AUSTRALIAN AIR PUBLICATION 7001.059(AM1)B1€¦ · AAP 7001.059(AM1) IMPROVEMENT PROPOSAL AND REPLY...

COPY

FOR OFFICIAL USE ONLY

AUSTRALIAN DEFENCE FORCE

AUSTRALIAN AIR PUBLICATION

7001.059(AM1)B1

ADF AVIATION MAINTENANCE MANAGEMENT MANUAL

(BOOK 1 OF 2)

Original Date of Issue: 18 May 11

M.D. BINSKIN Air Marshal ADF Airworthiness Authority Issuing Authority Date: 18 May 11

Sponsor: DAVREG File Reference: 2007/1134061

UNCONTROLLED IF PRINTED

carmelita.martin

Important Notice

RESPONSIBILITIES OF DISTRIBUTEE

AMENDMENTS TO PUBLICATIONS

PUBLICATION MANAGEMENT

1. This publication, although issued as an Australian Air Publication (AAP), is authenticated by the ADF Airworthiness Authority because the content has Tri-Service significance and authority. The single Service markings have been replaced by their Tri-Service equivalents as part of the formation of a proper, structured, binding Defence Publication System for airworthiness, aircraft, aircraft related equipment and other ‘air’ matters under the authority of DI(G) ADMIN 20–31—Defence Aviation Publication Management Policy.

2. Procedures for the management, control and amendment of AAPs are outlined in AAP 5030.001CD—Defence Aviation and Australian Air Publication Systems and Specifications Manual.

Intellectual Property Protection

3. This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without prior permission from the Department of Defence. The contents of this publication may also be protected by other Intellectual Property Protection mechanisms, Government to Government Agreements and/or Third Party Transfer restrictions; such as Original Equipment Manufacturers Copyright and/or International Traffic in Arms Regulations (ITAR).

Notice to Contractors

4. This publication is issued to Contractors for information only and is to be returned intact on completion of contract to the relevant Commonwealth Contracting Authority.

Special Publication Instructions (SPI) Promulgated Publication Sponsor Changes

5. SPI promulgated publication sponsor changes are to be recorded in the table below:

DATE SPI NO NEW SPONSOR

© Commonwealth of Australia 2011


AAP 7001.059(AM1) IMPROVEMENT PROPOSAL AND REPLY INSTRUCTIONS

INTRODUCTION

1. Correction of AAP 7001.059(AM1)—Aviation Maintenance Management Manual deficiencies depends largely on feedback from the users. Form AO 011–1—AAP 7001.059(AM1) Improvement Proposal and Reply provides a straight forward and readily available method for reporting deficiencies and suggesting AAP 7001.059(AM1) improvements to DGTA–AMMS.

2. Typical deficiencies include:

a. errors on text, figures and tables;

b. omission of procedures;

c. ambiguous or inadequate data;

d. conflict with other authorised maintenance data; and

e. errors in supplementary information.

3. Form AO 011–1 is available on WebForms in an interactive electronic version.

FORM COMPLETION CONSIDERATIONS

4. Form AO 011–1 is NOT intended for reporting errors which affect airworthiness, safety or operational considerations. In these instances, if the Senior Maintenance Manager (SMM) considers that the anomaly has airworthiness, safety or operational implications, independent action must be formally reported in the first instance to the responsible authority, then if necessary to DGTA.

Originator

5. The originator completes Form AO 011–1 stating the deficiency and where applicable, the proposed amendment. Any comments that exceed the space provided should be included as a supplementary document and attached to the form. When the form has been verified and signed by the supervisor, the form must be submitted to DGTA–AMMS through Force Element Group Headquarters (FEGHQ), DMO Contract Authorities (DCA) or equivalent for endorsement and comment. If the form proposes changes to maintenance processes and procedures, the SMM must verify and sign the form. The form must be registered prior to submission. Copies of submitted Form AO 011–1 must not be stored in any AAP 7001.059(AM1) publication.

Form submission

6. In all cases Form AO 011–1 must be sent through the FEGHQ, DCA or equivalent to DGTA–AMMS.

DGTA–AMMS action

NOTE

• Form AO 011–1 acknowledgement from DGTA–AMMS does not constitute an approval to amend AAP 7001.059(AM1).

7. On receipt of Form AO 011–1, DGTA–AMMS must acknowledge receipt of the proposal to the originator and endorsee. The acknowledgement must include the ‘Originator registration’

8. Following initial review DGTA–AMMS must complete Form AO 011–1 Part C—Sponsor action and forward a copy to the originator and endorsee.

9. On closure and incorporation of a proposal, DGTA–AMMS must complete Form AO 011–1 Part D—Sponsor closure and forward a copy to the originator and endorsee.


AAP 7001.059(AM1)B1 List of Effective Pages

AL 1 i

LIST OF EFFECTIVE PAGES

NOTE

• When amended, the Defence written portion of the text affected by an AL is identified by amendment indicators detailed in AAP 5030.001CD, Section 4, Chapter 2.

Page No AL Page No AL

PRELIMINARY PAGES

List of Effective Pages *i to iv 1

Notes to Readers *i to ii 1

Amendment Certificate i to ii 0

Foreword i to ii 0

List of Associated Publications i to iv 0

Table of Contents i to ii 0

List of Figures i to ii 0

List of Tables i to ii 0

BODY MATTER PAGES

SECTION 1 (Interleaf)

CHAPTER 1

1 to 4 0

CHAPTER 2

1 to 2 0

2A–1 to 2A–2 0

2B–1 to 2B–4 0


CHAPTER 1

1 to 6 0

1A–1 to 1A–2 0

1B–1 to 1B–2 0

CHAPTER 2

1 to 4 0

CHAPTER 3

1 to 4 0


CHAPTER 1

1 to 6 0

1A–1 to 1A–2 0

1A1–1 to 1A1–2 0

1B–1 to 1B–4 0

CHAPTER 2

1 to 6 0

CHAPTER 3

1 to 8 0

CHAPTER 4

1 to 2 0

CHAPTER 5

1 to 6 0

SECTION 3 (cont)

CHAPTER 6

1 to 4 0

6A–1 to 6A–2 0

6B–1 to 6B–2 0

CHAPTER 7

1 to 8 0

7A–1 to 7A–2 0

7B–1 to 7B–6 0

CHAPTER 8

1 to 4 0

8A–1 to 8A–4 0

CHAPTER 9

1 to 6 0

CHAPTER 10

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10A–1 to 10A–6 0

10B–1 to 10B–4 0

10C–1 to 10C–2 0

10D–1 to 10D–2 0

10E–1 to 10E–2 0

CHAPTER 11

*1 to 6 1

11A–1 to 11A–2 0

CHAPTER 12

1 to 6 0

12A–1 to 12A–16 0

12B–1 to 12B–4 0

12C–1 to 12C–10 0

12D–1 to 12D–4 0

CHAPTER 13

1 to 4 0


CHAPTER 1

1 to 6 0

1A–1 to 1A–4 0

CHAPTER 2

1 to 10 0

2A–1 to 2A–4 0

2B–1 to 2B–6 0

2B1–1 to 2B1–2 0



AL 1 iii

PUBLICATION INSPECTION RECORD

Certified that an annual inspection has been carried out and any anomalies reported to the Publications Manager in accordance with AAP 7000.001CD, Section 3, Chapter 3.

Printed Name Signature Date



iv AL 1

Blank Page


AAP 7001.059(AM1)B1 Notes to Readers

NOTES TO READERS

AL 1 i

This publication, issued as an Australian Air Publication (AAP) is authorised by the ADF Airworthiness Authority as the contents have Tri-Service significance and authority.

This AAP is managed in accordance with AAP 5030.001CD—Defence Aviation and Australian Air Publication Systems and Specifications Manual. Approved Maintenance Organisations must refer to this publication for management of AAPs and for procedures for requesting additional copies.

Personnel at all levels are encouraged to submit recommendations for changes to procedures contained within this publication using Form AO 011–1—AAP 7001.059(AM1) Improvement Proposal and Reply system in accordance with form instructions.

All Form AO 011–1 must be forwarded through the responsible Force Element Group Headquarters (FEGHQ), DMO Contracts Authority (DCA) or equivalent for comment prior to submission to:

AMMS DGTA–ADF Bldg L474–B2–North RAAF Williams LAVERTON VIC 3027

For expediency, Form AO 011–1 may be sent via facsimile to (03) 9256 3377: Attention: AMMS.

This AAP is available in an Alternate Media (AM) to paper. A CD–ROM version can be obtained by contacting the Sponsor. An electronic version may be viewed on the Defence Force Intranet System, and on the Internet at www.defence.gov.au/dgta

This AAP comprises two books.

These books are issued and maintained as a set.

This set comprises the following books:

AAP 7001.059(AM1)B1.

AAP 7001.059(AM1)B2.

Book one contains all applicable Preliminary Pages, including a List of Effective Pages and Amendment Certificate for the set.

Book two contains a List of Effective Pages and other Preliminary Pages applicable to that book only.

All amendments to the set are entered in the Amendment Certificate for the set, which is contained in Book 1.

This publication superseded AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual, Date of Issue 15 Mar 10.

NOTIFICATION

The following is for information only. This publication will reflect the changes under this notification in a future amendment.

As of 01 July 2011:

eDEOP 101—Department of Defence Explosives Regulations replaced:

OPSMAN 3—Defence Operations Manual—Safety Principles for the Handling of Explosive Ordnance and

DEOP 103—Defence Explosive Ordnance Safety Manual.

Aerospace Materiel Systems Program Office (AMSPO) replaced AESSO, SELMU, TELMU and CSSSO to consolidate the management of aerospace common materiel and services to a single point of contact.

As of 01 January 2012: Work Health and Safety Act 2010 (WHS Act) will replace the current OHS Act 1991 in line with the Governments initiative to ‘harmonise’ OHS laws across all Australian States and Territories.



ii AL 1

SUMMARY OF CHANGES INTRODUCED IN THIS AMENDMENT

SECTION 3

MAINTENANCE PROCESSES

Chapter 11—Deferment of Required Maintenance

Paragraph 16 removed the reference to CFU Authorisation Form in Annex A—Example of a Carried Forward Unserviceability Authorisation Form as the means to record CFU Authorisations.

Paragraph 19 amended to include reference to Annex A.

Paragraph 20 added to identify the use of electronic CFU Authorisation Forms.

Paragraphs 31, 32 and 33 revised into two paragraphs, 32 and 33, to align with TAREG 5.1.6e.


AAP 7001.059(AM1)B1 Amendment Certificate

i

AMENDMENT CERTIFICATE

It is certified that the amendment promulgated in the undermentioned Amendment List have been incorporated in this copy of the Publication:

Amendment List Amended By

No Date of Issue Printed Name Signature Date

1

2

3

4

5

6

7

8

9

10

11

12

13

14

15

16

17

18

19

20

21

22

23

24


AAP 7001.059(AM1)B1 Amendment Certificate

ii

Amendment List Amended By

No Date of Issue Printed Name Signature Date

25

26

27

28

29

30

31

32

33

34

35

36

37

38

39

40

41

42

43

44

45

46

47

48

49

50 6


AAP 7001.059(AM1)B1 Foreword

FOREWORD

i

1. All ADF aircraft and aeronautical product are maintained under a common technical airworthiness framework that allows Navy, Army, Air Force and contractually obligated contractor organisations to manage the maintenance of ADF aircraft in accordance with ADF approved regulations, standards and processes. The ADF Technical Airworthiness Regulations are promulgated in AAP 7001.053(AM1)—Technical Airworthiness Management Manual. AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual is the tri-service aviation maintenance management procedural document and contains the instructions that fully support and meet the requirements of AAP 7001.053(AM1).

2. This publication provides authoritative instructions for all ADF Approved Maintenance Organisations (AMO) and contractually obligated contractor organisations and provides guidance for other organisations that support or contribute to ADF technical airworthiness.


AAP 7001.059(AM1)B1 Foreword

ii

Blank Page


AAP 7001.059(AM1)B1 List of Associated Publications

LIST OF ASSOCIATED PUBLICATIONS

i

AAP 2031.001 Competency Specification and Assessment – Policy and Procedures

AAP 2320.101–1M Occupational Specifications Aircraft Engineering Trade Group

AAP 2373.101–1M (AM1) Occupational Specifications and Skills Assessments – Communications Operative Occupational Group

AAP 2375.101–1M (AM1) Occupational Specifications and Skills Assessments GSE Trade Group

AAP 3030.002 SPI 06/09 Air Force Supply Manual

AAP 3631.001MB1 to B2 RAAF Manual of Air Movements

AAP 5030.001CD Defence Aviation and Australian Air Publication Systems and Specifications Manual

AAP 5030.004 RAAF Publications System–Orders and Instructions

AAP 7000.001CD Defence Aviation Publication Management Manual

AAP 7001.006–1 Technical Maintenance Control and Associated Documentation

AAP 7001.038(AM1) Maintenance Requirement Determination (MRD) Manual

AAP 7001.047(AM1) Defence Aerospace Configuration Management Manual

AAP 7001.053(AM1) Technical Airworthiness Management Manual

AAP 7001.054(AM1) Airworthiness Design Requirements Manual

AAP 7001.055(AM1) Support and Test Equipment Through Life Support Manual

AAP 7001.060 CAMM2 Manual Series

AAP 7001.060–2(AM1) CAMM2 Aircraft Maintenance Organisation

AAP 7001.068(AM1) Design and Technology Services and Support Manual

AAP 7002.007–1 Technical Equipment Preparation for Air Transport

AAP 7002.008–1B1 to B2 Non–Destructive Inspection Methods General Data

AAP 7002.011 ADF Aircraft Battle Damage Repair Manual

AAP 7002.023(AM1) Dry Breathing Technical Requirements and General Information

AAP 7002.032–1 Welding Theory and Application Operators Manual

AAP 7002.041 Storage of Aircraft and Technical Equipment

AAP 7002.043–36 Non-Destructive Testing General Procedures

AAP 7021.003–1(AM1) Aeronautical Metals—General Data

AAP 7021.005–1 Cleaning and Corrosion Control of Aircraft

AAP 7027.001–1 Inspection and Repair of Aircraft Integral Tanks

AAP 7029.007–3M Aircraft Fuel Cells and Internal/External Tanks

AAP 7045.002–1 ADF Aircraft Wiring and Bonding Manual

AAP 7055.001–99 Liquid and Gaseous Dry Breathing Oxygen Maintenance

AAP 7069.100–7 Aviation Common Ground Support Equipment GZ09 Technical Maintenance Plan

AAP 7090.001–99 Avionics Engineering General Instructions

AAP 7210.009–33 Loading Manual Conventional Weapons Airborne Stores Chinook CH–47D Aircraft



ii

AAP 7210.015–33 Loading Manual Conventional Weapons Airborne Stores Black Hawk S–70A–9 Aircraft

AAP 7210.018–33M Weapons Loading Manual Tiger ARH

AAP 7215.010–3M Preservation of Naval Aircraft (P–3 Orion)

AAP 7222.025–3M(AM1) Protective Flying Helmet Type HGU–55/P

AAP 7222.026–3M(AM1) Oxygen Masks Types P and Q 2000 Series Part Numbers M030889 and M03090

AAP 7226.016–3M(AM1) Life Preserver Vest SECUMAR AUS–2

AAP 7279.008–1 Aerial Recovery of Australian Military Aircraft

AAP 7394.001–2M Australian Defence Force Countermeasures

AAP 7414.019–3M Aircraft Storage Batteries Nickel Cadmium

AAP 7550.001–2M Oxygen Equipment

AAP 7600.001–7(AM1) Common Test and Measuring Equipment GZ10 Technical Maintenance Plan

