors in the event of the emergency. A
responsible person should be positioned at each door in
order to supervise evacuation of passengers, if needed.
e) If during fuelling, the presence of fuel vapour is
detected in the aircraft interior, or any other hazard
arises, fuelling should be stopped.
f) Ground servicing activities and work within the
aircraft should be conducted in such a manner that they
do not create a hazard or obstruct exits.
g) Access to and egress from the areas where aircraft
escape chutes may be deployed should be kept clean.
h) When passengers are embarking or disembarking during
fuelling, their route should avoid areas where fuel
vapours are likely to be present and be under the
supervision of an airline official. `No smoking' should
be enforced strictly during such passenger movements.

82
23. FUEL SPILLAGE
23.1 In the case of a spillage covering an area greater than 5
square metres, fuelling operations shall stop. All persons
shall be evacuated from the effected area to a place at
least 15 metres from the spillage. Movement of persons and
vehicles in the affected area shall be avoided. It shall be
ensured that all activities are restricted to reduce the
risk of ignition.
23.2 Engines of vehicles within 6 metres of a spillage shall not
be started until the area is declared safe.
23.3 Prior to recommencing fuelling, action must be taken to
clean the spilled fuel. Fuel must not be washed into sewers
or drains.

2. MAGNETIC COMPASSES :

Magnetic compasses shall be inspected at the time of

installation to ensure that

(a) there are no signs of leakage of the liquid;

(b) bubbles, excessive sediment and discolouration are not
present in the liquid;
(c) the pivot friction does not exceed the manufacturer's
tolerances. Where such tolerances are unknown the
pivot friction shall be determined by deflecting the
compass needle 10 degrees and allowing it to return to
the magnetic meridian. The change in indication from
the original heading shall not exceed two degrees ;
(d) the compass is swung and correction card is in place in
the aircraft ; and
(e) the compass mounting is satisfactory.

2.1 Calibration and compensation :

Following are the circumstances under which direct reading

aircraft magnetic compasses, as installed in aircraft, shall
be calibrated and compensated :

(a) At the time of initial installation of a compass ;

(b) At periods as specified by the manufacturer. Where the
manufacturer has not specified any interval,
caliberation and compensation shall be carried out at
every 12 month interval.
(c) After major repair of the aircraft, replacement of an
engine mounted in the forward fuselage, or on
installation/removal/replacement of any magnetic
material in the vicinity of the compasses ;
(d) After installation of a new electrical system or major
modification of the existing electrical system in the
vicinity of compass, in which case the calibration
shall be made with the electrical and radio service
operating in straight and level flights ;
(e) After installation of geophysical survey equipment or
other equipment likely to have a strong
external magnetic field ;
(f) Whenever a direct reading compass or a magnetic sensing

83
 element is changed or relocated ;
(g) Whenever the correct functioning of a compass is in
doubt, or excessive deviations have been found in
flight observations ;
(h) after an aircraft has passed through an electrical storm
(i) Whenever the sphere of operation of an aircraft is
changed to one of different magnetic latitude ;
(j) After an aircraft is subjected to a serve shock as in
the case of a heavy landing.

SERIES 'I', PART VI

Subject : Cockpit Voice Recorders

1. PURPOSE :

Rule 57 of the Aircraft Rules, 1937 requires that every aircraft shall be fitted and
equipped with instruments and equipment, including radio apparatus and special
equipment as may be specified according to the use and circumstances under which
the flight is to be conducted.
This part of Civil Aviation Requirement lays down the requirements for fitment of
Cockpit Voice Recorder (CVR) on aircraft registered in India and aircraft leased
and imported into the country.

This CAR is issued in exercise of powers conferred under Rule 133A of the Aircraft
Rules, 1937.
3. APPLICABILITY REQUIREMENTS :

3.1 Aeroplanes

(a) No person shall operate a piston engine aeroplane of maximum certified take-off
mass of over 5700 Kg. for which C of A was first issued on or after 1.1.87 unless it is
fitted with an approved CVR.

(b) No person shall operate a turbine engine aeroplane of maximum certified take-off
mass of over 5,700 kg., unless it is fitted with an approved CVR.
4. DURATION OF RECORDING

4.1 CVR installed on aircraft including helicopters shall have a capability of retaining
the information recorded during at least the last 30 minutes of their operation.

4.2 Any aircraft including helicopters issued with C of A for the first time by DGCA on or
after 1st July 2000 shall be fitted with CVR, capable of retaining the information
recorded during at least the last two hours of its operation.

SERIES 'I', PART VII

SUBJECT : GROUND PROXIMITY WARNING SYSTEM (GPWS).
1 INTRODUCTION
ICAO introduced Ground Proximity Warning System (GPWS) carriage requirements in1978
to alleviate the Controlled Flight Into Terrain (CFIT) problem. A significant decline n the
number of incidents was observed after installation of GPWS. The CFIT, owever, continued
to be a critical flight safety problem. ICAO has, therefore, amended he GPWS provisions in
Annex 6. This issue of CAR brings out the revised
requirements for installation of GPWS keeping in view the amendments to Annex 6
issued by ICAO and also the Indian experience of CFIT problem.
Rule 57 of the Aircraft Rules, 1937 stipulates that every aircraft shall be fitted and
equipped with instruments and equipment, including radio apparatus and special

84
equipment, as may be specified according to the use and circumstances under which he
flight is to be conducted. This CAR is issued under the provisions of Rule 133A of Aircraft
Rules, 1937.
3 REQUIREMENTS
3.1 No person shall operate turbine-engined aeroplane unless it is equipped with GPWS.
3.2 No person shall operate piston-engined aeroplane of maximum certified take-off mass
n excess of 5700 Kgs or type certified to carry more than 9 passengers, unless it is
quipped with GPWS.
3.3 No person shall operate turbine-engined aeroplane of maximum certified take-off
mass in excess of 15000 kgs or type certified to carry more than 30 passengers, for
which the individual certificate of airworthiness is first issued on or after 1 January
2001, unless it is equipped with ground proximity warning system which has a
4.3 Deactivation of GPWS can only be in accordance with the procedures contained in the
aeroplane flight manual
4.4 Whenever GPWS is de-activated, an entry shall be made in the aeroplane maintenance
ecord that includes the date and time of the de-activation and the deactivation properly
placardd in the cockpit.
6.3 Engineers certifying the maintenance of GPWS should hold appropriate type rated
lcence incategory "I" or "R" and should be adequately trained on this equipment.
SERIES 'I', PART VIII
Subject: Installation of Airborne Collision Avoidance System.
1 INTRODUCTION
1.1 With the liberalisation of air transport operations in the country, the domestic
operations have increased considerably. Besides, there is congestion in the Indian
airspace on account of large number of international flights overflying or transiting
through India. While the air traffic services and associated facilities are continuously
being upgraded and modernised by the Airports Authority of India for ensuring
safety of aircraft operations in the Indian airspace, it is also considered necessary
to upgrade the airborne equipment of aeroplanes to reduce the risk of midair
collisions between aircraft. Installation of Airborne Collision Avoidance System
(ACAS), which is an airborne equipment that functions independently of the ground
based air traffic control system, can help in preventing mid-air collisions. However,
the level of protection provided by ACAS equipment depends on the type of
transponder the intruder aeroplane is carrying.
1.2 Subrule 3 of Rule 9 and Rule 57 of the Aircraft Rules, 1937 stipulate that every
aeroplane shall be fitted with instruments and equipment, including radio apparatus
and special equipment, as may be specified according to the use and
circumstances under which the flight is to be conducted. Keeping this in view and
the requirements contained in Annex 6 to the Convention on the International Civil
Aviation, it has been decided to issue this Civil Aviation Requirement (CAR) on the
installation of ACAS.
1.3 This CAR is issued under the provisions of Rule 133 A of the Aircraft Rules, 1937
for information, guidance and compliance by the concerned operators operating air
transport services to, through, within and overflying the Indian airspace. This CAR
is also circulated vide Aeronautical Information Circular No. 05 of 1998.
2.1 Airborne Collision Avoidance System (ACAS) : An aeroplane system based
onSecondary Surveillance Radar (SSR) transponder signals which operates
independently of ground-based equipment to provide advice to the pilot on potential
conflicting aeroplane that are equipped with SSR transponders;
2.2 Secondary Surveillance Radar (SSR): A surveillance radar system which uses
transmitters/receivers (interrogators) and transponders;
4. APPLICABILITY
4.1 Unless otherwise authorised by DGCA, no person shall operate in the Indian
airspace, an aeroplane having a maximum certified passenger seating
configuration of more than 30 or maximum payload capacity of more than 3
tonnes:

