Applicable National & International Requirements
The working documents, the maintenance programme and MSG-3, the manufacturer's data (AMM, IPC, WDM, SRM, CMM, SB), approved modifications and repairs, and reliability programmes.
National & international requirements, summary notes
- This sub-section pulls together the working documents and programmes that put the regulations into practice on the shop floor, maintenance programmes, ADs, MEL, modifications and repairs, and the manufacturer's maintenance documentation.
- The aircraft Maintenance Programme (AMP) defines the scheduled tasks and intervals for a specific aircraft; it is derived from the manufacturer's Maintenance Planning Document, itself developed using the MSG-3 analysis method, and is approved for the operator.
- Manufacturer's maintenance data the technician works to includes: the Aircraft Maintenance Manual (AMM), Illustrated Parts Catalogue (IPC), Wiring Diagram Manual (WDM), Structural Repair Manual (SRM), Component Maintenance Manuals (CMM) and Service Bulletins (SB). Work must be to the current approved issue.
- Modifications and repairs must be carried out to approved data, an SRM scheme, an AMM procedure, an STC, or an authority/DOA-approved repair design, and recorded. A repair outside published limits needs specific approval before embodiment.
- Reliability programmes monitor in-service data (defects, removals, delays) to confirm the maintenance programme is effective and to justify adjusting task intervals, the feedback loop that keeps the AMP appropriate.
- The MEL/MMEL, Configuration Deviation List and Airworthiness Directives (from Module 10.4 and 10.6) all feed the day-to-day dispatch and airworthiness decisions the documentation supports.
- ⚠ Exam trap: always work to the CURRENT approved data at its latest issue; a repair beyond the published SRM limits is not a free-hand job, it needs specific approved repair data first.
- All-weather operations. An operator defines the operating minima for every airfield it uses, taking account of aircraft performance, fuel, and the equipment fitted both on the aircraft and on the ground; the minima form part of the AOC application. Low-visibility approvals are covered by CS-AWO. A Category II approach has a decision height below 200 ft but not less than 100 ft with an RVR not less than 300 m. Category IIIA goes below 100 ft with an RVR not less than 200 m, and Category IIIB below 50 ft with an RVR less than 200 m but not less than 75 m. Approval is granted only where the aircraft carries the right equipment and the operator applies the additional training, procedures and maintenance, and because it depends on that equipment being serviceable it leans heavily on the MMEL and MEL.
- Scheduled tasks
- AMP ← Maintenance Planning Document ← MSG-3 analysis
- Maintenance data
- AMM · IPC · WDM · SRM · CMM · SB
- Repairs
- to approved data (SRM / AMM / STC / approved repair design)
A dented skin panel is outside the damage limits published in the Structural Repair Manual. Can the technician design and carry out a repair on the spot?
No. The SRM covers repairs within its published limits; damage beyond those limits requires specific approved repair data, obtained from the manufacturer or an approved design organisation/authority, before any repair is embodied. Working outside the SRM without that approval is not permitted.
Which manufacturer document gives the part numbers and assembly breakdown needed to order the correct replacement part?
The Illustrated Parts Catalogue (IPC), which shows the exploded assemblies and part numbers. The removal/installation procedure would be found in the Aircraft Maintenance Manual (AMM); the two are used together.
Requirements & documentation concept map
National & International Requirements
National & international requirements quiz
National & International Requirements, quiz
1. A Category II approach has a decision height:
Below 200 ft but not less than 100 ft, with RVR not less than 300 mBelow 100 ft, with a runway visual range not less than 200 mBelow 50 ft, with a runway visual range not less than 75 m2. Category IIIB permits a decision height below 50 ft with a runway visual range:
Less than 200 m but not less than 75 mNot less than 300 m, as for a Category II approachNot less than 200 m, as for a Category IIIA approach3. All-weather operations approval depends heavily on the MMEL and MEL because:
The approval relies on specific equipment being serviceableThe minima are published in the MEL rather than the operations manualThe MEL sets the decision height to be used on each approach4. The part-numbers and exploded assembly breakdown for ordering a spare are found in the:
Illustrated Parts Catalogue (IPC)Aircraft Maintenance Manual (AMM)Structural Repair Manual (SRM)5. Repair damage that is beyond the limits published in the SRM requires:
Specific approved repair data before embodimentA free-hand repair by an experienced technicianNo further action if it looks sound6. The aircraft Maintenance Programme is developed from an analysis method known as:
MSG-3ATA 100ISO 90017. Removal and installation procedures for a component are found in the:
Aircraft Maintenance Manual (AMM)Illustrated Parts CatalogueType Certificate Data Sheet8. A reliability programme exists to:
Monitor in-service data and confirm the maintenance programme is effectiveSet the aircraft's market value by recording how much maintenance it has needed while in serviceApprove the crew roster, matching flight crew experience to the reliability record of each aircraft