AAP 7600.001–14 (AM1) Test and Measuring Equipment Calibration Management and Handling Procedures Manual

AAP 7600.500–14M GSE Handling Procedures General Maintenance and Safety Precautions

AAP 7605.014–2M(AM1) Contamination Control Hydraulic Test Rigs and Benches

AAP 7620.118–2M Debris Tester Mk III

AAP 8130.001–9 Air Standardisation Co–ordinating Committee Air

AASTP–2 Manual of NATO Safety Principles for the Transportation of Military Ammunition and Explosives

ABR 4 Manual of Stores Management in the Royal Australian Navy

ABR 10 Sailors' Career Management Manual

ABR 27 RAN Training Policy Manual

ABR 862 Maritime Explosive Ordnance Safety Manual – Revision 3

ABR 2924 Radiation Hazard (RADHAZ) Safety Management Manual

ABR 5150 RAN Aviation Instructions

ABR 5419 Ship Helicopter Operations Manual

ABR 6140 Condition Monitoring Manual

ABR 6303 Navy Safety Systems Manual

ADFP 6.0.3.1 Communications Security Instructions

ADFP 102 Defence Writing Standards

AS 1674 Set 2007 Safety in Welding and Allied Processes

AS 1939 Degrees of Protection Provided by Enclosures for Electrical Equipment

AS 1940–2004 The Storage and Handling of Flammable and Combustible Liquids

AS 2380.1–1989 Electrical Equipment for Explosive Atmospheres – Explosive Protection Techniques – General Requirements

AS 2865:2009 Confined Spaces

AS 3669:2006 Non Destructive Testing – Qualification and Approval of Personnel –Aerospace

AS/NZ 14001:2004 Enviromental Management Systems



iii

AS/NZS 2381 Set:2008 Electrical Equipment For Explosive Gas Atmospheres – Selection, Installation and Maintenance Set

AS/NZS 3000:2007 Electrical Installations

AS/NZS 3100:2009 Approval and Test Specification—General Requirements For Electrical Equipment

AS/NZS 3760:2003 In–Service Safety Inspection and Testing of Electrical Equipment

AS/NZS 60079.10.1–2009 Explosives Atmospheres – Classification of Areas – Explosive Gas Atmospheres

AS/NZS 9001:2008 Quality Management Systems – Requirements

DASM Defence Aviation Safety Manual

DEF(AUST)206F Petroleum Oils and Lubricants Handbook

DEF(AUST)1000C Australian Defence Force Packaging Standard

DEF(AUST)5240D Aviation Turbine Fuel (Military Grades F–34, F–37 and F–44) Specification

DEF(AUST)5695B Petrleum, Oils and Lubricants Manual

DEF(AUST)9000 Storage Life Management of Elastomeric Material For Use In Aircraft, Aircraft Engines and Aeronautical Equipment

DEF(AUST)9022 Requirements for Civilian Personnel Maintaining State Aircraft and Aeronautical Product

DEFLOGMAN Part 2 Vol 2 Defence Fuel Manual

DEOP 103(AM1) Defence Explosive Ordnance Safety Manual (Books 1 to 4)

DEOP 103(AM1) Part 1 Sect 6 Incidents and Defects Involving Explosive Ordnance

DEOP 350.001–001 OTTO Fuel II Safety, Storage and Handling Instructions

DI(A) ADMIN 20–14 Authorisation of Publications For Use in the Army

DI(A) ADMIN 23–2 Management of Reportable Incidents

DI(AF) ADMIN 04–8 Sponsorship and Management of Royal Australian Air Force Workforce Employment Groups

DI(AF) ADMIN 06–1 The System of Orders, Instructions and Publications of the Royal Australain Air Force

DI(AF) ADMIN 06–8 Production and Control of Australian Air Publications

DI(AF) LOG 03–109 Supervision and Inspection of Non–Aircraft Maintenance Operations

DI(AF) LOG 16–12 Management of Explosive Ordnance Activities in the Royal Australian Air Force

DI(AF) LOG 16–13 Management of Explosive Ordnance Safety and Base Armament Services in the Royal Australian Air Force

DI(AF) OPS 01–10 Flight Authorisation and Captaincy

DI(AF) OPS 02–1 Aircrew – Qualifications, Categorisation and Employment

DI(AF) OPS 05–27 Recovery Action—Damaged Aircraft and Airborne Technical Equipment

DI(AF) PERS 04–19 Administrative Sanctions in the Royal Australian Air Force

DI(AF) PERS 05–4 Reclassification of Airman/Airwomen

DI(AF) PERS 05–5 Graded Musterings



iv

DI(AF) PERS 33–26 Suspension Policy and Procedures—Royal Australian Air Force Training Courses

DI(G) ADMIN 0–0–001 The System of Defence Instructions

DI(G) ADMIN 45–2 The Reporting and Management of Notifiable Incidents

DI(G) LOG 04–1–005 International Logistics Agreements and Arrangements

DI(G) LOG 04–3–008 Disposal of Defence Assets

DI(G) LOG 04–3–023 Waste Radioactive Material Preparation and Storage Pending Permanent Disposal

DI(G) LOG 04–3–028 Supply Chain Management of Aeronautical Product

DI(G) LOG 04–5–007 Defence Policy on Reliability, Availability and Maintainability

DI(G) LOG 04–5–009 Materiel Maintenance Policy

DI(N) ADMIN 01–1 Production of Defence Instructions (Navy)

DI(N) LOG 34–3 Safe Handling of Beryllium Substances

DI(N) LOG 59–1 Cadmium—Restrictions and Precautions

DSM Defence Security Manual

EMEI Workshop M019–1 Torque Wrenches

IATA International Air Transport Association Dangerous Goods Regulations

MFPE Manual of Fire Prevention Engineering

NAP 7000.001–2 RAN Air Technical Publication System

NAP 7001.031–1 Technical Maintenance Plans Management and Administration

NAP 7069.001–7 Ground Support Equipment N02Z Technical Maintenance Plan

NATO Standardisation Agreement No 3117

Aircraft Marshalling Signals

OPSMAN 3 Defence Operations Manual—Safety Principles for the Handling of Explosive Ordnance

SAFETYMAN Defence Safety Manual

SI(AC) OPS 5–2 Special Purpose Aircraft Security

TRAMM Technical Regulation of Army Material Management


AAP 7001.059(AM1)B1 Table of Contents

TABLE OF CONTENTS

i

SECTION 1 ADF MAINTENANCE MANAGEMENT FRAMEWORK

CHAPTER 1 Introduction to AAP 7001.059(AM1)

CHAPTER 2 Structure of an ADF AMO

SECTION 2 MAINTENANCE AUTHORISATIONS

CHAPTER 1 Task Authorisations

CHAPTER 2 Maintenance by Aircrew

CHAPTER 3 Task Authorisation of Non-Technical Personnel (Other Than Aircrew)

SECTION 3 MAINTENANCE PROCESSES

CHAPTER 1 Supervision, Inspection and Management of Maintenance and Flight Line Operations within an AMO

CHAPTER 2 Aircraft and Aeronautical Product Servicing

CHAPTER 3 Aircraft and Aeronautical Product Maintenance

CHAPTER 4 Contingency Maintenance and Battle Damage Repair

CHAPTER 5 Maintenance Test Flights

CHAPTER 6 Allotment of Aircraft

CHAPTER 7 Control of Tools and Support Equipment

CHAPTER 8 Foreign Object Control

CHAPTER 9 Engine Ground Runs

CHAPTER 10 Management of Aircraft Explosive Ordnance Maintenance

CHAPTER 11 Deferment of Required Maintenance

CHAPTER 12 Ground Handling and Fuelling Operations

CHAPTER 13 Fatigue Management and Duty/Rest Periods

SECTION 4 MAINTENANCE RECORDING

CHAPTER 1 Authorised Maintenance Data

CHAPTER 2 Recording and Certification of Aircraft and Aeronautical Product Maintenance

CHAPTER 3 ADF Approved Paper Based Recording and Certification System

CHAPTER 4 Aeronautical Life Support Equipment Documentation

CHAPTER 5 Modifications

CHAPTER 6 Special Technical Instructions

SECTION 5 AERONAUTICAL PRODUCT MANAGEMENT

CHAPTER 1 Aeronautical Product

CHAPTER 2 Transfer of Aeronautical Product (Cannibalisation)

CHAPTER 3 Controlled Cryptographic Items Fitted to Aircraft

SECTION 6 REPORTING

CHAPTER 1 Reporting Aviation Safety Occurrences

CHAPTER 2 Report on Aircraft and Aeronautical Product



ii

BOOK 2

SECTION 7 TRAINING

CHAPTER 1 Aerospace Competency Standards

CHAPTER 2 Aviation Trades Assessment Procedures

CHAPTER 3 Competency Based Training and Assessment for Naval Aviation Technicians

CHAPTER 4 Competency Based Training and Assessment for Army Aviation Technicians

CHAPTER 5 Competency Based Training and Assessment for Air Force Aviation Technicians

CHAPTER 6 Reserved

CHAPTER 7 Competency Based Assessment Procedures for Air Force Ground Technical Trades

SECTION 8 SUPPLEMENTARY PROCESSES

CHAPTER 1 ADF VIPER Planning and Scheduling System for Aircraft Servicings

CHAPTER 2 General Aircraft Safety

CHAPTER 3 Occupational Health and Safety (Work Health and Safety effective 01 Jan 2012)

CHAPTER 4 Recovery of Aircraft, Salvage and Disposal of Aeronautical Product

CHAPTER 5 Environmental Policy and Legislated Requirements

CHAPTER 6 Non-Destructive Testing

CHAPTER 7 Non-Destructive Testing Procedures

CHAPTER 8 Management of Training Aids

CHAPTER 9 Ground Support Equipment

CHAPTER 10 Dry Breathing Oxygen Safety, Quality Assurance and Maintenance

CHAPTER 11 Aircraft Welding

CHAPTER 12 Adhesives, Sealants and Jointing Compounds

CHAPTER 13 Condition Monitoring Programs for Propulsion Systems

CHAPTER 14 Aircraft Maintenance Control

CHAPTER 15 Aircraft Compass System Calibration and Compass Swing Sites

CHAPTER 16 Aircraft Cleaning and Corrosion Control

CHAPTER 17 Preparation of Aircraft for VIP Transportation

CHAPTER 18 Preservation of Aircraft for Storage

CHAPTER 19 DSTO Melbourne, Air Vehicles Division Aircraft Forensic Engineering

CHAPTER 20 Maintenance Management Applications

CHAPTER 21 Aviation Petroleum, Oils and Lubricants

CHAPTER 22 Hydraulic Fluid Systems/Equipment


AAP 7001.059(AM1)B1 List of Figures

LIST OF FIGURES

i

Figure No Title Page No

BOOK 1

SECTION 4

3–A1–1 Captains Release 3A1–2

BOOK 2

SECTION 8

13–D–1 Absolute PM 13D–2

13–D–2 Relative PM 13D–2



ii

Blank Page


AAP 7001.059(AM1)B1 List of Tables

LIST OF TABLES

i

Table No Title Page No

BOOK 1

SECTION 2

1–B–1 Classes of Work—Example only 1B–2

SECTION 3

13–1 Normal Duty Periods 4

13–2 Authority for Duty Period Extensions 4

13–3 Authority for Rest Period Reductions 4

13–4 Authority to Increase Consecutive Days Worked 4

SECTION 4

` 3–E–1 Additional Forms and Worksheets Numbering 3E–2

SECTION 6

2–1 Repair Categories 8

BOOK 2

SECTION 8

12–1 Acetic Acid and Alcohol Based Silicon Products 3



ii

Blank Page


COPY

FOR OFFICIAL USE ONLY

AUSTRALIAN DEFENCE FORCE

AUSTRALIAN AIR PUBLICATION

7001.059(AM1)B2

ADF AVIATION MAINTENANCE MANAGEMENT MANUAL

(BOOK 2 OF 2)

Original Date of Issue: 18 May 11

M.D. BINSKIN Air Marshal ADF Airworthiness Authority Issuing Authority Date: 18 May 11

Sponsor: DAVREG File Reference: 2007/1134061


carmelita.martin

Important Notice

RESPONSIBILITIES OF DISTRIBUTEE

AMENDMENTS TO PUBLICATIONS

PUBLICATION MANAGEMENT

1. This publication, although issued as an Australian Air Publication (AAP), is authenticated by the ADF Airworthiness Authority because the content has Tri-Service significance and authority. The single Service markings have been replaced by their Tri-Service equivalents as part of the formation of a proper, structured, binding Defence Publication System for airworthiness, aircraft, aircraft related equipment and other ‘air’ matters under the authority of DI(G) ADMIN 20–31—Defence Aviation Publication Management Policy.

2. Procedures for the management, control and amendment of AAPs are outlined in AAP 5030.001CD—Defence Aviation and Australian Air Publication Systems and Specifications Manual.

Intellectual Property Protection

3. This work is copyright. Apart from any use as permitted under the Copyright Act 1968, no part may be reproduced by any process without prior permission from the Department of Defence. The contents of this publication may also be protected by other Intellectual Property Protection mechanisms, Government to Government Agreements and/or Third Party Transfer restrictions; such as Original Equipment Manufacturer’s Copyright and/or International Traffic in Arms Regulations (ITAR).

Notice to Contractors

4. This publication is issued to Contractors for information only and is to be returned intact on completion of contract to the relevant Commonwealth Contracting Authority.

Special Publication Instructions (SPI) Promulgated Publication Sponsor Changes

5. SPI promulgated publication sponsor changes are to be recorded in the table below:

DATE SPI NO NEW SPONSOR

© Commonwealth of Australia 2011


AAP 7001.059(AM1) IMPROVEMENT PROPOSAL AND REPLY INSTRUCTIONS

INTRODUCTION

1. Correction of AAP 7001.059(AM1)—Aviation Maintenance Management Manual deficiencies depends largely on feedback from the users. Form AO 011–1—AAP 7001.059(AM1) Improvement Proposal and Reply provides a straight forward and readily available method for reporting deficiencies and suggesting AAP 7001.059(AM1) improvements to DGTA–AMMS.

2. Typical deficiencies include:

a. errors on text, figures and tables;

b. omission of procedures;

c. ambiguous or inadequate data;

d. conflict with other authorised maintenance data; and

e. errors in supplementary information.

3. Form AO 011–1 is available on WebForms in an interactive electronic version.

FORM COMPLETION CONSIDERATIONS

4. Form AO 011–1 is NOT intended for reporting errors which affect airworthiness, safety or operational considerations. In these instances, if the Senior Maintenance Manager (SMM) considers that the anomaly has airworthiness, safety or operational implications, independent action must be formally reported in the first instance to the responsible authority, then if necessary to DGTA.

Originator

5. The originator completes Form AO 011–1 stating the deficiency and where applicable, the proposed amendment. Any comments that exceed the space provided should be included as a supplementary document and attached to the form. When the form has been verified and signed by the supervisor, the form must be submitted to DGTA–AMMS through Force Element Group Headquarters (FEGHQ), DMO Contract Authorities (DCA) or equivalent for endorsement and comment. If the form proposes changes to maintenance processes and procedures, the SMM must verify and sign the form. The form must be registered prior to submission. Copies of submitted Form AO 011–1 must not be stored in any AAP 7001.059(AM1) publication.