85
(a) after 31st December, 1998, if it is not equipped with an approved TCAS II and
(b) after 1st Jan.2003 if it is not equipped with an approved TCAS II with change 7
(equivalent to ACAS – II)
4.2 All aeroplanes having a maximum certified passenger seating configuration of
more than 30 or maximum payload capacity of more than 3 tonnes , to be imported
after 1st Jan. 2002 for the purpose of registration and operation within, to and from
India shall be fitted with TCAS II with change 7 (equivalent to ACAS – II). This
requirement shall also apply to aeroplanes taken on wet lease by Indian operators.
Note: The operators are strongly advised to install ACAS II if imported before 1st
Jan 2002.
4.3 Unless otherwise authorised by DGCA, no person shall operate in the Indian
airspace, from 1st January, 2005,
(a) an aeroplane having a maximum certified passenger seating configuration of
20 to 30 or a maximum certificated take off mass in excess of 5700kg, if such
aeroplane is not equipped with an approved ACAS II.
(b) an aeroplane having a maximum certified passenger seating configuration of 10
to 19 and a maximum certificated take off mass less than 5700kg, if such
aeroplane is not equipped with an approved ACAS I
(c) a twin jet engined aeroplane having a maximum certified passenger seating
configuration of less than 10 and a maximum certificated take off mass less
than 5700kg, if such aeroplane is not equipped with an approved ACAS I
4.4 Unless otherwise authorised by DGCA, no person shall acquire for the purpose
of\peration in the Indian airspace, from 1st January, 2004:
(a) an aeroplane having a maximum certified passenger seating configuration of
20 to 30 or a maximum certificated take off mass in excess of 5700kg, if such
aeroplane is not equipped with an approved ACAS II.
(b) an aeroplane having a maximum certified passenger seating configuration of
10 to 19 and a maximum certificated take off mass less than 5700kg, if such
aeroplane is not equipped with an approved ACAS- 1
(c) a twin jet engined aeroplane having a maximum certified passenger seating
configuration of less than 10 and a maximum certificated take off mass less
than 5700kg, if such aeroplane is not equipped with an approved ACAS 1
Note: The operators are strongly advised to install ACAS II on aeroplanes covered
under the provisions of paras 4.3(b)&(c) and 4.4 (b) & (c) above.
6.3 The Aircraft Maintenance Engineer (AME) holding licence in Category 'R'/'V' on the ype
of aeroplane shall undergo adequate training on the maintenance of the
ACAS. After successful completion of the training and oral check, the Quality
Control Manager of the organisation shall issue a certificate after which the AME
licence is deemed to cover the inspection and certification of ACAS. A copy of the
certificate shall be forwarded to the Regional Airworthiness office of the DGCA.
SERIES 'L', PART IV

SUBJECT: ENDORSEMENT OF AME LICENCES.

1. APPLICABILITY :This part of series 'L' of CAR is issued to introduce revised

groupings in respect o airframes and engines to simplify the procedure of
extending the scope of licences to cover additional
airframes/engines/equipment which are more or less similar to those already
endorsed on the licenses. With the introduction of this CAR, the scope of
Paper III (general) will be widened to cover the subject in greater depth.
SERIES ‘L’ PART V
Subject : Certification privileges of Aircraft Maintenance Engineers.
1. Aircraft Rule 61 details the procedure for grant of Aircraft Maintenance Engineers
licence, its
validity and procedure for renewal. The licences issued under this rule are valid for the

86
particular type of aircraft, engines and equipment endorsed on the licence . Aircraft
Maintenance Engineers from time to time get additional endorsements on their licences
after acquiring experience and fulfilling the conditions mentioned in the said rule. The
licences are renewed subject to the condition that the Aircraft Maintenance Engineer
has been engaged in aircraft industry in the capacity of either Aircraft Maintenance
Engineer
or in a supervisory capacity including imparting of training to AMEs. "Open" licences may
also
be obtained which cover a class of aircraft upto a certain weight category as detailed in
CAR
Series 'L', Part VI. This CAR is being issued to detail the certification privileges of the AME
and also the circumstances under which the privileges of such endorsement could be
exercised by the AMEs.
The privileges of AME Licences shall be exercised only :
(a) In respect of such operations and such aircraft as are entered on his licence in their
entirety
either specifically or under broad category.
(b) In respect of such operations and such air frames, power plants, aircraft systems
including
electrical, instrument and radio system and components as are entered on his licence.
(c) Provided he has familiarised himself with all pertinent and current information relating
to the
airworthiness of a particular type of aircraft, air frame, power plant, aircraft system
including
electrical, instrument and radio system or components which he certifies as airworthy,
after maintenance (overhaul, repair and/or modification).
(d )On condition that within the preceding 24 months he has exercised the
appropriate privileges of Aircraft Maintenance Engineers Licence for not
less than six months.
(e) With due consideration of airworthiness and safety of aircraft in
operation, with immediate effect no person holding an 'open' rating
endorsement on the AME licences shall exercise the privileges of that
rating on any aircraft unless he has familiarised himself with the
construction and maintenance (including overhaul where necessary)
for a minimum period of three months before exercising the privileges.
6.Certification privileges of Aircraft Maintenance Engineers' licence:
6.1 A rating in Category 'A' entitles the holder certify aircraft, (excluding
engines) of the types included in the Rating, in respect of :
1) Certification of fitness for flight (issue of flight release) of an aircraft for
which a certificate of airworthiness is about to be issued.
2) Certification as to the safety for flight of public transport aircraft.
3) Certification in the log book of work done under approved
maintenance schedules.
4) Certification in the log book of repairs, approved minor repairs.
5) Certification in the log book of modifications approved as minor
modifications.
6) Certification in the log book of replacement of approved components
and parts.
6.1.1 For Certification of repair, replacement, modification, mandatory inspection
and scheduled maintenance inspection the holder of the licence is
responsible for condition, assembly and function of all parts of the
aeroplane of all parts and systems, (other than those which are the
responsibility of other AMEs as shown in this CAR) provide the work
doesnot involve the following:-
(a) Bolted joints requiring special techniques.
(b) Complete riveted joints in primary structures.

87
(c) Complete glued joints in primary structures.
(d) Bonded assemblies in primary structures.
(e) Fibre reinforced plastic/epoxy primary structures.
(f) Welded and brazed joints.
(g) Cotton, linen, polyester and glass fibre fabric covering of a complete
fuselage or aerofoil.
(h) The disturbing of individual parts of units which are supplied as bench
tested units, except for the replacement or adjustment of items normally
replaceable or adjustable in service where subsequent functioning may
be proved without the use of test apparatus additional to the test
apparatus used for normal functioning check.
6.3 A rating in Category 'C' entitles the holder certify engines of the types
included in the Rating, in respect of :
1) Certification as to fitness for flight of engines, including propellers fitted in
an aircraft for which a Certificate of Airworthiness is about to be issued.
2) Certification as to the safety for flight of engines including propellers fitted
in public transport aircraft.
3) Certification in the log book of work done under approved maintenance
schedules.
4) Certification in the log book of the embodiment of approved modifications
and the replacement of approved components and parts.
6.3.1 For Certification of repair, replacement, modification, mandatory
inspection and scheduled maintenance inspection the holder of the
licence is responsible for condition, assembly and function of all parts of
the engine(s), the engine installation(s), auxiliary power
unit(s), other propulsive device(s) and all systems and devices which are concerned with
their operation (other than those which are the
responsibility of other AMEs as shown in this CAR) provided the work doesnot
involve the following:-
(a) Dismantling of a piston engine other than to obtain access to
piston/cylinder assemblies.
(b) Dismantling of main casings or main rotating assemblies of a turbine
engine.
(c) The removal or dismantling of reduction gears, except that when the
reduction gear is so fitted that its removal is necessary for carrying out
inspections after suspected shock loadings.
(d) Propeller balancing, except those propellers which require check balancing
in accordance with the aircraft maintenance manual, and provided suitable
training on the balancing equipment has been received.
(e) Welded and brazed joints.
(f) The disturbing of individual parts of units which are supplied as bench tested
units, except for the replacement or adjustment of items normally
replaceable or adjustable in service where subsequent functioning may
be proved without the use of test apparatus additional to the test
apparatus used for normal functioning check.
Note : Boroscope inspection of engines shall not be carried out by Category ‘C’ licence
holder. Boroscope inspection of engines shall be carried out by persons specifically
approved. However, in exigencies, at out stations where the services of an approved
person is not available, category ‘C’ Licence holder with the appropriate ratings may carry
out boroscope inspection after obtaining prior approval of the nearest Airworthiness
office.
SERIES ‘L PART VII
SUBJECT : PROCEDURE FOR RENEWAL OF AME'S LICENCE.
1. INTRODUCTION :
Revised Rules 61 of Aircraft Rules lays down period for which the AME licence
will normally be valid and can be renewed thereafter by the Director General for a