Form submission

6. In all cases Form AO 011–1 must be sent through the FEGHQ, DCA or equivalent to DGTA–AMMS.

DGTA–AMMS action

NOTE

• Form AO 011–1 acknowledgement from DGTA–AMMS does not constitute an approval to amend AAP 7001.059(AM1).

7. On receipt of Form AO 011–1, DGTA–AMMS must acknowledge receipt of the proposal to the originator and endorsee. The acknowledgement must include the ‘Originator registration’

8. Following initial review DGTA–AMMS must complete Form AO 011–1 Part C—Sponsor action and forward a copy to the originator and endorsee.

9. On closure and incorporation of a proposal, DGTA–AMMS must complete Form AO 011–1 Part D—Sponsor closure and forward a copy to the originator and endorsee.



AL 1 i

LIST OF EFFECTIVE PAGES

NOTE

• When amended, the Defence written portion of the text affected by an AL is identified by amendment indicators detailed in AAP 5030.001CD, Section 4, Chapter 2.

.

Page No AL

PRELIMINARY PAGES

List of Effective Pages *i to ii 1

Notes to Readers *i to ii 1

Table of Contents i to ii 0

List of Figures i to ii 0

List of Tables i to ii 0

BODY MATTER PAGES


CHAPTER 1

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NOTES TO READERS

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This publication, issued as an Australian Air Publication (AAP) is authorised by the ADF Airworthiness Authority as the contents have Tri-Service significance and authority.

This AAP is managed in accordance with AAP 5030.001CD—Defence Aviation and Australian Air Publication Systems and Specifications Manual. Approved Maintenance Organisations must refer to this publication for management of AAPs and for procedures for requesting additional copies.

Personnel at all levels are encouraged to submit recommendations for changes to procedures contained within this publication using Form AO 011–1—AAP 7001.059(AM1) Improvement Proposal and Reply system in accordance with form instructions.

All Form AO 011–1 must be forwarded through the responsible Force Element Group Headquarters (FEGHQ), DMO Contracts Authority (DCA) or equivalent for comment prior to submission to:

AMMS DGTA–ADF Bldg L474–B2–North RAAF Williams LAVERTON VIC 3027

For expediency, Form AO 011–1 may be sent via facsimile to (03) 9256 3377: Attention: AMMS.

This AAP is available in an Alternate Media (AM) to paper. A CD–ROM version can be obtained by contacting the Sponsor. An electronic version may be viewed on the Defence Force Intranet System, and on the Internet at www.defence.gov.au/dgta

This AAP comprises two books.

These books are issued and maintained as a set.

This set comprises the following books:

AAP 7001.059(AM1)B1.

AAP 7001.059(AM1)B2.

Book one contains all applicable Preliminary Pages, including a List of Effective Pages and Amendment Certificate for the set.

Book two contains a List of Effective Pages and other Preliminary Pages applicable to that book only.

All amendments to the set are entered in the Amendment Certificate for the set, which is contained in Book 1.

This publication superseded AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual, Date of Issue 15 Mar 10.

NOTIFICATION

The following is for information only. This publication will reflect the changes under this notification in a future amendment.

As of 01 July 2011:

eDEOP 101—Department of Defence Explosives Regulations replaced:

OPSMAN 3—Defence Operations Manual—Safety Principles for the Handling of Explosive Ordnance and

DEOP 103—Defence Explosive Ordnance Safety Manual.

Aerospace Materiel Systems Program Office (AMSPO) replaced AESSO, SELMU, TELMU and CSSSO to consolidate the management of aerospace common materiel and services to a single point of contact.

As of 01 January 2012: Work Health and Safety Act 2010 (WHS Act) will replace the current OHS Act 1991 in line with the Governments initiative to ‘harmonise’ OHS laws across all Australian States and Territories.



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TABLE OF CONTENTS

i

SECTION 7 TRAINING

CHAPTER 1 Aerospace Competency Standards

CHAPTER 2 Aviation Trades Assessment Procedures

CHAPTER 3 Competency Based Training and Assessment for Naval Aviation Technicians

CHAPTER 4 Competency Based Training and Assessment for Army Aviation Technicians

CHAPTER 5 Competency Based Training and Assessment for Air Force Aviation Technicians

CHAPTER 6 Reserved

CHAPTER 7 Competency Based Assessment Procedures for Air Force Ground Technical Trades

SECTION 8 SUPPLEMENTARY PROCESSES

CHAPTER 1 ADF VIPER Planning and Scheduling System for Aircraft Servicings

CHAPTER 2 General Aircraft Safety

CHAPTER 3 Occupational Health and Safety (Work Health and Safety effective 01 Jan 2012)

CHAPTER 4 Recovery of Aircraft, Salvage and Disposal of Aeronautical Product

CHAPTER 5 Environmental Policy and Legislated Requirements

CHAPTER 6 Non-Destructive Testing

CHAPTER 7 Non-Destructive Testing Procedures

CHAPTER 8 Management of Training Aids

CHAPTER 9 Ground Support Equipment

CHAPTER 10 Dry Breathing Oxygen Safety, Quality Assurance and Maintenance

CHAPTER 11 Aircraft Welding

CHAPTER 12 Adhesives, Sealants and Jointing Compounds

CHAPTER 13 Condition Monitoring Programs for Propulsion Systems

CHAPTER 14 Aircraft Maintenance Control

CHAPTER 15 Aircraft Compass System Calibration and Compass Swing Sites

CHAPTER 16 Aircraft Cleaning and Corrosion Control

CHAPTER 17 Preparation of Aircraft for VIP Transportation

CHAPTER 18 Preservation of Aircraft for Storage

CHAPTER 19 DSTO Melbourne, Air Vehicles Division Aircraft Forensic Engineering

CHAPTER 20 Maintenance Management Applications

CHAPTER 21 Aviation Petroleum, Oils and Lubricants

CHAPTER 22 Hydraulic Fluid Systems/Equipment



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LIST OF FIGURES

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Figure No Title Page No

SECTION 8

13–D–1 Absolute PM 13D–2

13–D–2 Relative PM 13D–2



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LIST OF TABLES

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Table No Title Page No

SECTION 8

12–1 Acetic Acid and Alcohol Based Silicon Products 3



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AAP 7001.059(AM1) Sect 1 Chap 1

1

SECTION 1

CHAPTER 1

INTRODUCTION TO AAP 7001.059(AM1)

Table of Contents INTRODUCTION ............................................................................................................................................. 1 APPLICABILTY OF AAP 7001.059(AM1) ...................................................................................................... 1 WAIVERS TO AAP 7001.059(AM1) ............................................................................................................... 1

Waiver Approval ........................................................................................................................................... 2 Waiver Termination ...................................................................................................................................... 2

LOCAL WAIVERS TO AAP 7001.059(AM1).................................................................................................. 2 PUBLICATION CHANGE PROCESS............................................................................................................. 2

INTRODUCTION

1. AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual does not form part of the suite of documents and publications which includes AAP 7001.053(AM1)—Technical Airworthiness Management Manual which are regulatory in nature. Rather, it is a manual which contains the ADF approved corporate procedures to be used by ADF personnel involved in all areas of maintenance management activities performed on ADF aircraft and aeronautical product. These procedures are promulgated to promote efficiency and consistency of ADF aviation maintenance management and are endorsed by individual Service command authorities. Many of the procedures in this manual have a link to the Technical Airworthiness Regulations (TAREGs) contained in AAP 7001.053(AM1). These links are indicated throughout the publication by endnotes that detail the relevant regulation.

APPLICABILTY OF AAP 7001.059(AM1)

2. All ADF AMOs involved in the maintenance of ADF aircraft and Aeronautical Product must conform to the procedures in AAP 7001.059(AM1) unless a waiver has been granted by the appropriate waiver approval authority.

WAIVERS TO AAP 7001.059(AM1)

3. Where an AMO determines that procedures in AAP 7001.059(AM1) are not appropriate because of Service/AMO/weapon system unique circumstances, and alternate procedures offer benefit to the ADF, that AMO may request a waiver to those procedures.

4. A waiver application must be substantiated fully to ensure that all relevant consequences can be considered carefully by the waiver approval authority. The waiver application must substantiate:

a. why the procedure contained in AAP 7001.059(AM1) is not appropriate for the AMO;

b. the benefits to the ADF in using the alternate procedure, giving particular attention to likely impacts on safety, consistency and organisational efficiency;

c. the interfaces with other ADF corporate management solutions remain unaffected by the alternate procedure, including but not limited to procedures in the following manuals:

(1) AAP 7001.038(AM1)—Maintenance Requirements Determination Manual;

(2) AAP 7001.055(AM1)—Support and Test Equipment Through Life Support Manual;

(3) AAP 7001.060 Series—CAMM2 Management Manuals;

(4) Electronic Supply Chain Manual (ESCM); and

(5) Defence Safety Manual (SAFETYMAN).

d. the alternate procedure is compliant with applicable TAREGs, or if not compliant, seek a separate exemption to the applicable TAREG1; and

e. the duration of the waiver, and any action being taken to resolve the circumstances upon which the waiver has been granted. Enduring waivers must not be granted. If the circumstances are expected to endure beyond a two year period the provisions for the waiver must be considered for inclusion in AAP 7001.059(AM1).



2

Waiver Approval

5. Applications for waiver to procedures that have links to TAREGs, indicated by endnotes that detail the relevant TAREG, require DAVCOMP endorsement prior to approval by the respective waiver approval authority. Applications for waiver to procedures that have no link to the TAREGs may be approved by the relevant approval authority without consultation with DGTA–ADF.

6. All waiver applications must be registered and filed appropriately by the originating AMO and forwarded to the relevant waiver approval authority, as follows:

a. Navy: FAEO (HQFAA);

b. Army: BAMO (HQ 16 AVN BDE); or

c. Air Force: DLC/CLC appointments within the relevant FEGHQ.

7. Where a waiver is approved the AMO must update their Maintenance Management Plan (MMP) to include details of the waiver approval2. A copy of the approved waiver must be forwarded to DAVREG within 10 working days. Army and Air Force AMOs must also send ‘for information’ copies to SO1 AVN MAINT or DDMAINT, respectively. DAVREG–DGTA will maintain a register of all waiver applications and approvals. The waiver register can be found on the DGTA–ADF website: http://intranet.defence.gov.au/dgta/. In cases where a proposed alternate solution has general application and would benefit all AMOs, DAVREG will propose amendment of the AAP 7001.059(AM1).

Waiver Termination

8. FEGHQ must be advised in writing by the AMO when the grounds for waiver no longer apply or the waiver approval has expired. FEGHQ must terminate a waiver where continued approval of the waiver adversely affects the airworthiness of the aircraft. Subsequently, the FEGHQ is to inform DAVREG–DGTA when the above situations occur.

LOCAL WAIVERS TO AAP 7001.059(AM1)

9. AAP 7001.059(AM1) also provides some level of flexibility for AMOs to approve local waivers where the authorised roles and responsibilities of technical personnel need to be varied to meet an urgent operational requirement. Local waiver provisions are limited to discrete procedures and circumstances, as described in Section 2 Chapters 1 and 2, and Section 3 Chapter 1.

PUBLICATION CHANGE PROCESS

10. A meeting of senior Service stake holders met with DGTA in February 2010 and resolved that DAVREG is an appropriate sponsor of AAP 7001.059(AM1) in the absence of a tri-service maintenance governance representative. The Service representatives agreed that, while the Services should endorse the content, the sponsor is the approval authority. Individual Service command authority has been delegated to the following Service representatives to endorse proposed changes to AAP 7001.059(AM1):

a. Navy: FAEO (HQFAA).

b. Army: SO1 AVN MAINT (HQ FORCOMD).

c. Air Force: DDMAINT (HQAC).

11. DAVREG is committed to the continuous improvement of AAP 7001.059(AM1). AMO personnel at all levels are encouraged to submit recommendations to improve the publication by submitting Form AO 011–1— AAP 7001.059(AM1) Improvement Proposal and Reply in accordance with the form instructions. To facilitate the efficient processing of change requests and to ensure the submissions reflect the corporate view of the parent organisation, all change proposals must be forwarded to the originators FEGHQ, DCA or equivalent for endorsement prior to submission.



3

12. Endorsed change proposals are to be submitted to Aircraft Maintenance Management Systems (AMMS), DGTA–ADF, via one of the methods detailed below:

a. email: [email protected]

b. fax: 03 9256 3377

c. mail:

AMMS DGTA–ADF Bldg L474–B2–Nth RAAF Williams LAVERTON VIC 3027

13. Upon receipt of a completed Form AO 011–1 at DGTA–ADF, a thorough review will be performed including an assessment of risk. If the proposed change is determined to have the potential to alter the current aviation maintenance management practices of the wider defence community, the change proposal will be forwarded to the following representatives for endorsement prior to approval by DAVREG:

a. DGTA–ADF: DD AMMS;

b. Navy: FAEO (HQFAA);

c. Army: SO1 AVN MAINT (HQ FORCOMD); and

d. Air Force: DDMAINT (HQAC).

14. The above representatives are collectively referred to as the AAP 7001.059(AM1) User Requirements Group, or 059URG, which provides Service endorsement of proposed changes to AAP 7001.059(AM1) prior to approval by the publication sponsor (DAVREG). Specifically, the 059URG:

a. Is aware of the scope of each amendment throughout its development via exposure to the amendment schedule.

b. Directly affects the future content of AAP 7001.059(AM1) through review and endorsement of individual change proposals with the potential to widely affect ADF aviation maintenance practices. Editorial and minor change proposals with minimal impact on aviation maintenance management practices will usually be approved by the publication sponsor without 059URG endorsement.

c. Reviews waivers approved by all ADF aviation FEGs to promote awareness and identify opportunities for permanent changes to AAP 7001.059(AM1).

1 TAREG 4.2.1 2 TAREG 4.4.1



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1

SECTION 1

CHAPTER 2

STRUCTURE OF AN ADF AMO

Table of Contents INTRODUCTION ............................................................................................................................................. 1 KEY APPOINTMENTS IN AN ADF APPROVED MAINTENANCE ORGANISATION .................................. 1

Commanding Officer .................................................................................................................................... 1 Quality Manager ........................................................................................................................................... 2 Senior Engineering Officer ........................................................................................................................... 2 Warrant Officer or Warrant Officer Engineering ........................................................................................... 2

OTHER ENGINEERING AND SENIOR TECHNICAL APPOINTMENTS....................................................... 2 Engineering Officers..................................................................................................................................... 2 Maintenance Coordinator/Hangar Artificer................................................................................................... 2 Shift Supervisor/Flight Line Supervisor ........................................................................................................ 2

TECHNICAL ROLES INVOLVED IN CONDUCTING A MAINTENANCE TASK........................................... 2 Annexes .......................................................................................................................................................... 2 A. Example AMO Organisational Structure B. Responsibilities of Key Management Appointments

INTRODUCTION

1. AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual establishes a common approach to aircraft maintenance management across the ADF for purposes of safety, consistency and organisational efficiency. Although the organisational structure of each ADF Approved Maintenance Organisation (AMO) will differ significantly, and be promulgated in the AMOs Maintenance Management Plan (MMP), the procedures within this publication are based on the common and indicative organisational structure in Annex A.

2. The purpose of this chapter is to define the roles and responsibilities of key appointments in an ADF AMO, and explain how other engineering and senior technical appointments might assist with the management of organisational activities.

KEY APPOINTMENTS IN AN ADF APPROVED MAINTENANCE ORGANISATION

3. An ADF AMO has the following key management appointments:

a. Commanding Officer (CO);

b. Quality Manager (QM);

c. Senior Engineering Officer (SEO); and

d. Warrant Officer or Warrant Officer Engineering (WOE).

4. The exact title for these appointments will vary for different ADF AMOs and Commercial AMOs. The purpose of including these generic key appointments in the manual is to:

a. Simplify references in this manual to one key appointment, rather than use Army, Navy and Air Force unique titles;

b. Recognise that the number of key appointments in an ADF AMO exceeds that required in AAP 7001.053(AM1)—Technical Airworthiness Management Manual; and

c. Highlight that these key appointments have other governance responsibilities that may be greater than those specified in the technical airworthiness regulations.

Commanding Officer

5. In addition to normal command responsibilities, the CO is required to discharge the responsibilities of the Senior Executive as referenced in AAP 7001.053(AM1) Technical Airworthiness Regulation 4. 4. 1a(1)1. In order to do so the CO must seek objective evidence from the QM and Senior Maintenance Manager (SMM).

6. Annex B provides a list of the specific responsibilities to be discharged by the CO in an ADF AMO.



2

Quality Manager

7. The QM is responsible for establishing and maintaining a Quality Management System that is based on AS/NZS 9001:2008—Quality Management Systems – Requirements in accordance with regulations and guidance contained AAP 7001.053(AM1)2.

8. Annex B provides a list of the QM responsibilities specifically related to governance of an ADF AMO.

Senior Engineering Officer

9. In addition to other responsibilities placed on SEOs by the chain of command, the SEO is required to discharge the responsibilities of the SMM as specified in AAP 7001.053(AM1). In the capacity of SMM, the SEO is responsible for the conduct of all maintenance activities within the AMOs authorised scope and level3.

10. Annex B provides a list of SMM responsibilities, which is inclusive of the specific SMM responsibilities in the technical regulations.

Warrant Officer or Warrant Officer Engineering

11. As the senior technical non-commissioned officer, the Warrant Officer/WOE is a key appointment in an ADF AMO. This appointment plays an important role in maintaining technical standards and mastery within the AMO: exercising maintenance authorisations and delegations as authorised by the SEO; and providing advice and direction to maintenance personnel within the AMO, including junior engineering officers as appropriate.

OTHER ENGINEERING AND SENIOR TECHNICAL APPOINTMENTS

12. To enable an AMO to effectively manage its organisational activities, other engineering and senior technical appointments might be established to exercise delegations of authority from the SEO4. Examples of these appointments may include:

a. Engineering Officers,

b. Maintenance Coordinator/Hangar Artificer, and

c. Shift Supervisor/Flight Line Supervisor.

Engineering Officers

13. Engineering officers within an AMO undertake activities and duties to gain an understanding and appreciation for the application of maintenance within the technical airworthiness framework. They exercise SMM delegations and may have personnel and resource management responsibilities5.

Maintenance Coordinator/Hangar Artificer

14. The Maintenance Coordinator/Hangar Artificer is involved in maintenance work flow scheduling, taking into account servicing requirements and operational tasking requirements.

Shift Supervisor/Flight Line Supervisor

15. The Shift Supervisor/Flight Line Supervisor appointments undertake supervisory activities to support maintenance work flow.

TECHNICAL ROLES INVOLVED IN CONDUCTING A MAINTENANCE TASK

16. The roles and responsibilities of the Maintenance Manager, Trade Supervisor and Tradesperson have been explicitly excluded from this chapter because they are more concerned with management and conduct of a discrete maintenance task, rather than the general management of organisational activities. The example AMO organisation structure in Annex A shows how these roles are related to managerial appointments in an ADF AMO.

Annexes:

A. Example AMO Organisational Structure B. Responsibilities of Key Management Appointments 1 TAREG 4.4.1a 2 TAREG 4.5.2 3 TAREG 4.5.1 4 TAREG 4.5.1e and TAREG 4.5.3 5 TAREG 4.5.1e and TAREG 4.5.3


AAP 7001.059(AM1) Annex A to Sect 1 Chap 2

2A–1

EXAMPLE AMO ORGANISATIONAL STRUCTURE

Commanding Officer

Senior Engineering

Officer Engineering

Officer

Maintenance Coordinator

Warrant Officer / Warrant Officer

Engineering

Quality Manager

Flight Line Supervisor

Shift Supervisor

Maintenance Manager

Trade Supervisor

Tradesperson

Independent Inspector

AMO Technical Roles

AMO Appointments



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AAP 7001.059(AM1) Annex B to Sect 1 Chap 2

2B–1

RESPONSIBILITIES OF KEY MANAGEMENT APPOINTMENTS

COMMANDING OFFICER

1. The responsibilities of the CO include:

a. approving the issue of the AMO MMP;

b. attesting that the Maintenance Management System (MMS) accurately reflects the AMOs actual management and maintenance related practices;

c. confirming all maintenance activities undertaken by the AMO can be carried out in accordance with applicable Technical Airworthiness Regulations; and

d. resolving any issues which affect the ability of the AMO to provide the approved scope and level of maintenance.

SENIOR MAINTENANCE MANAGER

2. The responsibilities of the SMM include:

a. the management and implementation of the AMOs MMP;

b. ensuring the AMO complies with the requirements of the Occupational Health and Safety (Commonwealth Employment) Act 1991 (‘Work Health and Safety Act 2010’ effective 01 Jan 2010);

c. advising either FEGHQ or DCA (through the CO) of the effect on safety or operational effectiveness if:

(1) the provisions of AAP 7001.059(AM1) cannot be met; or

(2) the availability of authorised personnel is insufficient to meet the requirements of the AMOs approved scope and level of maintenance;

d. ensuring that all maintenance is adequately resourced and conducted to approved standards, methods and practices;

e. documenting and managing a system of training, qualifications, formal assessment, authorisations and periodic reassessment of AMO and operations staff, for the approved scope and level of AMO maintenance;

f. ensuring that only authorised individuals conduct, supervise or inspect maintenance tasks;

g. ensuring adherence to engineering standards and practices including safety precautions;

h. the organisational control and planning of all AMO maintenance activities;

i. promulgating maintenance work duty time limits;

j. ensuring that maintenance activities are performed and inspected in accordance with authorised maintenance data;

k. ensuring an auditable certification identity system is maintained for all maintenance personnel;

l. the administration, recording and certification of documentation related to AMO provided maintenance and support;

m. assessing the standard of work within all AMO work areas and implementing improvements where appropriate;

n. establishing and maintaining a FOD control program;

o. appointing SMM delegates as required;

p. the ongoing airworthiness of AMO aircraft and/or aeronautical product;

q. maintaining the approved configuration of AMO aircraft and/or aeronautical product; and

r. monitoring the materiel state of AMO aircraft, aeronautical product, ground support and survival equipment used by the AMO.



2B–2

3. Some AMOs, by virtue of the approved scope and level of maintenance, may require the SMM to have additional responsibilities, including, but not limited to:

a. the monitoring, authorisation, delegation and support of detached aircraft, personnel and maintenance activities;

b. carrying out the duties of custodian for all aircraft and aeronautical product, which includes:

(1) effecting transfer of all aircraft, aeronautical product, ground support and handling equipment allotted to or taken on charge by the AMO;

(2) ensuring aircraft and aeronautical product allotted to or taken on charge by the AMO is correct;

(3) the actual custody, material state, handling and safeguarding of aircraft, aeronautical product, associated AGSE and handling equipment allotted to or taken on charge by the AMO;

(4) maintaining the accounting, maintenance records and associated documentation of all aircraft, aeronautical product, associated ground support and handling equipment allotted to or taken on charge by the AMO; and

(5) ensuring that through local instructions, processes which cause regular and methodical monitoring of the accuracy of the aircraft documentation are in place.

c. National Aerospace Competency (or equivalent) journal progression of AMO Tradespersons; and

d. certifying and approving deferred maintenance including:

(1) Carried Forward Unserviceabilities (CFU); and

(2) Maintenance Interval Extension Requests (MIER).

Delegation of SMM Authority

4. The SMM may delegate part of their authority to another individual where that action is stated as ‘SMM or delegate’ within this publication. However, while the delegate may be held accountable for their actions as delegate, the SMM retains overall responsibility for all decisions made by the delegate. The AMO must detail in its MMP the process by which delegation will be granted. The process must detail as a minimum:

a. the circumstances surrounding the delegation and any conditions placed upon it;

b. required minimum qualifications, training and experience;

c. considerations by the SMM on the delegates suitability, emphasising the delegates required personal qualities and their appreciation of the consequences of inappropriate use of delegated authority, particularly a decision to authorise unfit maintenance personnel; and

d. formal assessment details, including any mandatory interview requirements.

5. Positions within the AMO that may be considered for delegation of SMM authority may include but are not limited to:

a. Warrant Officer/WOE;

b. Engineering Officer;

c. Responsible Engineering Officer (REO); and

d. QM.

6. To document this delegation the SMM must provide written authority to the delegate, detailing the scope, level and duration of the delegation.

QUALITY MANAGER

7. The QM is accountable to the CO for all Quality matters within the AMO. The QM is responsible for:

a. maintaining the AMOs Quality system in accordance with Technical Airworthiness Regulations;

b. planning and conducting internal quality audits;

c. management and control of quality documentation;



2B–3

d. management of the corrective and preventive action processes arising from any non-compliance and non-conformance issued against the AMO; and

e. monitoring the system to determine where improvements can be made to business and maintenance practices within the AMO, and recommending actions to improve the effectiveness of those practices.



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1

SECTION 2

CHAPTER 1

TASK AUTHORISATIONS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 AUTHORISATIONS......................................................................................................................................... 1

Delegation of SMM Authority ....................................................................................................................... 2 Cross-Trade/Category Employment............................................................................................................. 2 Tradesperson Classes of Work.................................................................................................................... 2

TASK AUTHORISATION REQUIREMENTS.................................................................................................. 2 Management of Off the Job Training............................................................................................................ 3

TASK AUTHORISATION PROCESS ............................................................................................................. 3 Initial Assessment ........................................................................................................................................ 3 Recording of Authorisation ........................................................................................................................... 3 Periodic Review............................................................................................................................................ 4 Re-assessment for Re-authorisation............................................................................................................ 4 Withdrawal of Authorisations........................................................................................................................ 4 Recognition of Authorisations by Other AMOs............................................................................................. 4

AUTHORISATION OF MENTORS AND SELF CERTIFYING MAINTAINERS.............................................. 5 Mentors......................................................................................................................................................... 5 Self Certifying Maintainers. .......................................................................................................................... 5

LOCAL WAIVER PROVISION FOR MAINTENANCE PERSONNEL ............................................................ 5 Annexes .......................................................................................................................................................... 6 A. Mandatory Formal Off The Job Training Requirements for Technical Maintenance Activities B. Tradespersons Classes of Work

INTRODUCTION

1. Task authorisation is the legal authority that, when granted, allows a person to perform and certify for a specified maintenance task. Task authorisation is granted in recognition that the person has completed the prerequisite training and demonstrated competency in performance of the task, as well as displaying the required personal qualities appropriate to task and role.

2. This chapter prescribes the task authorisation requirements for aircraft and aeronautical product maintenance, in support of ADF Technical Airworthiness Regulations:

a. 4. 5. 1—Senior Maintenance Manager; and

b. 4. 5. 3—Maintenance Personnel.

AUTHORISATIONS

3. Maintenance personnel must be authorised, or mentored by an authorised person, to perform maintenance on aircraft and aeronautical product. The Senior Maintenance Manager (SMM) is responsible for the authorisation of all Approved Maintenance Organisation (AMO) maintenance personnel to perform and certify technical maintenance tasks on aircraft and aeronautical product1.

4. The SMM must be satisfied that personnel who are required to perform and certify maintenance on aircraft and aeronautical product have the qualifications, training, experience and attitudes to reliably and competently perform these duties to the required standards2. Once satisfied maintenance personnel meet these requirements, the SMM or delegate may authorise them to perform and certify appropriate levels of work within the AMOs Scope and Level of maintenance.

5. Task/Trade Proficiency. Task/Trade proficiency is the combination of the attainment of a prescribed level of underpinning knowledge (training/qualification), skills (competency) and attitude, but does not authorise personnel to perform and certify the work indicated by the task/trade proficiency.



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Delegation of SMM Authority

6. The SMM may delegate the authority for authorisation of personnel who plan, perform, supervise, inspect, and certify maintenance3. The scope of any delegations must be clearly described in terms of the function being authorised, eg Trade Supervisor (TS), Independent Inspector (II), Maintenance Manager, (MM) and any associated limits or conditions, eg a particular trade group. The system for assessing and authorising personnel as SMM delegates for the purpose of granting task authorisation must be documented in a local instruction meeting the requirements of Section 1 Chapter 2—Structure of an ADF AMO4. The instruction must detail as a minimum:

a. any positions within the AMO that may be considered suitable for delegation,

b. particular circumstances under which it is acceptable to use a delegate, eg authorising experienced personnel from a different aircraft type.

c. the minimum required experience level of the delegate, and

d. a method of assessment which must include:

(1) demonstration of comprehensive understanding of the roles for which the delegate is authorising personnel,

(2) assessing the personal qualities of a potential delegate, and

(3) demonstration of a thorough understanding of the AMOs maintenance management system.

Cross-Trade/Category Employment

7. The SMM or delegate may authorise maintenance personnel as a Tradesperson or II for maintenance tasks outside their own aviation trade/category provided:

a. they are qualified on the aircraft type or aeronautical product in their own trade/category;

b. they have completed an out-of-trade Equipment Application Course (EAC)/On the Job Experience (OJE) and/or demonstrated to the satisfaction of the SMM, the knowledge and practical experience required to perform the additional work; and

c. they have completed mandatory Off the Job Training (OffJT), if applicable, in accordance with paragraph 11.

8. Occupational Health and Safety (OHS) awareness is a mandatory prerequisite for all technical employment. Training is included in all basic trade courses to the extent required by the normal employment profile for the trade or mustering. Particular consideration must be given to OHS issues and training when employing personnel outside their primary qualification.

Tradesperson Classes of Work

9. Personnel may hold a Classes of Work authorisation on the aircraft type or aeronautical product group/systems. Classes of Work are linked to task authorisations in that they allow for progressive authorisation of tradespersons and provide AMOs with increased efficiency in allocation of maintenance tasks. Classes of Work are awarded according to the training and experience of personnel and this relates to the level of work for which they may be assigned responsibility. Examples of definitions of the levels of work are detailed in Annex B.

TASK AUTHORISATION REQUIREMENTS

10. To satisfy the requirements necessary for authorisation of any task, maintenance personnel must be assessed as meeting the task/trade proficiency requirements which include5:

a. core trade training and skill (competency) applicable to the applicants Service employment/job category;

b. appropriate application courses on the aircraft or aeronautical product, which may include but is not limited to:

(1) applicable aircraft type or aeronautical product training, and

(2) required safety course.

c. required mandatory OffJT as required in accordance with paragraph 11;

d. required OJE; and

e. a locally developed formal system of assessment for authorisation.



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Management of Off the Job Training for Maintenance Personnel

11. For all maintenance activities involving oxygen systems, egress systems and explosive ordnance there is a mandatory requirement for completion of formal OffJT prior to undertaking OJE leading to task authorisation. Mandatory formal OffJT requirements are defined in Annex A of this chapter.

TASK AUTHORISATION PROCESS

12. In authorising maintenance personnel to perform and certify work, the SMM or delegate must6:

a. acknowledge that the person has the technical and administrative qualifications required to perform and certify the work covered by the authorisation,

b. acknowledge that the person exhibits the competence and personal attributes to reliably and consistently perform the duties to the standard required, and

c. charge the person with responsibility for consistently achieving the required standards in performing the prescribed duties.