88
similar period on application provided that during the 24 months preceding the date
of the application for the renewal of the licence, the holder has been engaged for a
period totaling at least 6 months in aeronautical engineering either in practical
maintenance or repair or in supervisory capacity
or as a member of operating crew of aircraft.
This part of the CAR defines the procedure and the conditions for the renewal of
the licences of engineers. The applicant has to apply to the Regional Airworthiness
Office on form CA 68(a) along with the requisite fee. The applicant has to produce
evidence for having been engaged in aeronautical engineering duties for a period of 6
months within the last 24 months preceding the date of expiry of the licence either in
practical maintenance or repair or overhaul or in supervisory capacity or as a member
of the operating crew of the aircraft. In addition, the applicant has to produce
satisfactory evidence of having undergone a refresher course since last renewal
of his AME licence.
Note;-No AME Licence will be renewed after 1st July 2001, unless the requirement
of refresher course is met with. The guidelines on Refresher Course and the
exemptions thereof are given in AAC 8 of 2000.
2 PROCEDURE
AMEs who are employed in an organisation
a) imparting training to Pilots, Flight Engineers, Aircraft Maintenance Engineers
b) production planning/ quality control departments of operators/ manufacturers/
maintenance agencies of aircraft and aircraft components and item of equipment;
c) approved storage facility.
d) as a member of the flying crew; will be considered to be engaged in duties as per
para 1.2 above for the purpose of renewal of the licence. It may be noted that a
person holding a licence cannot exercise the privileges of his licence unless he has
worked (for the type of aircraft/engine/equipment for which his licence is endorsed)
for 6 months within the last 24 months. AME's attention is drawn to CAR Series 'L'
Part V in this regard.
2.2 The application has to be duly countersigned and certified by the employer/Quality
Control Manager of the firm (pilot incharge of a flying club, if the application
pertains to Chief Engineer) with the proper stamp and date accompanied by a
medical fitness certificate from a registered medical practitioner.
2.3 The renewal of the licences may be withheld in case an enquiry for inspection failure
is pending against the applicant.
2.4 Where the candidate's licence has lapsed for a period of more than 2 years the
candidate
will have to appear in the written paper followed by an oral check for the specific type
of aircraft/engine/system for which his licence is endorsed, i.e. Paper IV of DGCA
licence examination. If the applicant has got more than one endorsements on his licence
he will have to appear in the specific papers in respect of all the endorsements in case he
wants his licence to be re-validated for all the endorsements. The licence will be renewed
from the date of the examination. Where a license has remained lapsed for period of
more than one year but less than two years, an oral check will be conducted by the
regional office and the licence will be revalidated from the date of oral check. If the
licence has remained lapsed for a period of one year it will be renewed with a warning to
the AME. In all the above three cases the AME has to give a certificate certified by the
employer/Chief Engineer/QCM that he has not exercised the privileges during the
period his licence remained lapsed. In case the AME is unemployed then such certificate
from him will be accepted. In case the AME has exercised the privileges during the period
his licence remained lapsed, disciplinary action will be initiated against him for his willful
neglect of
exercising the privileges while the licence remained lapsed.
2.5 The licence should be submitted to the regional office at least 15 days in advance to
enable them to renew the licence in time. However, where the licence is submitted within
one month of expiry it will be renewed from the date of the last validity provided the AME

89
has not exercised the privileges.
2.6 The licence of AMEs who are working abroad will be renewed at the DGCA Hqrs. A
copy of the application form for renewal is reproduced as Annexure I which could be
copied by the AMEs for the purpose of submitting the application.

SERIES 'L' PART IX

Subject :Issue of Authorisation to Aircraft Maintenance
Engineers/Approved Personnel
2.1 Classification :
Depending upon the work to be performed, AMEs/Approved
persons may be issued with Authorisation to cover an
aircraft, engine, or accessories equivalent in scope to that
of a category of the AME Licence Approval or for a limited
scope of work, valid for a definite period
The following conditions shall be satisfied as applicable in
each of the following cases :

(A) When Authorisation is required to cover additional

aircraft/Engine/Radio Equipment or Accessories and
equivalent in scope to that of an existing Category of
licence/approval.

(i) The person proposed for the purpose shall be

holder of a current approval/licence in the
relevant category and employed with the
organisation on full time basis and having
practical experience for at least 3 months on
similar type of aircraft/engine/equipment etc.
However, in the case of individuals seeking
Authorisation on Radio Equipment this quantum of
experience need not be insisted upon.

Note :- The word 'Similar' would connote

similarity in aircraft construction and system.

(ii) The Aircraft Maintenance Engineer/Approved person

shall pass written and oral-cum- practical
examination. However, in the case of Aircraft
Maintenance Engineers holding licence in Category
R, only oral-cum-practical examination shall have
to be passed. However, Aircraft Maintenance
Engineer shall be exempted from the written
examination in accordance with the provisions of
Civil Airworthiness Requirements, Series 'L' Part
IV.

(iii)If the Authorisation relates to aircraft, and/or

its power plant, having all-up-weight exceeding
5700 Kg., the Approved person/Aircraft Maintenance
Engineer shall be required to produce evidence of
his having satisfactorily undergone an approved
familiarisation course covering the scope for
which Authorisation is required and conducted by
the employer or the manufacturer, having secured
at least 70% marks in the examination.

90
 (iv) If there is sufficient justification, the Aircraft
Maintenance Engineer concerned shall submit
application together with the requisite
examination fee to Central Examination
Organisation, East Block II & III, R K Puram, New
Delhi-110066, through Regional/Sub Regional
Airworthiness Office, for appearing in the
Aircraft Maintenance Engineers' Licence
Examination for grant of "Authorisation"
equivalent in scope to that of a category of
Aircraft Maintenance Engineer's Licence.
Subsequently endorsement in the Licence in
appropriate category shall be effected after the
applicant gains the requisite practical
experience.

Depending upon the merit of the case, at the discretion

of the DGCA an AME, even though he does not fulfil the
stipulated experience requirements, may be allowed to
undertake the said examination for issue of
Authorisation. The experience requirements in such
cases must be satisfied within 6 months from the date
of issue of the Authorisation.

(B) When Authorisation is required for a limited scope of

work :

(i) The scope of existing licence/Approval and/or the

experience of the aircraft Maintenance
Engineer/Approved person shall be such that he is
considered to have acquired sufficient competency
to certify work for which the Authorisation is
required.

(ii) The Aircraft Maintenance Engineer/Approved person

shall pass an oral-cum-practical check relevant to
the application made for the issue of
Authorisation and conducted by the officer
incharge of the concerned Regional/Sub Regional
Airworthiness Office.

Note:- Authorisation will not be issued to persons in the

event of :-

(a) Such persons failing in the Examination for

issue/extension of licence/approval wherein
the subject of the Authorisation is covered;
conducted during the previous 6 months;

(b) Inspection failure recorded during the last 6

months or under investigation against him;
and

(c) persons being considered blameworthy in any

investigation of the defect, accident,

91
 precautionary landing, forced landing
incidents etc. by the Director General of
Civil Aviation during the preceding 6 months.

Above stipulations should be kept in view while submitting

requests for grant of Authorisations.
. The
validity of an Authorisation may be extended upto a maximum
period of 6 months if considered absolutely essential for
which there shall be sufficient justification by
Regional/Sub Regional Airworthiness Offices. Any extension
beyond this period shall be effected with the prior
concurrence of Director General of Civil Aviation.