13. Maintenance personnel who are not task authorised cannot fulfil the aircraft maintenance documentation certification requirements of Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance in any capacity. Personnel must only perform maintenance on aircraft and aeronautical product when:

a. they have the appropriate qualifications and are authorised by the SMM or delegate; or

b. they are being mentored by a task authorised person, who has been promulgated as a mentor, on tasks leading to task authorisation.

Initial Assessment

14. An assessment must demonstrate to the SMM or delegate that the person to be authorised has the ability to reliably, consistently and competently perform the duties and responsibilities of the task for which they are to be authorised7. This includes:

a. the persons understanding of technical airworthiness management;

b. trade-related knowledge of the aircraft, aircraft systems and aeronautical product; and

c. understanding of both AAP 7001.059(AM1) and local instructions.

15. MMs, IIs, Self Certifying Maintainers (SCMs) and TSs must successfully complete a formal board prior to authorisation.

16. The SMM is responsible for promulgating an instruction detailing the system of authorisation which must include as a minimum8:

a. Selection criteria for task authorisation eligibility. For example, selection criteria may include type-specific courses, type experience, and the procedures for initial assessment and reassessment.

b. The method by which the assessment will be conducted, either written and/or orally, for each authorisation level.

c. The composition of the formal authorisation board.

17. The SMM or delegate must ensure that records of assessment, leading to task authorisation, are held by the AMO9.

Recording of Authorisation

18. On successful completion of an assessment or formal authorisation board, the SMM or delegate as appropriate must authorise all maintenance personnel by annotating the scope of their responsibilities in an approved record of training and employment document10. Examples of approved record of training and employment documents include, but not limited to:

a. Navy ‘A’ Card;

b. Army Aviation Technical Trade Record (AATTR);

c. RAAF Record of Training and Employment Document (RAAF RTE);

d. Patriot Excalibur (PEX) Web - based Data System;

e. PMKeyS; and



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f. equivalent civilian documents.

19. Task authorisations for maintenance personnel who do not have a record of training and employment document must be recorded in accordance with local instructions. Other authorisations such as jacking supervisor or engine runner are to be recorded either in the record of training and employment document or in accordance with local instructions.

Periodic Review

20. The performance of aviation maintenance personnel must be formally reviewed by the SMM or delegate annually to ensure standards are maintained. These checks may be without notice and are designed to ensure that personnel continue to:

a. carry out their work in accordance with appropriate authorised maintenance data, and are using the correct tools, support equipment and material in the correct manner;

b. competently perform any maintenance for which they are qualified and may be required to perform;

c. understand, and have access to authorised maintenance data and instructions relevant to the work being performed; and

d. observe the responsibilities regarding their signatory qualifications.

21. The above checks must be carried out on a periodic basis not exceeding 12 months. Checks can be carried out more frequently at the discretion of the SMM. An auditable record of the checks is to be maintained.

Re-assessment for Re-authorisation

22. SMM or delegate must re-assess and re-authorise maintenance personnel on a periodic basis not exceeding 12 months11. Re-assessments do not necessarily need to be performed to the same depth as the initial assessment, an abbreviated re-assessment may be conducted provided there has been:

a. little to no change to scope and level of the initial authorisation, and

b. no observed change in personal work habits or attitude.

23. Lapse of Authorisation. Authorisations which lapse because of currency criteria preclude the performance of such duties until re-authorised; however, personnel may still perform maintenance under a mentor until formally re-authorised.

Withdrawal of Authorisations

24. Authorisations must be withdrawn when an SMM or delegate is not confident that maintenance personnel are reliably and consistently performing the duties to the standard required. In the case of withdrawal, the person must be advised and counselled immediately, and notified in writing within seven days. The written notification should outline the reason(s) for the withdrawal, any additional training requirements and the area(s) in which the person must gain competence prior to applying for re-authorisation. Withdrawal of authorisation is to be annotated in the person’s record of training and employment document.

25. In the event that authorisations are withdrawn, the person may be unable to perform the work required of the rank. Administrative action or employment in alternative duties may therefore need to be considered, in accordance with applicable service instructions.

Recognition of Authorisations by other AMOs

26. AMO maintenance personnel may be employed at another AMO without the requirement for task re-authorisation. The recognition of authorisations by other AMOs is only permissible when:

a. AMOs are maintaining the same aircraft or the same aeronautical product type, and

b. there is a FEG level instruction describing how authorisations are recognised and which details as a minimum:

(1) the process to be followed,

(2) assessment criteria, if any, and

(3) how recognised authorisations are documented.



5

AUTHORISATION OF MENTORS AND SELF CERTIFYING MAINTAINERS

Mentors

27. Personnel who are gaining experience leading to achievement of aviation trade competencies and/or task authorisation must work under the oversight of a task authorised person acting in the capacity of a mentor.

28. For mentoring of non-task authorised maintenance personnel, the minimum experience requirement for the mentor is 12 months experience as a Tradesperson and the mentor must be able to carry out the mentor responsibilities as defined in Section 7 Chapter 2—Aviation Trades Assessment Procedures. Due to significant differences between Service trade structures, additional levels of experience for mentor’s post-task authorisation may be specified by the SMM, FEGHQ or Service based on individual task proficiency requirements. The SMM or delegate must promulgate suitable mentors within the AMO. There is no requirement to promulgate mentors who are of the rank of CPL or above due to their level of professional development.

29. Mentor Responsibilities. A mentor is responsible for the entire task and acts as the task authorised person for the certification requirements of the task. When mentoring a person performing a maintenance task, mentors are to provide continuous oversight and provide direction when necessary during the performance of the task. The person being mentored is acting as an extension of the task authorised person during the conduct of the task. The mentor may provide mentoring to multiple non-task authorised persons where the nature of the maintenance task is such that multiple non-task authorised persons can be sufficiently involved in the task to claim experience.

30. Mentoring in no way diminishes the responsibility for the performance of the maintenance task by the task authorised person who is acting as the mentor. If there is any doubt in the task authorised persons mind about the standard of maintenance conducted by the non-task authorised person(s), then the aircraft system/item should be considered unserviceable and the maintenance conducted again to meet the prescribed standard.

Self Certifying Maintainers

31. A SMM or delegate may authorise a TS as an SCM. SCMs may be authorised by the SMM or delegate to fulfil the roles of both the Tradesperson and TS on a maintenance task. Although authorised as a SCM to perform self certifying maintenance, personnel may still be utilised to carry out normal Tradesperson or TS roles. SCM authorisation is not intended for widespread application due to the potential impact to technical airworthiness introduced by the physical removal of a person from the conduct of the maintenance task.

32. Selection criteria for SCM authorisation must include, as a minimum:

a. the minimum time period of experience required as a TS;

b. a demonstrated understanding of Maintenance Supervision and Inspection (MSI) implications of performing the SCM role; and

c. the completion of advanced type and system-specific courses, as applicable.

33. Authorisation to perform self certifying maintenance is to be limited to tasks for which personnel have previously held authorisations as a Tradesperson and TS. The SMM or delegate must authorise a SCM for a defined scope and specific time period or operational activity.

34. A SCM may mentor a non-task authorised Tradesperson on tasks for which the SCM has been authorised.

NOTE

• SCM authorisation must not extend to any tasks involving Explosive Ordnance.

LOCAL WAIVER PROVISION FOR MAINTENANCE PERSONNEL

35. Where it has been determined that it is essential to restore an aircrafts mission capability to satisfy urgent operational requirements, maintenance personnel may be required to perform, supervise and/or inspect a maintenance task for which they have not been formally assessed competent. As an example, this requirement may occur in a declared contingency or remote operation, where authorised maintenance personnel are unavailable and there is an urgent operational requirement to carry out maintenance on the aircraft.

36. The intention of a local waiver is to permit an aircraft to meet a specified operational task and/or to be recovered to a base where re-examination and certification by appropriately authorised maintenance personnel is required prior to the release of the aircraft for further flight.



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37. Before granting a local waiver authorisation the following issues must be considered:

a. the nature of the maintenance task, ie task difficulty, airworthiness or mission capability related, and the functions (perform, supervise, or inspect) to be performed;

b. current maintenance related knowledge and experience of the person who must carry out the required task;

c. evaluation of the information and advice received from the person with respect to the task to be carried out;

d. the Authorising Officer (AUTHO), eg Flight Commander, Ships Captain, and SMM or delegate of the applicable AMO are satisfied that the personnel carrying out the maintenance have the required level of knowledge and skill to complete the task to the required standard;

e. ensuring the personnel have confidence in their own abilities to carry out the proposed task based on their current qualifications, training and experience;

f. the risks, eg airworthiness, personnel safety, and equipment damage, associated with incorrect performance of the task;

g. the availability of the required logistics support; and

h. the feasibility of providing authorised personnel to complete the task.

38. Approval Authority. The approval of both the AUTHO and the SMM or delegate must be obtained before maintenance personnel are authorised to carry out the required task(s).

39. Once a joint decision has been made by the AUTHO and the SMM or delegate to proceed with the proposed maintenance, the SMM or delegate must authorise the maintenance personnel involved to carry out the task.

40. The SMM or delegate must document the specific authorisation applicable to the maintenance personnel carrying out the task and any caveats associated with that authorisation. When documenting the authorisation the SMM or delegate must record the decision-making processes, including the risk assessment and all the considerations, leading to the authorisation.

Annexes:

A. Mandatory Formal Off The Job Training Requirements for Technical Maintenance Activities B. Tradesperson Classes of Work 1 TAREG 4.5.3b 2 TAREG 4.5.3c 3 TAREG 4.5.3b 4 TAREG 4.5.3b 5 TAREG 4.5.3c 6 TAREG 4.5.3b,c,d 7 TAREG 4.5.3b,c,d 8 TAREG 4.3.2a(2)(ii) and TAREG 4.5.3f 9 TAREG 4.5.3f 10 TAREG 4.5.3f 11 TAREG 4.5.3e



1A–1

MANDATORY FORMAL OFF-THE JOB TRAINING REQUIREMENTS FOR TECHNICAL MAINTENANCE ACTIVITIES

1. This annex specifies the formal mandatory pre-requisite training requirements for maintenance personnel prior to undertaking OJE for EO, Egress, Safety, Survival and Oxygen System maintenance.

2. Commanding Officers (COs) and SMMs may specify additional mandatory formal training requirements for weapon system specific safety and maintenance requirements.

MANDATORY FORMAL TRAINING REQUIREMENTS

3. The following have mandatory formal training requirements for specific maintenance activities:

a. Explosive Ordnance. For EO and related aircraft maintenance, other than egress system maintenance and safety and distress pyrotechnics inspection and handling, completion of the relevant weapons system EO fitter course is mandatory prerequisite training before subsequent Weapon System specific EO training. For Navy/Army, maintenance of EO within jettison systems requires completion of the Avionics Technician Course.

b. Egress Systems. Egress system maintenance, other than basic making safe functions, requires completion of type specific egress system courses as specified by individual AMOs.

c. Safety and Survival, and Distress Pyrotechnics. Safety and Survival, and Distress Pyrotechnics inspection and handling requires completion of the ALSFITT Safety and Survival Distress Pyrotechnics Course.

d. Oxygen System Replenishment. Oxygen system replenishment requires completion of the oxygen system replenishment phase of the Avionics Technician Course, or equivalent.

e. Aircraft Oxygen Systems and Oxygen Ground Support Equipment. Maintenance inspection of aircraft oxygen systems and oxygen ground support equipment, other than component removal and installation requires completion of the oxygen system maintenance inspection phase of the Avionics Technician Course, or equivalent.

f. Oxygen System Component Removal and Installation. Oxygen system component removal and installation requires the completion of the oxygen system removal and installation phase of the Avionics Technician Course.



1A–2

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1B–1

TRADESPERSON CLASSES OF WORK 1. Maintenance processes and actions may be categorised into classes of work to provide AMOs with greater efficiency in allocation of maintenance tasks on aircraft and aeronautical product. These classes of work are linked to task authorisations in that they allow for progressive authorisation of tradespersons.

2. Recognising that different work environments offer different task opportunities, there is no prescribed set of standard tasks to be accomplished before the award of each class of work to a tradesperson. Where an AMO chooses to categorise their maintenance processes and actions into classes of work, each AMO is to promulgate suitable processes and standards for gauging the readiness of individual tradespersons for the award of authorisation based on the descriptions defined in Table 1–B–1—Classes of Work – Example only.

3. Class Authorisations. Class authorisations are awarded by the SMM to tradespersons in recognition of individually assessed competency achievements.

4. SMMs may authorise tradespersons to be Class FS/1/2/3. For the purpose of efficiency and resource management the SMM may also further divide the Classes FS/1/2/3 into selected systems based on the completed Competency Units and authorise them accordingly.

5. Class Flight Servicing (FS). To be authorised FS, personnel must have successfully completed or have recognition of prior learning of the following:

a. Initial Technical Training (ITT);

b. Flight Servicing Course;

c. the applicable Equipment Application Course (EAC)/aircraft familiarisation course; and

d. completed under a mentor, sufficient practical work and displayed competence for FS work, to satisfy the award of Class FS by the SMM.

6. Class 1. To be authorised Class 1, personnel must have successfully completed or have recognition of prior learning of the following:

a. ITT;

b. the applicable EAC/aircraft familiarisation course; and

c. Completed under a mentor, sufficient practical work and displayed competence to the complexity defined in Table 1–B–1 as Class 1 work, to satisfy the award of Class 1 by the SMM.

7. Class 2. To be authorised Class 2, personnel must:

a. be Class 1 on the aircraft type, or equipment group; and

b. have completed under mentor, sufficient practical work and displayed competence to the complexity defined in Table 1–B–1 as Class 2 work, to satisfy the award of Class 2 by the SMM.

8. Class 3. To qualify for the award of Class 3, personnel must:

a. be Class 2 on the aircraft type or equipment group;

b. have completed the applicable competencies within the National Aerospace Competency Journal; and

c. display competence to the complexity defined in Table 1–B–1 as Class 3 work, to satisfy the award of Class 3 by the SMM.



1B–2

Table 1–B–1 Classes of Work – Example only

CLASS DESCRIPTION OF WORK

FS Carry out flight servicing in accordance with applicable aircraft Flight Servicings Schedules.

1 Maintenance processes up to and including the removal and installation of aeronautical product where the complexity of the process is regarded as simple and routine, requiring no secondary dismantling of systems, or equipment to effect the work, other than the opening and securing of access panels, disconnecting and reconnecting of cabling and other standard quick release fittings where incorrect assembly is, by design, not possible. The removal and installation process would require no application of judgement, or assessment as to the fitness for purpose of the component albeit that normal vigilance and standards and practices are to apply. The processes would also require no adjustment which would impact the flying performance or safety of operations of an aircraft.

Routine maintenance actions detailed in the Servicing Schedule designated by the Technical Authority as Class 1.

EO: The loading and unloading of sonobuoys and pyrotechnics where no fusing or preparation is required.

2 Maintenance actions, including servicing and adjustments, beyond those defined as Class 1, up to and including the removal and installation of aeronautical product, possibly including requirements for the application of judgement and assessment of suitability for purpose based upon approved criteria (item serviceability determined through standards and maintenance publications).

EO: Arming and Re-Arming including Aircraft Power Cartridges (APCs) and Electro-Explosive Devices (EEDs).

3 Highly complex maintenance, complex troubleshooting and repairs requiring the application of skills and knowledge developed through training and considerable experience across the spectrum of the technicians trade competencies.



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SECTION 2

CHAPTER 2

MAINTENANCE BY AIRCREW

Table of Contents INTRODUCTION ............................................................................................................................................. 1 REQUIREMENTS............................................................................................................................................ 1

Determination of Authorised Aircrew Maintenance Tasks ........................................................................... 1 Promulgation of Authorised Aircrew Maintenance Tasks ............................................................................ 2 Training, Assessment and Authorisation...................................................................................................... 2 Re-assessment and Re-authorisation.......................................................................................................... 3 Recording of Training, Assessment and Authorisation ................................................................................ 3

LOCAL WAIVER PROVISION ........................................................................................................................ 3

INTRODUCTION

1. The performance, supervision and inspection of aircraft maintenance is normally undertaken by qualified and authorised technical personnel. However, aircrew may be authorised to carry out a selected number of maintenance activities. In these instances, the maintenance is to be performed to the same standards required of technical personnel carrying out a similar function. Accordingly, nominated aircrew are to be trained and authorised to perform, supervise and/or inspect appropriate maintenance tasks.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities when authorising aircrew to perform, supervise and inspect maintenance on aircraft and aeronautical product in support of Technical Airworthiness Regulation 4. 5 .3—Maintenance Personnel.

REQUIREMENTS

3. If authorised maintenance personnel are not available to conduct maintenance tasks, they may be performed, supervised and/or inspected by aircrew if1:

a. the maintenance task is an authorised aircrew maintenance task;

b. the aircrew members have current authorisation to perform, supervise and/or inspect the maintenance task;

c. all maintenance tasks are performed, recorded and correctly annotated in accordance with authorised maintenance data; and

d. supervision and inspection is performed in accordance with Section 3 Chapter 1—Supervision and Inspection within an AMO.

Determination of Authorised Aircrew Maintenance Tasks

4. The maintenance tasks that may be performed, supervised or inspected by authorised aircrew are to be conjointly determined by the Commanding Officer (CO) and Senior Maintenance Manager (SMM) of the operating unit (for Naval aircraft operating as a ships flight the determination is to be made by the CO and SMM of the parent SQN). In determining these maintenance tasks, the following issues are to be considered:

a. The nature of the maintenance which a nominal member of aircrew could reasonably be expected to perform.

b. The demands of peacetime and contingency operations.

c. The likelihood of unavailability of qualified and authorised tradespeople while operating away from the parent base.

d. The likely availability of required logistics support, including Ground Support Equipment, publications and spares, while operating away from the parent base.

e. The resources required to provide training.



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5. Explosive Ordnance. Force Element Group Headquarters approval is to be sought for authorised aircrew maintenance tasks which relate to the performance, supervision, and/or inspection of the loading or installation of explosive ordnance. However, the following tasks may be approved at AMO level:

a. loading of smoke grenades,

b. loading Signal Underwater Sounds, and

c. loading of sonobuoys,

6. DI(AF) LOG 16–12—Management of Explosive Ordnance Activities in the Royal Australian Air Force, DI(AF) LOG 16–13—Management of Explosive Ordnance Safety and Base Armament Services in the Royal Australian Air Force and DEOP 103(AM1)—Defence Explosive Ordnance Safety Manual (Books 1 to 4) and Section 3 Chapter 10—Management of Aircraft Explosive Ordinance Maintenance, provide further information relevant to Explosive Ordnance maintenance.

Promulgation of Authorised Aircrew Maintenance Tasks

7. SMMs must ensure authorised aircrew maintenance tasks are promulgated in local instructions.

Training, Assessment and Authorisation

8. The CO and SMM must develop and promulgate a formal aircrew training, assessment and authorisation program for aircrew maintenance tasks which details and provides for2:

a. development of ground training graduation requirements and course syllabuses;

b. training for nominated aircrew;

c. assessment and demonstration of competency;

d. authorisation to perform, supervise and/or inspect;

e. re-assessment and re-authorisation; and

f. recording of training, assessment and authorisation.

9. Graduation Requirements and Course Syllabus. Graduation requirements and course syllabi are to:

a. ensure a standard of performance, supervision and inspection of authorised aircrew maintenance tasks commensurate with that expected of technical tradespersons carrying out the same function (prerequisite trade training course qualification may also need to be identified as eligibility criterion for some maintenance tasks); and

b. be written such that the requirements of this chapter and Section 3 Chapter 1 are met.

10. Graduation requirements and course syllabi for all explosive ordnance related tasks are to be approved by Air Headquarters (Staff Officer Explosive Ordnance Licensing), Headquarters – Fleet Air Arm or HQ 16 AVN BDE as applicable.

11. Training. The SMM is responsible for the training of aircrew selected to perform, supervise and/or inspect authorised aircrew maintenance tasks3. Suitably qualified maintenance personnel are to conduct the training in accordance with the relevant course syllabus.

12. Assessment and Demonstration of Competency4. In addition to achieving the relevant graduation requirement, the selected aircrew must satisfactorily demonstrate task competency through practical task performance, supervision and/or inspection before being authorised to carry out the relevant function. This demonstration is to be conducted under the supervision of an SMM approved technical Senior Non-commissioned Officer, Warrant Officer or Engineer Officer. If competency demonstration is not completed within 12 months of completion of training, retraining in accordance with the relevant syllabus is to be conducted.

NOTE

• Aircrew are to have attained an equivalent level of competency as required by tradespersons and trade supervisors as specified in Section 3 Chapter 1 when performing similar tasks. For example, the SMM would not normally authorise the aircraft captain to act as trade supervisor unless they were assessed as ‘competent’ to perform the same tasks as a tradesperson, ie competent, trained and experienced.

13. Authorisation5. Following satisfactory demonstration of competency, the SMM may authorise aircrew to perform supervise and/or inspect authorised aircrew maintenance tasks. Authorisation is current for a period not



3

exceeding 12 months. Shorter authorisation periods may be applied where considered necessary, or where in the opinion of the CO/SMM or delegate significant changes to a maintenance task make re-authorisation necessary.

Re-assessment and Re-authorisation6

14. Re-assessment and re-authorisation is to be carried out on or before the expiry of the current authorisation. The SMM or delegate must conduct the re-assessment. Re-assessments do not necessarily need to be performed to the same depth as the initial assessment, an abbreviated re-assessment may be conducted provided there has been:



Recording of Training, Assessment and Authorisation7

15. Following successful completion of the assessment, the SMM or delegate must make a dated entry in the following as applicable:

a. an Aircrew Log Book,

b. record of training and employment document, or

c. other AMO approved system.

16. A person other than the SMM or delegate may make authorisation entries in the Aircrew Log Book providing the SMM or delegate authorisation is formally documented elsewhere.

LOCAL WAIVER PROVISION

17. When it has been determined that it is essential to restore an aircrafts mission capability to satisfy an urgent operational requirement, Aircrew may be authorised to perform, supervise and/or inspect a maintenance task, or act in a capacity, for which they have not been previously trained or authorised8.

18. The intent of this waiver process is to permit an aircraft to be recovered to a base where re-examination and certification by appropriately authorised personnel is required prior to the release of the aircraft for further flight. The need to use aircrew for maintenance tasks should be given careful consideration by the CO and SMM due to the potential impact to technical airworthiness.

19. In this circumstance the joint authorisation of the CO and SMM of the applicable AMO is to be obtained before the Aircrew carries out the required task. Before granting authorisation the following issues must be considered:

a. the nature of the maintenance task, ie task difficulty, airworthiness or mission capability related and the functions (perform, supervise, or inspect) to be performed;

b. current maintenance related knowledge and experience of the Aircrew who are to carry out the required task;

c. evaluation of the information and advice received from the Aircrew with respect the task to be carried out;

d. ensuring the Aircrew have confidence in their own abilities to carry out the proposed task based on their current qualifications, training and experience;

e. the risks, eg airworthiness, personnel safety, equipment damage, associated with incorrect performance of the function;

f. the availability of the required logistics support;

g. the feasibility of providing authorised personnel to perform the function;

h. crew duty requirements; and

i. availability of the required maintenance procedures.



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20. The SMM or delegate is to document the specific authorisation applicable to the aircrew carrying out the task and any caveats associated with that authorisation9. When documenting the authorisation the SMM or delegate must record the decision making processes, including the risk assessment and all considerations, leading to the authorisation.

1 TAREG 4.5.3b 2 TAREG 4.5.3 3 TAREG 4.5.3c 4 TAREG 4.5.3b,c,d 5 TAREG 4.5.3b 6 TAREG 4.5.3e 7 TAREG 4.5.3f 8 TAREG 4.5.3b,c 9 TAREG 4.5.3f



1

SECTION 2 CHAPTER 3

TASK AUTHORISATION OF NON-TECHNICAL PERSONNEL (OTHER THAN AIRCREW)

Table of Contents INTRODUCTION ............................................................................................................................................. 1 CONDITIONS FOR EMPLOYMENT ............................................................................................................... 1 RESPONSIBILITIES........................................................................................................................................ 2

Senior Maintenance Manager ...................................................................................................................... 2 Non-Technical Personnel ............................................................................................................................. 2

SUITABLE TASKS.......................................................................................................................................... 2 Identification of Suitable Tasks .................................................................................................................... 2

TRAINING, ASSESSMENT AND AUTHORISATION..................................................................................... 2 Required Training and Assessment ............................................................................................................. 3 Authorisation ................................................................................................................................................ 3 Re-assessment and Re-authorisation.......................................................................................................... 3 Recording of Training, Assessment and Authorisation ................................................................................ 3 Army only...................................................................................................................................................... 3

INTRODUCTION

1. Qualified and authorised technical personnel normally perform aircraft and aeronautical product maintenance and associated tasks. However, under some conditions appropriately trained and authorised non-technical personnel with no trade qualifications may carry out limited tasks that do not require the skill, knowledge or the full training of a tradesperson.

2. Approved Maintenance Organisations (AMOs) are required to comply with the requirements of the AAP 7001.053(AM1)—Technical Airworthiness Management Manual ADF Technical Airworthiness Regulations to carry out maintenance tasks on aircraft and aeronautical product, including when employing non-technical personnel to perform these tasks.

3. This chapter prescribes the AMO responsibilities when authorising non-technical personnel, other than aircrew, to perform tasks on aircraft and aeronautical product in support of Technical Airworthiness Regulation 4. 5. 3—Maintenance Personnel.

4. Non-AMOs do not carry out aircraft and aeronautical product maintenance tasks and are not required to comply with the ADF Technical Airworthiness Regulations. However, non-AMOs must develop in conjunction with DAVREG–DGTA staff, a list of tasks and a system for the training and authorisation of non-technical personnel to perform associated aircraft tasks on aircraft and aeronautical product to ensure the airworthiness of aircraft and aeronautical product is not compromised. The list of tasks and the system of training must be promulgated in local instructions.

CONDITIONS FOR EMPLOYMENT

5. Aircraft and aeronautical product maintenance and associated tasks must only be performed by non-technical personnel when the following conditions are satisfied:

a. The task is authorised to be performed by non-technical personnel in accordance with the requirements of this chapter.

b. Non-technical personnel have a current authorisation to perform the task in accordance with the requirements of this chapter.

c. Performance of the task is appropriately supervised in accordance with the requirements of this publication.



2

RESPONSIBILITIES

Senior Maintenance Manager

6. The Senior Maintenance Manager (SMM) is responsible for:

a. authorising non-technical personnel to perform identified tasks1, and

b. ensuring that all the mandatory requirements relevant to the management of non-technical personnel who are required to perform tasks within a particular AMO are promulgated in local instructions covering:

(1) the area of employment,

(2) the identified tasks,

(3) training and currency requirements,

(4) authorisation process,

(5) recording of assessments, and

(6) task authorisations.

7. In addition to the other responsibilities outlined in paragraph 6, the SMM has the following responsibilities which may be delegated2:

a. identifying the tasks which may be performed by non-technical personnel, and

b. determining the required training to be undertaken by non-technical personnel.

Non-Technical Personnel3

8. Non-technical personnel are responsible for:

a. carrying out only those tasks for which they have been authorised,

b. completing all aircraft documentation correctly and accurately in accordance with the relevant publications, and

c. knowing and understanding the authorisation process as it pertains to them.

9. This responsibility may require signing technical documentation in the capacity of a tradesperson for the tasks performed.

SUITABLE TASKS

Identification of Suitable Tasks

10. When identifying suitable tasks, the SMM or delegate must ensure that the performance of the task by non-technical personnel is not to compromise the integrity of the aircraft or aeronautical product or affect the safety of personnel.

11. Once suitable tasks have been identified, the SMM must promulgate the tasks in local instructions. When promulgated, this constitutes the authorised tasks that may be performed by non-technical personnel. These tasks are subject to review by the SMM or delegate on a periodic basis not exceeding 12 months to ensure their continued suitability. Examples of tasks that an SMM or delegate may consider suitable include, but are not limited to:

a. securing and picketing aircraft;

b. towing aircraft;

c. cleaning and washing aircraft;

d. operating ground support equipment; and

e. re-configuration of transport aircraft cargo compartments, such as installation or removal of troop seats or configuration for patient stretchers.

TRAINING, ASSESSMENT AND AUTHORISATION

12. Non-technical personnel are only to be authorised to perform tasks when the following conditions are met4:

a. all required training is completed, and

b. competency has been demonstrated in performance of the tasks.



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Required Training and Assessment5

13. When determining the required training, the SMM or delegate must consider:

a. the risk and consequence of errors;

b. the complexity of the task;

c. the theoretical knowledge and practical experience required;

d. OHS (WHS effective 01 Jan 2012) issues involved;

e. the maintenance environment in which the person is to be employed;

f. refresher/re-certification requirements to maintain currency; and

g. the control and use of:

(1) tools,

(2) support equipment, and

(3) authorised maintenance data.

14. The required training must be given to non-technical personnel by suitably qualified and authorised technical personnel, through a combination of:

a. formal courses, and

b. on-the-job training.

15. Following successful completion of all requisite training and prior to formal authorisation, non-technical personnel are to be assessed to demonstrate their competency in performance of the required tasks. The purpose of this assessment is to verify that the appropriate knowledge and skills to perform the tasks safely and to an acceptable technical standard have been developed. All assessments must be conducted under the supervision of an SMM or delegate.

Authorisation6

16. Following satisfactory demonstration of competency, the SMM may authorise non-technical personnel to perform identified tasks. Authorisation is current for a period not exceeding 12 months. Shorter authorisation periods may be applied where considered necessary, or where in the opinion of the SMM significant changes to a task require a re-authorisation.

Re-assessment and Re-authorisation7 17. Re-assessment and re-authorisation must be carried out on or before the expiry of the current authorisation. The SMM or delegate, must conduct the re-assessment. Re-assessments do not necessarily need to be performed to the same depth as the initial assessment, an abbreviated re-assessment may be conducted provided there has been:



Recording of Training, Assessment and Authorisation 18. Following successful completion of the assessment, the SMM or delegate must make an entry in the record of training and employment document8.

Army only 19. In accordance with Section 3 Chapter 10 Annex A—Management of Army Specific Explosive Ordnance Maintenance, suitably qualified and trained non-technical personnel may act as EO replenishment:

a. trade supervisors, and

b. independent inspectors.