SERIES 'M', PART I

SUBJECT: MANDATORY MODIFICATIONS/INSPECTIONS.
1. APPLICABILITY :
Aircraft Rule 49 D provides for incorporation of modification in aircraft
and/or accessories for continued validity of Type Certificate while Rule 50
A requires modifications/inspections to be carried out in
aircraft/accessories in the interest of safety as a condition of the Certificate
of Airworthiness of Aircraft remaining in force. Rule 52 lays down the
acceptable standard for modification/repair and form and manner of
distribution of the compliance certificate for the same and preservation
thereof. This part of CAR prescribes the requirements for compliance with
Mandatory Modifications/Inspections.
3.1 Mandatory Modification: Mandatory Modification means the modification
incorporated in an aircraft, aircraft component and items of equipment
after type certification to maintain it in an airworthy condition.
3.2 Airworthiness Directive: Airworthiness Directive means an instruction issued by an
Airworthiness Authority that amends an approved document or requires a modification,
restriction, replacement or special inspection of an aircraft, aircraft component or item of
equipment necessary to maintain it in an airworthy condition.
4 PROCEDURE:
4.1 Mandatory Modifications and inspections are promulgated by the airworthiness
authority
of the country of manufacture of an aircraft, aircraft component and item of equipment to
maintain the continued airworthiness of the product. These are issued after some
service defects are noticed and also after continued testing of the product which may
reveal any deficiency. The concerned manufacturers bring the defects as well as the
deficiencies in an aircraft, aircraft component or item of equipment to the notice of the
Airworthiness Authority. The Airworthiness Authorities in turn issue the mandatory
modifications/inspections, which are to be complied with within the stipulated period to
maintain product in airworthy condition.
4.2 Documents relating to continued airworthiness of aircraft:
4.2.1 Manufacturers generally issue changes to their products in the form of Service
Bulletins, Service Instructions, Service Letters or other literature to the operators.
However, these Service Bulletins/Instructions do not automatically become mandatory.
Each operator is expected to review all such information received from the
manufacturers and based on their experience incorporate the same. These may be for
better performance of the product, to prevent recurrence of minor defects,
improvement in the material or life development etc.
4.2.2 It is imperative that all operators/Aircraft Maintenance Organisations (AMO) shall be
in possession of updated Service Bulletins, Service Instructions, Service Letters and
any other document relating to continued airworthiness of aircraft. Operators/ AMOs
shall be on the mailing list for receipt of amendments to the above documents from the

92
manufacturers/design authorities.
4.4 DGCA will declare only those Airworthiness Directives/Alert service Bulletins/ Service
Bulletins/Instructions /Letters as mandatory which affect the safety of aircraft operation.
These will be notified to the operator in the form of Mandatory Modifications/Inspections.
The operator will comply with the DGCA mandatory modification /inspection within the
period specified by DGCA failing which the C of A is deemed to be suspended. Further,
it shall be the responsibility of the operator to comply with any revisions issued by
regulatory Authority of the state of the manufacture to the AD or by the manufacturer to
the ASB/SB/SL/SI. etc.
4.5 DGCA upon receipt of Mandatory Modifications from the state of design will
declare them mandatory after assessing the information contained therein.
Operators are advised to get copies of such Airworthiness Directives, Mandatory
Modifications/ Inspections from the manufacturers or through the Foreign
Airworthiness Authorities where these are normally available for sale.
4.6 All operators are required to evolve and implement a foolproof and timely system
to ensure that any modification carried out on their aircraft is duly intimated to the
manufacturer. The Quality Control Manual should include the procedure for
intimating the compliance of modifications to the manufacturer.
4.7 It shall be the responsibility of owner/operator/maintenance agency to include
such modifications, which require repeat inspections at specified intervals in the
appropriate inspection schedule.
4.8 Owner/Operators are required to submit to the Regional Airworthiness office a
list of Service Bulletins complied with during the preceding one year at the time
of renewal of Certificate of Airworthiness. They are also required to submit a
consolidated list of mandatory modifications/ inspections item wise indicating
their compliance status. False statement in regard to the compliance status of
a mandatory modification/ inspection will be viewed seriously and necessary
action will be taken by this office against the erring QCM/Engineers who have
certified its compliance. Officers of this Department may ask for dismantling of
a part to ensure the compliance of any modifications declared mandatory in case
of any doubt.
4.9 The Certificate of Airworthiness will not be renewed if it is observed that any
mandatory modification/ inspection due on the aircraft, aircraft component or
item of equipment installed on the aircraft has not been complied with.
4.10 Normally a type certified product should not be altered or modified by the
operator unless prior approval is obtained from DGCA. However, products can
be modified in accordance with the manufacturers Service Bulletins or
Instructions, provided the recommended material, spare parts and procedure as
suggested therein are used and incorporation of said SB/Modification is certified
licenced/approved person or organisation. Any deviation from the above
will require prior approval of DGCA. In case of experiencing any difficulty
in complying with the modification, the operator may apply for a
concession with proper justification to the Regional Airworthiness office.
Incorporation of an unapproved modification/ inspection to a type certified
product would render the C of An invalid. This office will compile a
consolidated list of all modifications/inspections aircraft; engine and
equipment wise declared mandatory and will distribute the same to the
concerned operator through Regional Airworthiness Office.
Notwithstanding the above, the owners/operators are expected to comply
with the modifications/inspections intimated through Cablegrams/ Alert
Service Bulletins unless notified otherwise.
SERIES 'S' PART I
Subject : Storage conditions and storage/service life of Rubber
parts and aircraft components containing rubber parts.

STORAGE CONDITIONS

93
General requirements :

1. The aircraft parts must be stored in a clean and well

ventilated room. Unusually heavy and long parts should be
adequately supported, while in storage, so that maintain
the intended shape without strain. Manufacturers'
instructions in this regard should be followed.

Tyres should be stored vertically in racks having support

tubes, so that each tyre is supported at two points on the
tread. This support tubes should be close enough so that
major portion of the tyres is above the tubes. The tyres
should be turned to a new position every three months or so.

Aircraft hoses and hose assemblies should be stored uncoiled

and supported so as to release stresses.

2. Temperature : The storage temperature should be between 50

deg. F and 70 deg. F and the distance between the stored
articles and the source of heat should be more than 3 feet.

3. Humidity : The relative humidity in the store room should

be around 65 per cent.

4. Light : Rubber parts should not be exposed to strong light

e.g. direct rays of sun. The store rooms should be kept as
dark as practicable.

5. Oxygen : Isolation from atmospheric oxygen greatly increases

the storage limiting period of rubber parts. Where possible
parts should be racked in airtight containers, or wrappings
and liberal use of talc or french chalk is also recommended.
If parts are packed in airtight tins, they should be lined
with wax paper or polythene to avoid direct contact with the
metal.

6. Ozone : Exposure to air containing ozone even in minute

quantities, should be avoided. Storage rooms should not
contain any apparatus that is capable of generating ozone,
such as high voltage electrical equipment, electric motors
or other plant which may give rise to electric sparks. Free
access to outdoor air, which in temperate climate always
contains ozone, should be avoided. Still indoor air is
normally ozone-free because most wall and ceiling coverings
and organic materials rapidly destroy ozone.

7. Deformation : Rubber parts should, wherever possible, be

stored in a 'relaxed' position free from compression or
distortion, and in all cases with the least possible
deformation, since deformation greatly aggravates the action
of ozone and can also lead to permanent changes in shape and
dimensions. Articles received pre-packed in a strain free
condition can, with advantage, be stored in their original
packing. Spring loaded seals should, if stored for any

94
 length of time, have the spring removed.

8. Contamination : Rubber parts should not come in contact with

liquids or vapour concentrations of any kind during storage
even though they may be subsequently used in contact with a
similar fluid. Contact with copper, brass or rusty iron, or
with any compounds of manganese, should be avoided.
HOSES : STORAGE AND SERVICE LIVES

9. The storage and service life of aircraft/engine hoses

should be normally guided by the manufacturer's
recommendations. Whenever such information is not available
the following instructions should be adhered to.

The hoses have been classified in two groups :

GROUP A : Fuel, Oil, pneumatic and hydraulic pressure

hoses.
GROUP B : All other hoses like hydraulic return line
and instruments hoses etc.