1 TAREG 4.5.3b 2 TAREG 4.5.3 3 TAREG 5.1.2 4 TAREG 4.5.3b 5 TAREG 4.5.3c,d 6 TAREG 4.5.3b 7 TAREG 4.5.3e 8 TAREG 4.5.3b



4

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1

SECTION 3

CHAPTER 1

SUPERVISION, INSPECTION AND MANAGEMENT OF MAINTENANCE AND FLIGHT LINE OPERATIONS WITHIN AN AMO

Table of Contents INTRODUCTION ............................................................................................................................................. 1 SUPERVISION ................................................................................................................................................ 1 INSPECTION ................................................................................................................................................... 2

Independent Maintenance Inspection .......................................................................................................... 2 ROLES AND RESPONSIBILITIES ................................................................................................................. 2

Tradesperson ............................................................................................................................................... 3 Trade Supervisor.......................................................................................................................................... 3 Self Certifying Maintainer ............................................................................................................................. 4 Independent Inspector.................................................................................................................................. 4 Maintenance Manager.................................................................................................................................. 5

LOCAL WAIVER PROVISIONS...................................................................................................................... 5 Exception to Local Waiver Provision............................................................................................................ 6

Annexes .......................................................................................................................................................... 6 A. Safety Critical Items and Systems B. Maintenance Personnel Responsibilities

INTRODUCTION

1. This chapter describes the functions of supervision and inspection in an Approved Maintenance Organisation (AMO), and defines the roles and responsibilities within the system of Maintenance Supervision and Inspection (MSI) for aircraft and aeronautical product. This chapter supports ADF Technical Airworthiness Regulations:

a. 3. 5. 15—Instructions for Continuing Airworthiness;

b. 4. 5. 1—Senior Maintenance Manager;

c. 4. 5. 3—Maintenance Personnel; and

d. 5. 1. 3—Independent Maintenance Inspections.

SUPERVISION

2. Supervision is the requirement to guide and direct personnel in the conduct of their duties and is an important component of professional development. Supervision may be required when a person has been delegated higher responsibility over another, either by rank or level of authorisation. The level of supervision which may be applied to personnel is dependent on the following factors:

a. the number of personnel being supervised, their experience and the level of competency in performing the task,

b. task complexity, criticality, resource availability, and

c. environmental and human factor conditions.

3. Supervision consists of ensuring that the following occurs:

a. personnel are authorised to perform tasks they are to be allocated to perform;

b. personnel are briefed as required on the task;

c. mentors are assigned to assist and guide lesser experienced personnel;

d. personnel are encouraged to seek assistance from their supervisor on any aspect of the task;

e. personnel use approved tools, publications and support equipment;

f. personnel observe Occupational Health and Safety (OHS) requirements associated with the task;

g. personnel are allocated sufficient time for the completion of work processes;



2

h. work proceeds as scheduled;

i. documentation requirements for the task are carried out in accordance with approved procedures and instructions;

j. personnel use approved consumables and materials;

k. work areas are clean and free from loose and foreign objects; and

l. personnel are directed and corrected whenever deficiencies are detected.

INSPECTION

4. An inspection is a visual or physical verification that a task/component conforms to a prescribed standard. Maintenance inspections reduce the likelihood of errors which would adversely affect airworthiness. Therefore inspections are a vital aspect of maintenance supervision and inspection.

Independent Maintenance Inspection

5. An Independent Maintenance Inspection (IMI) is an inspection by an authorised person that is sufficiently independent of the maintenance task1. Where an IMI is required, the Tradesperson and Trade Supervisor cannot proceed past that point until the inspection has been carried out, and the task/component has been found to conform to the prescribed standard. IMIs do not diminish the responsibilities of the Tradesperson and Trade Supervisor undertaking the task. IMIs should be carried out as soon as practicable, best practice is within 24 hours following Tradesperson and Trade Supervisor task performance and certification.

6. Systems Program Office Prescribed Independent Maintenance Inspections. IMIs must be performed when prescribed by a Systems Program Office (SPO) for Safety Critical Items and Systems (SCIS) as specified in authorised maintenance data2. Full details on SPO prescribed IMIs on SCIS are provided at Annex A.

7. Additional Independent Maintenance Inspections. Additional IMIs must be imposed on both safety critical and non-safety critical items and systems where the Senior Maintenance Manager (SMM) or Maintenance Manager (MM) determines that:

a. the likelihood of maintenance error is increased due to human factors, high operational tempo or team composition;

b. the consequence of the maintenance error is unacceptable from a safety or efficiency perspective; or

c. the safety criticality of the item or system requires confirmation that items3:

(1) are correctly assembled, adjusted and locked, and

(2) operate with full range and freedom of movement, and in the correct sense.

8. Annex A provides guidance to AMO personnel on determination of additional IMI requirements due to safety criticality of items or components of systems.

9. Additional IMIs must be documented in the ‘Details of Unserviceability/Corrective Action’ fields of the recording and certification system4.

ROLES AND RESPONSIBILITIES

10. Supervision and inspection are necessary error capture defences which ensure standards and practices are maintained to the appropriate level in order to maintain Airworthiness. The safety and operational effectiveness of aircraft and aeronautical product depends on the system of maintenance supervision and inspection in place at an AMO. Additionally, the effective management of maintenance tasks and flight line operations is essential to ensure standards and practices are maintained to the appropriate level in order to maintain Airworthiness.

11. The AMO must have a system of Maintenance Supervision and Inspection that includes the following roles:

a. Tradesperson,

b. Trade Supervisor,

c. Independent Inspector, and

d. Maintenance Manager.



3

12. For any individual maintenance task, other than a designated Single Signature Task (SST) or SCIS task, the following roles have maintenance and certification responsibilities5:

a. Tradesperson, and

b. Trade Supervisor.

13. For any task on an SCIS the following roles have maintenance and certification responsibilities6:

a. Tradesperson,

b. Trade Supervisor, and

c. Independent Inspector.

14. An MM is required for all maintenance tasks, including those tasks required to prepare an aircraft for flight7.

15. Personnel may only carry out responsibilities associated with roles for which they have been authorised8.

Tradesperson

16. The SMM or delegate may authorise an AC/W(E) or above to carry out the responsibilities of a Tradesperson on aircraft or aeronautical product within the AMO9.

17. Maintenance tasks are typically required to be performed by, as a minimum, a Tradesperson and a Trade Supervisor. The exception to this is an SST.

18. Single Signature Task. An SST is a task that may be conducted by a Tradesperson without supervision. Examples of an SST include; operational servicing and certain replenishment tasks. The SPO, through approved servicing schedules, and the AMO, through local instructions, must promulgate specific maintenance tasks as SSTs for the AMO/aircraft type.

19. The specific responsibilities of a Tradesperson are detailed in Annex B.

Trade Supervisor

20. The SMM or delegate may authorise a LCPL or above to carry out the responsibilities of a Trade Supervisor on aircraft and aeronautical product within the AMO10.

21. An authorised Trade Supervisor may only act as a Trade Supervisor on tasks in their own trade category.

22. The Trade Supervisors scope of responsibility encompasses the supervision and inspection aspects of the entire maintenance task. Trade Supervisors must not act as, or be employed as the Tradesperson on the task.

23. Trade Supervision does not diminish the responsibilities of the Tradesperson undertaking the work.

24. The Trade Supervisor may recommend to the MM that Additional IMIs are required for the maintenance task.

25. Trade Supervisor Generated Inspection Regime. A Trade Supervisor should determine the inspections to be carried out when supervising Tradespersons that are undertaking a maintenance task. There is no requirement to document this inspection regime but in developing the inspection regime for the maintenance task the Trade Supervisor should consider, as a minimum:

a. inspection points in servicing schedules, maintenance manuals and local instructions;

b. task complexity, criticality and resource availability; and

c. degree of disturbance to the system.

26. A Trade Supervisor must conduct inspections to ensure the satisfactory completion of the task. These inspections may include, but are not limited to, the verification of the following:

a. lubrication requirements,

b. hardware orientation,

c. aeronautical product serviceability checks,

d. modification/software status,

e. electrical connection,

f. sealing mediums are installed, eg ‘O’ rings, seals, etc,

g. pressure/fluid levels,



4

h. clearances,

i. gauge indication,

j. torque loading,

k. security of locking devices,

l. complete assembly,

m. range and freedom of movement,

n. operation in the correct sense,

o. friction loading,

p. synchronisation,

q. rate of operation,

r. cable tension,

s. leakage,

t. operation of limit switches, micro-switches and mechanical stops,

u. foreign object checks, and

v. documentation has been completed accurately.

27. Where an Inspection is required, the Tradesperson cannot proceed past that point until that inspection has been completed.

28. The specific responsibilities of a Trade Supervisor are detailed in Annex B.

Self Certifying Maintainer

29. The Tradesperson and Trade Supervisor roles are typically performed by a different person. The exception to this is when a SMM or delegate authorises a Trade Supervisor as a Self Certifying Maintainer (SCM)11. An authorised SCM fulfils both the Tradesperson and Trade Supervisor roles and responsibilities for a maintenance task as detailed in Annex B.

30. The need to use an SCM for maintenance tasks should be given careful consideration by the SMM. The use of the SCM is not intended for widespread application and should be limited to circumstances where operational requirements and/or manpower constraints are an overriding factor. This is due to the potential impact to technical airworthiness introduced by the physical removal of a person from the conduct of the maintenance task.

NOTE

• SCM authorisation must not extend to any tasks involving Explosive Ordnance.

31. Performing a task as an SCM does not remove the requirement for IMIs for SCIS tasks as defined in Annex A.


32. The SMM or delegate may authorise a SGT(E) or above to carry out the responsibilities of an Independent Inspector on aircraft and aeronautical product within the AMO12.

33. Criteria for Assessing Independence. There is no requirement for the Independent Inspector to be completely isolated from the maintenance task. A person shall be considered sufficiently independent of the maintenance task when the following criteria are satisfied:

a. Procedural Independence. The person has not performed the role of Tradesperson or Trade Supervisor for the maintenance task;

b. Technical Independence. The person has sufficient knowledge and experience to conduct the IMI without seeking advice from the Tradesperson or Trade Supervisor involved in the maintenance task;

c. Positional Independence. The person has sufficient positional authority to conduct the IMI without undue influence due to rank disparity from the Tradesperson or Trade Supervisor involved in the maintenance task; and



5

d. Behavioural Independence. The person has sufficient integrity, maturity and fortitude to remain unaffected by verbal and non-verbal communication by the MM, or Tradesperson and Trade Supervisor involved in the task.

34. Independent Inspectors scope of responsibility is limited to that of conducting IMIs and does not include task supervision or management of the maintenance task.

35. The specific responsibilities of an Independent Inspector are detailed in Annex B.

Maintenance Manager

36. The MMs role involves leading one or more maintenance teams in the conduct of maintenance tasks. This encompasses the management of the maintenance tasks from both the administrative and technical perspectives through the definition, allocation and progress monitoring of maintenance activities associated with the maintenance tasks. Monitoring the progress of maintenance activities is an oversight function and does not include task supervision, which is the responsibility of the Trade Supervisor. By providing oversight to the maintenance activities the MM ensures that any factors that may impact the conduct of the maintenance tasks as personnel progress through them are assessed and acted upon.

37. The SMM or delegate may authorise appropriately competent personnel to carry out the responsibilities of an MM on aircraft and aeronautical product within the AMO13. An MM should be a SGT(E) or above, however the SMM may appoint a CPL(E) as an MM where it is appropriate to the maintenance management function being carried out. This will usually be as a result of the full scope of MM responsibilities not needing to be carried out for a particular maintenance management function and/or being applied to a reduced scope of maintenance. The SMM must document in local instructions the MM roles for the AMO, and the associated responsibilities for those roles. The SMM is to ensure suitable risk analysis is conducted and documented to support the determination to use a CPL(E) in any defined MM role. The responsible Force Element Group (FEG) is to be advised of MM roles that have been identified as able to be conducted by CPL(E). Where the use of CPL(E) has not been pre-defined in local instructions, SMMs may still utilise the Local Waiver Provisions process.

NOTE

• Personnel performing the role of a MM may also perform the role of an Independent Inspector on the same maintenance task provided they do not compromise their independence to the task. Only one role may be performed at a given time.

38. The specific responsibilities of an MM are detailed in Annex B.

LOCAL WAIVER PROVISIONS

39. Operational requirements may determine the need to have a CPL(E) carry out the following role and/or responsibility:

a. Independent Inspector; and

b. Maintenance Manager.

40. Where a SMM considers an operational requirement exists to have a CPL(E) task authorised as an Independent Inspector or MM, the SMM shall seek a local waiver authorisation from the Commanding Officer (CO) of the AMO.

41. The application of this local waiver is not intended for widespread application and should be limited to circumstances where operational requirements and/or manpower constraints are an overriding factor. By virtue of rank, a CPL(E) does not generally have the same level of knowledge, experience and training that a SGT(E) is expected to possess. Therefore, there is an increased level of risk that must be taken into account when considering employing a CPL(E) in the identified role and/or responsibility.

42. The request for the local waiver must include the following:

a. identification and justification of the operational requirement that necessitates the local waiver request;

b. identification of the CPL(E) to which the local waiver is to apply;

c. confirmation that the CPL(E) to which the local waiver will apply meets all other requirements for task authorisation associated with the role or responsibility, including having undertaken locally developed training where no other training course is identified for the role or responsibility;

d. the scope and time period that the task authorisation will apply for, not to exceed three months; and



6

e. any risk mitigation strategies put in place to accommodate the local waiver, if approved.

43. The local waiver application and approval must be recorded by the AMO. The responsible FEG is to be advised of local waivers that have been approved at the AMO level.

Exception to Local Waiver Provision

44. In small musterings, a CPL can typically have been a trade supervisor for in excess of three years and have the required maturity to perform the roles of MM or II. Therefore, CPL(E)s may be authorised as MMs or IIs through local waiver authorisation from the CO of the AMO, without the need to re-approve every three months, under the following conditions:

a. eligibility for authorisation as an MM or II under this exemption is limited to ALSFITT, ASTFITT or ASURFIN CPL(E) with a minimum of three years experience as a trade supervisor; and

b. the authorisation process for granting MM or II status will be as for any SGT(E) seeking authorisation under applicable FEG SIs.

Annexes:

A. Safety Critical Items and Systems B. Maintenance Personnel Responsibilities 1 TAREG 5.1.3a 2 TAREG 5.1.3 3 TAREG 5.1.3c 4 TAREG 5.1.3e 5 TAREG 5.1.2a 6 TAREG 5.1.2a 7 TAREG 5.1.4b 8 TAREG 5.1.2c 9 TAREG 4.5.3b 10 TAREG 4.5.3b 11 TAREG 4.5.3b 12 TAREG 4.5.3b 13 TAREG 4.5.3b



1A–1

SAFETY CRITICAL ITEMS AND SYSTEMS INTRODUCTION

1. A Critical Maintenance Operation (CMO) is a maintenance activity on a safety critical item and system (SCIS) that requires one or more Independent Maintenance Inspections (IMI) to verify the technical conformance of a discrete task/component. These IMIs need to be strictly performed in accordance with prescribed standards and practices to minimise risk of damage to aircraft and injury to personnel.

SYSTEMS PROGRAM OFFICE PRESCRIBED INDEPENDENT MAINTENANCE INSPECTIONS ON SAFETY CRITICAL ITEMS AND SYSTEMS

2. IMIs shall be specified by the Systems Program Office (SPO) in the aircrafts authorised maintenance data when safety critical systems or items are replaced, repaired, adjusted or reconnected1. Clear inspection points and serviceability criteria are to be included in the planned servicing schedules for preventative or routine maintenance, and/or the maintenance manuals for unscheduled rectifications.