SERIES 'T', PART II

Subject: Flight Testing of aircraft for which a Certificate of Airworthiness has previously
been issued.
(b) "Flight Test" means the flying of an aircraft, without any passenger on board, for the
purpose of ensuring that: -
(i) the aircraft handling characteristics have not deteriorated with time;
(ii) the aircraft performance remains as scheduled; and
(iii) aircraft and its equipment function properly.
3. CIRCUMSTANCES NECESSITATING FLIGHT TESTING:
3.1 An aircraft shall be flight tested under the circumstances mentioned below:
(a) At the time of renewal of Certificate of Airworthiness of aircraft (including six monthly
renewal of Certificate of Airworthiness) of aircraft operated by operators and subsequent
to a major inspection schedule/as specified by the manufacturer in the case of scheduled
airlines.
Note: - The scheduled airlines, which have a system (vide para 7 of this part of the CAR) of
meticulous flight monitoring of each revenue flight, for the guidance of their operating
crew and also have a flight performance evaluation cell in their engineering Organisation,
acceptable to DGCA, need not subject individual
aircraft to test flight for the purpose of renewal of C of A, except under the
circumstances detailed below in sub-paras (b) to (e). The performance cell should
furnish a certificate during every C of A renewal certifying that the aircraft
performance has been continuously monitored and the performance is satisfactory.
(b) Subsequent to maintenance, repair, or, modification which affect operational or flight
characteristics of the aircraft.
(c) For the purpose of evaluation in respect of fuel consumption engine power and
performance of radio/ radar/ navigational equipment or instruments whenever these
are doubted and cannot be satisfactorily checked on ground.
(d) (i) Subsequent to change of an engine.
(ii) On a twin engined aircraft a test flight after an engine change may not be carried out
provided satisfactory engine ground testing procedure subsequent to an engine
change and acceptable to Director General of Civil Aviation is evolved prior to
availing of this relaxation. However, if two engines are changed a test flight is
necessary.
(iii) On three engined aircraft, after a single engine change a test flight may not be
carried out provided satisfactory engine ground testing procedure subsequent to an

95
engine change and acceptable to Director General of Civil Aviation is evolved prior to
availing of this relaxation. However more than one engine change will require a Test
Flight.
(iv) On a four engine aircraft, after one or two engine changes, a test flight may not be
carried out provided satisfactory engine ground testing procedure subsequent to
engine change and acceptable to Director General of Civil Aviation is evolved prior
to availing of this relaxation. However if more than two engines are changed, a
test flight is necessary.
Note: - Engine change would mean removal of any engine and its replacement by :
(I) an overhauled engine
(ii) an engine removed from any other position of the same aircraft or any other
aircraft.
(Reinstallation of the same engine on the same aircraft in its original position would
not constitute an engine change for this purpose, provided the engine has already
been flight proven and the entire installation of the engine is double-checked and
certified.)
(e) To satisfactorily determine the cause of a defect so as to assess the maintenance
required to rectify the defect.
3.2 Notwithstanding the circumstances mentioned in para 3.1 above, DGCA may require
any aircraft or any type of aircraft to undergo such flight-testing and at such
frequency as considered necessary.
3.3 Operator of an aircraft shall, for each type of aircraft operated by it, specify in its
approved Quality Control and/or Maintenance System Manual, the circumstances
under which a flight test is to be performed. This shall not only include the
circumstances laid down in para 3.1 above, but also any other currently known.
Further procedures to be observed by maintenance personnel for the flight
testing shall also be included in the manual.
3.4 Whenever the performance of an aircraft during the test flight or at other
occasions, is adversely commented upon by the flight crew, the same shall be
reported to Regional Airworthiness Office promptly, alongwith the remedial
measures envisaged to rectify the situation.
3.5 A person appropriately licensed/approved to certify the "Flight release (vide CAR
Section 2 Series 'F') of an aircraft, shall prior to certifying, determine whether or
not the circumstances are such that a flight test is necessary.
4. CERTIFICATION BEFORE FLIGHT TEST:
4.1 Before a flight test is made, the documents covering the maintenance repair,
modification and inspection shall be completed in all respects and certified in
accordance with the approved procedures listed in Quality Control Manual/
Maintenance System Manual, and shall be produced before the pilot of the
aircraft, if required.
4.2 When the requirements of para 4.1 have been met, and before the test flight, a
certificate, to the effect that the aircraft is fit for the flight, shall be issued in
duplicate on a proforma, by a licensed/approved individual who is permitted to
issue Flight Release (vide CAR Section 2 Series 'F'). One copy shall be
delivered to the pilot test flying the aircraft and the other copy shall be retained by
the operator.
4.3 The licensed individual who signs the pretest flight certification documents shall
also ensure that the document shows the purpose of test flight and the
information required to be observed/recorded during the test flight by the flight
crew. The pilot test flying the aircraft shall also be briefed on these aspects.
6. FLIGHT TEST REPORT:
6.1 A flight test report appropriate to the flight test performed shall be completed by
the pilot- in- command or by any other flight crewmember of the aircraft,
authorised by the operator. The report shall detail the result of the flight test and
record all defects experienced and adjustments made during the flight, besides
recording of instruments readings as called for in the report (schedule).

96
6.2 The pilot-in-command shall be responsible for recording the result of the test
flight and for making such comments in writing as considered necessary for a
further test flight.
6.3 A flight test report and record of defects and adjustments shall be made in the
flight logbook of the aircraft or other equivalent document approved by the
Director General.
7. MONITORING OF FLIGHT PERFORMANCE OF AIRCRAFT OPERATED BY
SCHEDULED AIRLINES:
7.1 The scheduled airlines may evolve a system within there "Operations Section"
preparing flight plans, for the convenience of operating crew, for conducting each
revenue flight, based on the performance data documented by the
manufacturers. Under this system, operating crew should be expected to report
back on the actual performance of aircraft during flight vis-a-vis the prepared
plan. Significant variations in aircraft's performance shall be investigated by the
operator so that corrective measures are initiated promptly.
7.2 Additionally, scheduled airlines will have aircraft performance monitoring cell in
their "Engineering Section" for keeping the performance of each aircraft under
continuous surveillance by regularly analysing the flight data like ROC, cruising
speed, fuel consumption, range of Radio/ Radar equipment etc., collected from
revenue flight reports for detecting any persisting shortfall in the performance of
any aircraft.
7.3 In consultation with the manufacturers of aircraft/ DGCA, scheduled airlines shall
specify in their Quality Control/ Maintenance System Manual the acceptable
"shortfall for the guidance of their maintenance staff.
7.4 On learning of the "shortfall" DGCA may order such further flight test or such
other corrective action as considered necessary.
8. EVALUATION OF TEST FLIGHT REPORTS:
8.1 The "Rate of Climb" figure read off the aircraft instrument, during the climbing
phase of the test flight, is related to test conditions, viz., mean altitude, mean
temperature and mean weight. This will be termed as "observed actual climb
performance" figure.
8.2 The "expected climb performance" figure corresponding to test conditions (mean
altitude, mean temperature and mean weight) shall be obtained from the relevant
manual of the aircraft, like Flight Manual, Operations Manual, Pilot's notes.
8.3 The "observed actual climb performance" figure (para 8.1) shall in no case be
lower by more than 3% (in terms of ft. per minute) of the "expected climb
performance" figure (para 8.2) for the purpose of acceptance of test flight report.
8.4 In case necessary graphs for deriving "expected climb performance" figure
corresponding to test conditions are not readily available, then appropriate "ROC
correction factor" graph (Appendix to this CAR) be used---either graph meant
for constant speed propellers or for fixed pitch propellers, as applicable for determining
the correction factor corresponding to mean altitude and mean temperature test
conditions, stipulated in Flight Manual/Operations Manual/Pilots' notes, before ROC,
thus corrected partly, is further corrected for test conditions of mean weight as
described in the following para 8.5.
8.5 As the mean weight of the aircraft at the test conditions is invariably different
from the maximum authorised all-up-weight for which ROC is specified in Flight
Manual/ Operations Manual/ Pilots' notes, the following expression may be used
for applying weight correction to obtain the finally corrected 'expected climb
performance' figure:
_________________________________________________________________
R.O.C
(Partly corrected,
after applying
correction factor
obtained from

97
Expected R.O.C. Approx.) X Maximum AUW
(finally corrected) = __________________________________________________
Mean weight
(at test condition)
______________________________________________________________________
8.6 The finally corrected "expected climb performance" figure shall then be
compared with "observed actual climb performance" figure as described in para
8.3 above, for the purpose of acceptance of test flight report.
9. CERTIFICATION AFTER FLIGHT TEST:
9.1 When a satisfactory flight test has been performed and subsequent defects, if
any, are rectified and certified an endorsement to this effect shall be made in the
Pilot's Defect Report/ Maintenance documents/aircraft log book by
licensed/approved person responsible for issuing "Flight Release" (vide CAR
Series 'F').
9.2 Thereafter the usual "Flight Release" may be issued.
10. FLIGHT CREW REQUIREMENTS:
For the purpose of flight tests, the number of flight crew to be carried on board shall
be as specified in the flight manual.
The flight crew requirements for the purpose of flight test shall be as follows:
11. SUBMISSION OF CERTIFICATE AT THE TIME OF RENEWAL OF
CERTIFICATE OF AIRWORTHINESS:
The Quality Control Manager/Chief Instructor of an approved organisation or
Chief Engineer/ Engineer in charge of other organisations shall
submit a certificate to the Regional Airworthiness
Office at the time of renewal of Certificate of Airworthiness of the aircraft,
stating that Test Flight/ Evaluations of revenue flights were carried out as
and when required vide this part of CAR Series 'T' and the flight results did not
reveal any deterioration in aircraft's performance/revealed deterioration in
aircraft's performance which was within acceptable limits.

SERIES 'X', PART VI

SUBJECT: AIRCRAFT LOG BOOKS.
1. INTRODUCTION: - Rule 67 of the Aircraft Rules 1937, stipulates that following Log books
shall be kept and
maintained in respect of all aircraft registered in India.
i. Journey Log Book or an equivalent document acceptable to DGCA.
ii. Aircraft Log Book
iii. Engine Log Book for each engine installed in the aircraft.
iv. a propeller Log Book for every variable pitch propeller installed in the aircraft.
v. A Radio Apparatus Log Book, for aircraft fitted with radio apparatus.
vi. A Flight Log Book as notified in CAR Series 'C' Part II
vii. Any other logbook required by the Director General.

The second section will consist of differently coloured sheets, ruled horizontally. Each
page will bear the
caption, namely, "Replacement, Major Repairs & Overhaul". A detailed report of the
Replacement, Major Repairs & Overhaul done under these headings shall be certified in
this section.
Note :- Major repair signifies a repair to a damage, which would affect the safety of the
aircraft or the safety of persons on board.
The third section will consist of a set of still differently colored pages also horizontally
ruled, and each page will bear the heading, namely, 'Modification Record'. Details of the
modifications/service bulletins including mandatory modification (s) complied with and
certified should be recorded along with date and time of compliance in this section. A total
DGCA mandatory modifications status of the aircraft, engine and its components shall be
reflected even though they are not applicable.

98
. 5 GENERAL REQUIREMENTS
5.1 All the Pages of a Log Book shall be serially numbered. Also each logbook should be
serially numbered.
5.2 A Log Book shall contain a detailed engineering record of the life of the aircraft,
engine, propeller, radio
apparatus including full particulars of all accidents, overhauls, replacements, repairs and
modifications.
5.3 The entries in the Log Book shall be completed within 48 hours of the completion of
the work. In case the
aircraft is away from the main base, the "entry" containing the work details and
certification thereof shall be
completed in duplicate, and one copy shall be mailed to main base for placing in the Log
Book and the
other copy shall be kept along with Journey Log Book.
5.4 The Quality Control Manager, in the case of approved firms and the operator of the
aircraft in the case of
private aircraft, shall be responsible for the proper maintenance of Log Book. Omission to
make Log Book
entries shall render the aircraft, engine, propeller, radio apparatus as unairworthy and the
authorized officer
of the Regional Airworthiness Office may require such inspection as considered
necessary by him to
restore the airworthiness.
5.5 Entries in the Log Book shall be made in ink or indelible pencil and signed and dated
by appropriately
licensed AME/Approved individual carrying out the work or by a person, specially
authorized by DGCA for
the same, quoting, beneath the signature, the Licence/Approval/ Authorization number.
6. RECORDING OF FLIGHT TIME FOR THE PURPOSE OF MAINTENANCE PLANNING: -
Flight Time:
i) In respect of an aeroplane, means the total time from the moment the aeroplane first
moves for
the purpose of taking off until the moment it finally comes to rest at the end of the flight
10 PRESERVATION :
Log Books shall be preserved for periods shown as under :-
i. The aircraft log books shall be preserved until such time as the aircraft is permanently
withdrawn from
use and its Certificate of Registration is cancelled by the Director General.
ii. Provided that in the case of an aircraft meeting with an accident resulting in damage
beyond
economical repairs the aircraft log book shall be preserved for a period of two years after
the date of
the accident.
a) The engine and propeller log books shall be preserved for a period of one year after the
engine propeller are permanently withdrawn from use.
b) Other log books shall be preserved for two years from the date of the last entry therein.
Where log books in respect of aircraft, engines or variable pitch propellers or radio
apparatus are not kept in the manner and
form prescribed in this rule, the aircraft shall be deemed as not being maintained in an
airworthy condition.

AIRWORTHINESS
ADVISORY CIRCULAR

99
AAC NO. 2 of 2000
Subject : Airworthiness Surveillance
It is about spot checkin of DGCA officer in accordance with CAR Series A part1
AAC NO. 2 of 2001
SUBJECT: ACCOUNTABLE MANAGER
1. PURPOSE. This Airworthiness Advisory Circular has been issued to detail the
duties and responsibilities of the Accountable Manager who has the authority
to execute decisions/plans of the organisation.
3. WHO CAN BE NOMINATED AS THE ACCOUNTABLE MANAGER. The
Accountable Manager may be either
Chief Executive,
President,
Managing Director,
Vice President,
Deputy Managing Director, or
any other person who has the necessary executive and financial
authority to ensure compliance of the requirements of the
organization seeking approval.
4. APPLICABILITY. This requirement is applicable for organizations seeking
approval in :
Category ‘C’ (maintenance organization)
Category ‘E’ (fuel organization)
He is responsible for all DGCA requirements are met, all upto date literature, trained and
qualified staff,all CAR requirements are met, all modifications airworthiness directives are
complied.

AAC NO 2 of 2004
SUBJECT: Routine Readout and maintenance of FDR/DFDR units installed on Aircraft.

I. SCHEDULED OPERATORS
(i) Tape based recorders
FDR monitoring frequency -90 days
(ii) Solid State recorders
DGCA officials (Flight Recorder Lab) will carry out Random sampling of flight
data obtainable from the recorders (FDR) installed on various aircraft.
AAC NO 3 of 2004
SUBJECT: Routine Readout and maintenance of CVR units installed on
Aircraft.
3.3 Necessary log book entries shall be made in the Radio log book for reflecting
the CVR read out
5. Requirements.
I. SCHEDULED OPERATORS
(i) Tape based recorders
CVR monitoring frequency -30 days
(ii) Solid State recorders
DGCA officials (Flight Recorder Lab) will carry out Random sampling
of flight data obtainable from the recorders (CVR) installed on various aircraft.
AAC NO. 8 of 2000
SUBJECT: REFRESHER TRAINING FOR AME LICENCE/
APPROVAL & CERTIFICATE OF COMPETENCY
HOLDERS.
Civil Aviation Requirements Section 2, Series ‘L’ Part VII, Series ‘L’ Part X and Series ‘L’
Part XIV requires periodic refresher course for holders of AME licences, Approvals and
Certificate of Competency (excluding welders).

2 APPLICABILITY

100
The contents of this AAC is applicable to following personnel
2.1 holding AME licence covering the fleet of the organisation where they are
employed.
Note 1: Personnel holding licence not covering the fleet maintained by the
organisation and thereby not exercising the privileges of the licence held by them
may not undergo refresher course for the purpose of renewal of licence
Note 2: Retired / unemployed personnel who have a current licence but have not
undergone refresher course must be subjected to refresher course before such
personnel are allowed to exercise the privileges of the licence including grant of
approval to function in the QC department.
2.2 holding shop approval / structural repair of aircraft, issued by an organisation as
per approved scope where they are employed
2.3 holding certificate of competency (excluding welding) as per approved scope
held by the organisation where they are employed
Guidelines contained in this advisory circular are effective from 1st July 2001
3 EXEMPTION FROM REFRESHER TRAINING
The following personnel are exempted from undergoing refresher course provided
they do not exercise the privileges of the licence held by them in respect of Indian
registered aircraft.
a. Senior Executives such as MD/ Deputy MD/ Chairman/ Directors of an
organization.
b. Personnel employed in Foreign Airlines
c. Instructors of AME Training Institutes including institutes imparting type
training.
d. Personnel employed in organizations approved in Category ‘F’ only.
e. Welders holding Certificate of Competency.
f. Member of the flying crew.
INDIAN AIRCRAFT RULE
5. Registration and nationality and registration marks - Subject to the provisions of rule 33,
no person shall fly, or assist in flying, any aircraft unless -
(a) it has been registered, and
(b) it bears its nationality and registrations marks and the name and residence of
the owner affixed or painted thereon in accordance with rule 37 or, in the case of
aircraft registered elsewhere than in India, in accordance with the regulations of
the State in which it is registered:
Provided that the prohibition imposed by this rule shall not apply to aircraft flown in
accordance
with the special permission in writing of the Central Government and subject to any
conditions
and limitations which may be specified in such permission.
5A. Prohibited Flight - Except under, and in accordance with the terms and conditions of, a
permit issued by the Director-General of Civil Aviation -
(1) no aircraft registered in India shall leave India for the purpose of a flight to a
place outside India;
(2) no aircraft shall undertake a flight to any territory which the Central
Government may, by notification in the Official Gazette, declare to be a
prohibited territory.

6. Licensing of personnel
7. Documents to be carried on aircraft - (1) No person shall fly an aircraft unless valid
documents, as required by the law of the country in which the aircraft is registered, are
carried on
board and are kept in such form and manner as laid down by that country.
(2) An aircraft registered in India shall carry on board valid documents as required by
these rules:

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Provided that where a licence or other document has been submitted to a competent
authority
under these rules for renewal or other action, that fact shall be deemed a valid excuse for
its not
being carried on board the aircraft.
7B. Carriage of Cock-pit Check Lists in aircraft- Every aircraft registered in India shall
carry
Cock-pit Check Lists and Emergency Check Lists specified by the Director-General for
that
particular type of aircraft. Such lists shall be carried in the cock-pit of the aircraft readily
accessible to the pilot in flight.
9. Radio-telegraph apparatus - (1) No person shall operate radio transmitting apparatus in
any
aircraft registered in India unless he holds a licence of the type required by the provisions
of Part
V in respect of aircraft required by these rules to carry radio-telegraph or radio-telephone
apparatus, as the case may be, and issued in accordance with those provisions.
(2) Radio-transmitting apparatus carried in aircraft shall be operated under the conditions
defined
by the International Tele-communication Convention (Madrid, 1932) and the general
radiocommunication
regulations annexed thereto as far as these apply and shall be operated only
during the hours in which such operation is permitted by the Central Government.
(3) Aircraft registered in India and required by these rules to carry radio-telegraph
apparatus shall
be fitted with such apparatus in accordance with the provisions of Part VII.
(4) Nothing in this rule shall exempt any person from those provisions of the Indian
Telegraph
Act, 1885, and the rules made thereunder which require that radio-telegraph apparatus
shall be
licensed.
Note- For the purpose of this rule, foreign registered aircraft falling under sub-rule
(3) of rule 1 shall be deemed as aircraft registered in India and Indian registered
aircraft falling under sub-rule (4) of rule 1 shall be deemed as aircraft not
registered in India".
15. Conditions to be complied with by aircraft in flight - (1) No aircraft other than the
Microlight aircraft shall be flown unless the following conditions are complied with,
namely :-
(i) the aircraft shall be certified as airworthy and shall be maintained in airworthy
condition in accordance with the provisions of Part VI or, in the case of an aircraft
not registered in India, in accordance with the regulations of the State in which
the aircraft is registered;
(ii) all the terms or conditions on which the certificate of airworthiness was
granted shall be duly complied with;
(iii) the aircraft shall carry on board its certificate of airworthiness and any other
certificates prescribed by Part VI, or by the regulations of the State in which the
aircraft is registered, which it is required to carry on board. The certificate of
airworthiness shall be carried in the pocket of the journey log book;
(iv) the aircraft shall be fitted with and shall have in working order such
instruments and equipment as are proscribed in Part VI for an aircraft of that
class or description :
Provided that any aircraft may be flown within the close vicinity of an acrodrome or the
place of its
departure, without a valid certificate of airworthiness, for the purpose of test :
Provided further that the Central Government may, by order in writing and subject to such

102
conditions as may be contained in the order, exempt any aircraft from the operation of this
rule.
(2) No Microlight Aircraft shall be flown unless the following conditions are complied with,
namely:-
(i) The Microlight Aircraft is registered in the Civil Aircraft Register and meets the
minimum design requirements which the Director-General may specify by
general or special order;
(ii) The Microlight Aircraft possesses a valid Permit to Fly issued by the Director-
General, specifying the area of operation and the structural limitations relating to
aerobatics, loading, engine and airspeed of the microlight aircraft;
(iii) The Microlight Aircraft is fitted with such instruments and equipments and in
such manner as provided in rule 57 of these rules; and
(iv) The Microlight Aircraft complies with the requirements relating to
maintenance standards and certification in accordance with rule 60 of these
rules.
Note-For the purpose of this rule, foreign registered aircraft falling under sub-rule
(3) of rule 1 shall be deemed as aircraft registered in India and Indian registered
aircraft falling under sub-rule (4) of rule 1 shall be deemed as aircraft not
registered in India.
19. Cancellation, suspension or endorsement of licences, certificates, authorisation and
approval
25. Smoking in aircraft-
25A. Fuelling of aircraft- (1) No person shall fill or replenish the fuel tanks of an aircraft
from
vehicles or vessels containing petroleum in bulk or from fuel hydrant installations except
from
vehicles or installations of a type approved by the Chief Inspector of Explosives or from
barges
licensed under the Petroleum Rules, 1937.
(2) During fuelling operations, which may include filling or draining of fuel tanks, the
following
precautions shall be observed :-
(a) Fuelling of aircraft shall be done outdoors and not less than 15 meters from
any building.
(b) A " NO SMOKING" notice shall be prominently displayed.
(c) Smoking or use of an appliance employing naked flame or use of an
appliance capable of producing a spark or in any other way igniting fuel vapours
shall not be permitted within 30 meters of the aircraft or fuelling equipment.
(d) Aircraft engines shall not be started or turned and ignition switches shall be
placed in the "OFF" position.
(e) Aircraft electrical radar and radio systems shall not be operated and the
switches relating thereto shall remain in the "OFF" position:
Provided that this clause shall not apply to electrical switches controlling the
following circuits :
(i) power and light essential for fuelling operations;
(ii) minimum amount of cabin lighting; and
(iii) steady parking lights. Such switches shall not be operated during the
fuelling operations.
(f) The use of ground power supply units, airconditioning units, tractors and
similar equipment shall be permissible subject to compliance with the following
conditions:-
(i) Flexible training cables suitable for use in hazardous areas shall be
used.
(ii) They shall be located outside the Danger Zone. "Danger Zone" is
defined as the area within the largest polygon obtainable by joining
points 3 meters away from the wings and the fuelling vehicle.

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(iii) The units, including the associated electrical equipment, shall be
flame-proof and of a type approved by the Chief Inspector of Explosives,
otherwise they shall be stationed at a distance of not less than 15
meters, in the case of gasoline or wide out fuels and 6 meters in the case
of straight kerosine, from the aircraft and the fuelling vehicle.
(iv) They shall not be switched "ON" or "OFF" during fuel transfer.
(g) The fuelling equipment and the aircraft shall be bonded to each other and
both shall be earthed.
(h) No person other than the staff of the operator, fuelling company and officials
of the Civil Aviation Department, Customs and Police, shall be permitted within
15 meters of the aircraft.
(i) Passengers may be permitted to embark, disembark, or remain in the cabin
subject to the following conditions :-
(i) an attendant shall remain on duty in the cabin of the aircraft. The
attendant shall ensure that no smoking takes place or other source of
ignition is allowed to occur and shall assist in the removal of passengers
in the event of fire;
(ii) the passenger loading ramp shall be correctly positioned at the cabin
exit door and adequate provision shall be made to maintain the
equilibrium of the aircraft in case all passengers attempt to leave by one
exit;
(iii) in case of marine aircraft, adequate means of water transport shall be
stationed at cabin exit door.
(j) The handling of freight and baggage in and around the aircraft shall not
proceed simultaneously with fuelling unless adequate precautions have been
taken to eliminate fire risk.
(k) No aircraft maintenance shall be conducted which may provide a source of
ignition for fuel vapour during fuelling operations.
(l) Fire extinguishers of adequate capacity and of suitable type, approved by the
Director-General shall be available for immediate use near the aircraft.
(m) In the event of fuel being spilled, fuelling must cease and the engine of the
ground power supply units must be stopped, but the electrical circuits and
switches should on no account be touched except for the purpose of stopping the
power unit. Prior to recommencing fuelling, action must be taken to clean the
spilled fuel. Fuel must not be washed into sewers or drains.
(n) Fuelling operations shall cease when a turbo-jet aircraft manouvres so as to
bring the rear jet outlets within 43 meters of the fuelling equipment or the aircraft.
NOTE - The requirements of clause (f) of sub-rule (2) above shall not
apply to the use of ground batteries as an auxiliary source of electric
supply to the aircraft provided they are not connected or disconnected
during fuelling operation.
[Inserted by Notification No. 1-A/15-39, dated 7-12-1939 and amended by GSR
No. 524 dated 23-4-1959.]
25B. Housing of aircraft- (1) No aircraft containing dangerous petroleum in bulk in any of
its
tanks may be housed in a hanger unless such hangar is constructed of uninflammable
material
and is effectively and safely ventilated to the open air.
(2) Every such hangar shall be in charge of a competent person who shall be responsible
for
taking all proper precautions against fire and shall prevent unauthorized persons from
having
access to the building.
30. Certificate of Registration
32. Aircraft imported by air-
33. Change in ownership-

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35. Registration fees-
36. Register of aircraft-
37. Nationality and Registration Marks, how to be affixed-
38. Licensing Authority
38B. Carriage of Cabin Crew – (1) No aircraft registered in India shall be
operated for public transport of passengers unless the following minimum
number of cabin crew are on board the aircraft for the purpose of performing
such duties as may be assigned in the interest of the safety of passengers, by
the operator or the Pilot-in-command of the aircraft, namely:-
(i) For an aeroplane having a seating One cabin crew.
capacity of not less than 10 and
not more than 50 passengers.
(ii) For a helicopter having a seating One cabin crew.
capacity of not less than 20 and
not more than 50 passengers.
(iii) For an aeroplane or a helicopter Two cabin crew plus
having a seating capacity of more one cabin crew for
than 50 passengers. each unit (or part of a
unit) of 50 passenger
seats above a seating
capacity of 99 passengers.
(2) The cabin crew shall be located –
(i) during take-off and landing as near as possible to the floor level
exits, and
(ii) at any other time, at a suitable place in the aircraft, so as to provide
the most effective exit of passengers in the event of emergency
evacuation.
(3) An operator shall ensure that each cabin crew member –
(a) is not less than 18 years of age;
(b) has passed 10+2 examination from a recognised Board or
University;
(c) has passed an initial medical examination or assessment and has
been found medically fit to discharge the duties specified in the
Operations Manual;
(d) remains medically fit to discharge the duties specified in the
Operations Manual; and
(e) is competent to perform the duties as cabin crew as specified in the
Operations Manual.
(4) Whenever two or more cabin crew members are assigned to a flight, the
operator shall nominate an experienced cabin crew member as a senior
cabin crew member who shall be responsible to the Pilot-in-Command for
the conduct and coordination of cabin safety and emergency procedures
specified in the Operations Manual.
Provided that the senior cabin crew member has a minimum of one
year’s experience as cabin crew and has successfully undergone relevant
training as required under sub-rule (5).
(5) Each cabin crew shall successfully undergo the following training
programme duly approved by the Director General, namely:-
(a) Initial training before undertaking type training;
(b) Type training before being assigned to operate as cabin crew
member on a particular type of aircraft, or assigned to operate
another aircraft type;
(c) Differences training before operating on a variant of an aircraft type
currently operated, or with different equipment, equipment location,
or safety procedures on currently operated aircraft type or variants;
(d) Familiarisation flights to be undertaken by the cabin crew after

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undergoing type training prior to operating as cabin crew member;
(e) Recurrent training covering the actions assigned to each crew
member in evacuation and appropriate normal and emergency
procedures and drills relevant to the type(s) and/or variant(s) of
aircraft every 12 calendar months; and
(f) Refresher training for cabin crew member who have been absent
from flying duties for more than 6 months.
(6) The operator shall cause checks of proficiency in carrying out safety and
emergency duties by each cabin crew after completion of training under
sub-rule (5) and the checks shall be conducted by the Instructors
approved, and having qualifications specified, by the Director General.
(7) No cabin crew shall perform duties on more than three types of aircraft.
Explanation-For the purposes of this sub-rule, types of aircrafts shall be
considered to be different types if they are not similar in all the following
aspects, namely:-
(a) emergency exit operation ;
(b) location and type of safety equipment; and
(c) emergency procedures.
(8) The Director General may, if he is of the opinion that it is expedient so to
do, by order and for reasons to be recorded in writing, waive fully or
partially, the requirement of sub-rule (1).
39A. Disqualification from holding or obtaining a licence
49. Type Certificate for an aircraft, component and item of equipment, designed or
manufactured in India and issue of Type Certificate-
49A. Issue of Type Certificate to an aircraft, aircraft component and items of equipment
imported in India- (1) The Director-General may direct by general or special order that
there
shall be a type certificate in respect of any aircraft, aircraft component or item or
equipment
imported in India.
(2) The Director-General may issue a Type Certificate in respect of any aircraft, aircraft
component or item of equipment imported in India.
49B. Validation of Type Certificate for aircraft, aircraft components and items of equipment
imported in India - (1) The Director-General may validate a Type Certificate in respect of
any
aircraft, aircraft component and item of equipment, that may be imported :
Provided that -
(a) the airworthiness authority of the country in which it is manufactured has issued a
Certificate of Airworthiness, Type Certificate or a similar document in respect of that
aircraft, aircraft component, or item of equipment, as the case may be ;
(b) it meets with the airworthiness requirements which may be laid down by the Director-
General; and
(c) the applicant furnishes such documents and technical data regarding the suitability of
the product for aviation purposes as may be specified and as the Director-General may
require :
Provided further that the Director-General may, by order in writing and subject to such
conditions
as may be stated in that order, exempt any aircraft, aircraft component or item of
equipment from
the provisions of this rule.
49C. Type Certificate-aircraft categories-
49D. Cancellation, suspension or endorsement on Type Certificate-
50. Certificate of airworthiness-
51. Flight Manual-
52. Modification and repairs-
53. Use of materials, processes, parts and periodical overhaul of aircraft-

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53A. Manufacture, storage and distribution of all aircraft-
54. Persons authorised to certify-
55. Suspension or cancellation of Certificate of Airworthiness and its continued validity-
56. Indian aircraft operating outside India-
57. Instruments and equipment-
58. Weight and balance-
59. Defects and defective parts-
60. Maintenance standards and certification-
61. Licensing of Aircraft Maintenance Engineers-
62. Fees
67. Log books and logs-(
68. Notification of accidents-
77B. Notification of Incidents-
133A. Directions by Director-General- The Director-General may, through Notices to
Airmen
(NOTAMS), Aeronautical Information Publication, Aeronautical Information Circulars
(AICs),
Notices to Aircraft Owners and Maintenance Engineers and publication entitled Civil
Aviation
Requirements, issue special directions not inconsistent with the Aircraft Act, 1934 (22 of
1934) or
these rules, relating to the operation, use, possession, maintenance or navigation of
aircraft flying
in or over India or of aircraft registered in India.
133B. Approved Organisations-
Rule 134 of the
Aircraft Rules, no person shall operate any air transport
service in India without obtaining the necessary permit for
operating such services
140. Minimum requirements to be complied with by the operators-
Rule 155A of the Aircraft Rules, 1937 requires that an
operator shall have access to an adequate organization for
maintenance of aircraft

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