3. Where Authorised Maintenance Data does not adequately specify IMI points and serviceability criteria for a SCIS, the SPO may choose to publish the IMIs as either a publication addendum, supplementary instruction or a stand-alone Independent Maintenance Inspection Card (IMIC) for that SCIS2.

4. IMIC structure and content. An IMIC, or equivalent document, shall contain the following minimum level of information in a concise and practical format:

a. Unique IMIC reference number that aligns each IMIC to the associated Technical Maintenance Plan (TMP)/Planned Servicing Schedule (PSS) for that safety critical item or system.

b. Description of safety critical item or system,

c. SPO approval registration number,

d. SPO approval date,

e. Amendment status,

f. Maintenance manual or instruction referenced,

g. Specific task/s for which a IMI is mandated,

h. Serviceability criteria against which technical conformance or quality of workmanship must be assessed (stated explicitly or through reference) for each IMI, and

i. Cross reference to any associated IMICs, as appropriate.

5. Personnel conducting IMIs in accordance with a SPO approved IMIC, or equivalent document, shall record the unique IMIC reference number in the aircraft maintenance documentation during a certification activity. The IMIC may be recorded in either the Card Number box or the ‘Corrective Action’ column.

6. The use of an IMIC reference number during a certification activity signifies that all specified IMIs were conducted and verified against the serviceability criteria contained or referenced in the IMIC.

DETERMINING ADDITIONAL INDEPENDENT MAINTENANCE INSPECTIONS ON SCIS

7. Where the SPO has not prescribed IMIs for an item or component of a safety critical system, or the SPO prescribed IMIs do not cover the entire scope of the maintenance task being conducted, additional IMIs based on safety criticality may be required3. The Maintenance Manager (MM) determines these additional IMI requirements by assessing the item or component criticality in terms of its function and consequence of failure of that function on flight safety.

NOTE

• The identification of a system as safety critical does not automatically mean that all maintenance undertaken on items or components of that system require IMIs. The MM should seek to identify additional IMIs for those maintenance tasks on safety critical items or components that directly affect flight safety.

8. To assist the MM in determining additional IMI requirements based on the safety criticality of the item or component of the system the MM may utilise the criticality of the higher system as identified within the TMP to



1A–2

determine criticality of the item or component. Details of systems in which safety critical items or components may be found are contained within this annex.

9. Where an additional IMI requirement is identified based on the finding that the item or component is safety critical, the MM is to ensure that the SPO is advised via a publication improvement request Form AO 011 or alternate reporting procedure as specified by the responsible SPO.

10. The flowchart at Appendix 1 shows the process the MM follows to determine additional IMI requirements due to safety criticality.

DEFINITION OF SAFETY CRITICAL ITEMS AND SYSTEMS

11. The following list identifies those systems that, for particular weapon systems, may contain safety critical items:

NOTE

• Associated systems include all equipment that is connected with, and has a direct effect on, the aircraft’s flying, engine or undercarriage control systems. This includes power flying control reversing systems, artificial feel systems, pitot static systems, auto-stabilisers, auto-pilots, flight augmentation systems, flight control computers, flight critical software/hardware, in-flight refuelling systems, fuel dump systems, fire extinguishing systems, powertrain (including engines and transmissions), lubrication systems and other equipment.

a. Flying Controls and Associated Equipment. Flying controls include all components and parts, whether manual, power operated or power assisted, or electric/fibre optic (fly by wire), which results in operation or locking of the aircrafts movable aerodynamic surfaces (including flaps, air brakes, braking parachutes, trimming controls, helicopter rotor pitch change gear and dual control systems, together with their associated hydraulic, lubrication and electrical systems).

b. Engine Controls and Associated Equipment. Engine controls include all component and parts that control the power output of the engine (including propeller pitch, fuel delivery, lubrication and control systems, engine air inlet controls and reverse thrust controls, together with their associated systems).

c. Undercarriage Controls, Brake and Steering Controls and Associated Equipment. This includes all components and parts which, results in the operation of the aircraft undercarriage (including retraction, lowering, up and down locking, steering and wheel braking, together with their associated systems).

d. Installed Airborne Oxygen Equipment. Any maintenance operation performed on the oxygen system when installed in an ADF aircraft, with the exception of replenishment.

e. Aircrew Escape and Survival Equipment (including Life Support Equipment). Includes all emergency escape and survival equipment and associated systems which are designed to prevent injury to personnel, aid personnel emergency egress and survival during and after an emergency.

f. Explosive Ordnance and Associated Equipment. Explosive ordnance includes aircrew escape systems, guillotine cable cutters, which contains explosive ordnance including preparation, disassembly, functional testing, loading and unloading of equipment together with their associated systems (except Flight Servicings).

g. Other Maintenance Systems. On some aircraft types there may be additional safety critical items or systems. The Senior Maintenance Manager may submit new candidate SCIS to the responsible SPO for reclassification consideration.

h. Other SPO identified SCIS. The SPO may identify additional Safety Critical Items or Systems in approved Instructions for Continuing Airworthiness.

Appendix:

1. Additional IMI Decision Flowchart 1 TAREG 5.1.3d 2 TAREG 5.1.3e 3 TAREG 5.1.3e


Criticality Determination

Scope of Maintenance

Note 1: IMI to have the following serviceability criteria applied, as a minimum: a. Ensure correct assembly, adjustment and locking; and b. Ensure items operate with full range and freedom of movement, and in the correct sense. Note 2: Flight crew safety is assessed assuming they are conducting normal flying operations when the failure occurs.

AA

P 7001.059(AM

1) Appendix 1 to A

nnex A to

Sect 3 Chap 1

1A1–1

Additional IMI Decision Flowchart

Identify all safety critical items and systems under maintenance

Identify AEO promulgated IMIs for systems and items under maintenance Identify systems or

items with no AEO prescribed IMIs, or

whose prescribed IMIs do not cover the full

scope of maintenance For items identified in previous step, identify criticality from weapon

system TMP.

Perform AEO prescribed IMIs

For Safety Critical items perform IMI

( see note 1 )

If yes - perform IMI ( see note 1 )

Maintenance Manager to scope maintenance

task

Ensure all IMIs are referenced, or

documented in the AMD

Identify items not contained in weapon

system TMP

Determine function of those items not

contained in weapon system TMP

What is the consequence of not

performing maintenance on

those items correctly?

Is the consequence of incorrect

maintenance a direct adverse affect on flight crew safety?

(see note 2)

Maintenance Manager to ensure that the SPO is advised of any additional IMI requirements


AAP 7001.059(AM1) Appendix 1 to Annex A to

Sect 3 Chap 1

1A1–2

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1B–1

MAINTENANCE PERSONNEL RESPONSIBILITIES

Table of Contents RESPONSIBILITIES OF ALL PERSONNEL.................................................................................................. 1

Human Factors............................................................................................................................................. 1 Tool Control .................................................................................................................................................. 1 Foreign Object Control Checks .................................................................................................................... 1 Advice Provision........................................................................................................................................... 1 Authorised Maintenance Data...................................................................................................................... 1

RESPONSIBILITIES OF SPECIFIC ROLES .................................................................................................. 2 Tradespersons ............................................................................................................................................. 2 Trade Supervisors ........................................................................................................................................ 2 Independent Inspectors................................................................................................................................ 3 Maintenance Managers................................................................................................................................ 3

RESPONSIBILITIES OF ALL PERSONNEL

Human Factors1

1. All personnel employed on the maintenance of aircraft and aeronautical product have the responsibility to inform the CO, through their chain of command, when they or other personnel are subject to psychological (state-of-mind related) or physiological (physical-related) factors that adversely, or may adversely, impair their ability to perform maintenance, eg environmental factors.

Tool Control

2. All personnel involved in aircraft or aeronautical product maintenance are to comply with the procedures detailed in Section 3 Chapter 7—Control of Tools and Support Equipment.

Foreign Object Control Checks

3. Foreign Object Control (FOC) checks are to be performed by all personnel involved in the performance, supervision and inspection of any maintenance task in accordance with Section 3 Chapter 8—Foreign Object Control.

Advice Provision

4. Any advice used to assist personnel in performing an authorised role does not diminish the accountability of the person responsible for performing that role.

Authorised Maintenance Data

5. All personnel are to ensure that maintenance is carried out in accordance with authorised maintenance data approved by Directorate General Technical Airworthiness or the responsible Systems Program Office (SPO)2.

6. All personnel employed on the maintenance of aircraft and aeronautical product are to ensure they are aware of the relevant set of Warnings, Cautions and Instructions for their prescribed task.

7. For General Warnings and Servicing Instructions, all personnel employed on the maintenance of aircraft and aeronautical product are to comply with Warnings and Servicing Instructions and Scheduled Maintenance Management Instructions contained in Section 1 of the Aircrafts Servicing Schedule –6 publications or Part 5 of the Aircraft TMP as applicable.

8. Where personnel identify conflicts, discrepancies, omissions or lack of clarity within authorised maintenance data, conduct of maintenance is to stop and authoritative instruction is to be sought from the Senior Maintenance Manager (SMM) or SPO3.

9. Section 3 Chapter 3—Aircraft and Aeronautical Product Maintenance provides further guidance to maintenance personnel where serviceability criteria are unclear or not documented.



1B–2

RESPONSIBILITIES OF SPECIFIC ROLES

Tradespersons

10. Tradespersons are responsible for, but are not limited to:

a. complying with all relevant safety precautions;

b. only performing maintenance tasks in accordance with their authorisation4;

c. only operating test and support equipment they are authorised to operate;

d. using only approved and serviceable tools, ground equipment, test equipment and materials5;

e. ensuring that authorised maintenance data used during maintenance activities are6:

(1) complete, correct, applicable, approved and adequate for the task; and

(2) in good condition;

f. not proceeding past any inspection point where a Trade Supervisor or Independent Inspector inspection is required;

g. completing applicable recording and certification system progressively and accurately for maintenance tasks personally performed7;

h. all maintenance carried out by personnel they are mentoring, or who are assigned to assist them on the task8;

i. recording all unserviceabilities as soon as practical after discovery and seek advice from supervisor, as required, on subsequent reporting requirements, ie reports on aircraft and aeronautical product and reporting aviation safety occurrences9;

j. ensuring all qualification requirements for aeronautical product are correct before fitment10;

k. evaluating the adequacy and efficiency of maintenance activities, proposing changes as required11;

l. preparing and submitting unserviceable or surplus aeronautical product and material for return to stores12;

m. completing and submitting associated documentation for support equipment where applicable; and

n. maintaining a clean and tidy work area.

Trade Supervisors

11. Trade Supervisors are responsible for, but not limited to:

a. applying supervision in accordance with the instructions in this chapter;

b. applying an inspection regime in accordance with the instructions in this chapter;

c. advising Tradespersons of the applicable safety requirements and/or precautions;

d. ensuring personnel performing maintenance are authorised to do so13;

e. ensuring that the complete, correct and approved maintenance instructions are being followed14;

f. ensuring Tradespersons do not proceed past inspection check points until inspected;

g. advising Maintenance Manager (MM) of any unplanned disturbance to safety critical items or systems15;

h. advising MM of any unairworthy condition or aviation safety occurrence and seek advise on subsequent reporting requirements16;

i. recommending Additional IMI requirements to the MM, as required17;

j. recording any IMI requirements in the recording and certification system, as directed by MM18;

k. completing applicable recording and certification system progressively and accurately for maintenance tasks personally performed19;

l. ensuring tool control procedures are adhered to;



1B–3

m. evaluating the efficiency and adequacy of maintenance activities, proposing changes as required20;

n. ensuring that the actions taken satisfy the task requirements21; and

o. detailing required follow on tasks within the recording and certification system22, if applicable.

Independent Inspectors

12. Independent Inspectors responsibilities are limited to that of conducting and certifying IMIs in accordance with Section 3 Chapter 1 paragraphs 6 to 923.

Maintenance Managers

13. MMs responsibilities include, but are not limited to:

a. defining the scope of the maintenance task, taking into account safety critical items or systems;

b. identifying the applicable SPO prescribed IMIs and ensuring they are documented24;

c. assessing maintenance team composition and authorisation requirements for maintenance task allocation25;

NOTE

• The MM should give careful consideration to the allocation of a Self Certifying Maintainer (SCM) to maintenance tasks due to the potential impact to technical airworthiness introduced by the physical removal of a person from the conduct of the maintenance task.

d. assessing environmental and operational factors that may impact the maintenance task26;

e. seeking advice from maintenance team personnel and other Approved Maintenance Organisation maintenance personnel where required;

f. determining Additional IMI requirements27 and ensuring they are recorded in the recording and certification system28;

g. communicating maintenance task requirements to maintenance personnel, identifying to them, as a minimum:

(1) the scope of the maintenance task;

(2) IMI requirements;

(3) the nomination of authorised Tradesperson(s), Trade Supervisor(s) and Independent Inspector(s) to maintenance tasks and IMIs; and

(4) any other factors identified that may impact the maintenance task.

h. ensuring that adequate task opportunities are provided as training to non task authorised personnel;

i. monitoring task progression, environmental, operational and personnel factors as the maintenance task is conducted;

j. ensuring that an Independent Inspectors involvement in tasks does not prejudice the independence of the IMI29;

k. ensuring all maintenance actions are progressively and accurately recorded30;

l. ensuring all IMI are certified in the recording and certification system31;

m. ensuring all maintenance tasks have been completed and that corrective maintenance actions taken satisfy the task requirements32;

n. ensuring that any required follow on maintenance tasks, including flight test requirements, are detailed in the recording and certification system33;

o. ensuring unairworthy conditions and aviation safety occurrences are reported in accordance with local instructions34;

p. defining requirements and providing a shift hand-over/take-over, as required;



1B–4

q. closing all servicing, maintenance and modification paperwork, which certifies all maintenance documented has satisfied the task requirements, has been accurately recorded and has been appropriately inspected;

r. carrying out aircraft release duties/procedures35:

(1) ensuring all unservicability and corrective action entries, and required operational servicings and replenishments have been completed and certified;

(2) ensuring the aircraft is correctly configured for its required role;

(3) reviewing Carried Forward Unserviceabilities (CFUs) to ensure there will be no impact on planned aircraft operations;

(4) ensuring no forecast maintenance, CFUs and Special Maintenance Requirements will fall due during planned aircraft operations;

(5) ensuring all composite tool kits and test equipment used have been accounted for, cleared and closed; and

(6) certifying the ‘Maintenance Release’.

s. evaluating the adequacy and efficiency of maintenance activities, and proposing improvements as required36.

1 TAREG 4.5.4b 2 TAREG 5.1.1a and b 3 TAREG 5.1.1c 4 TAREG 4.3.2a(2)ii 5 TAREG 5.4.1b 6 TAREG 5.1.1e 7 TAREG 5.1.2b 8 TAREG 5.1.2e 9 TAREG 5.3.1 10 TAREG 5.4.3b 11 TAREG 5.1.1c 12 TAREG 5.4.3c(12),(13) 13 TAREG 4.5.3b 14 TAREG 5.1.1b,e 15 TAREG 5.1.3b 16 TAREG 5.3.2 17 TAREG 5.1.3e 18 TAREG 5.1.3f 19 TAREG 5.1.2b 20 TAREG 5.1.1c 21 TAREG 5.1.2d(2) 22 TAREG 5.1.2d(5) 23 TAREG 5.1.3 24 TAREG 5.1.3 25 TAREG 4.3.2a(2)ii 26 TAREG 4.5.4b 27 TAREG 5.1.3e 28 TAREG 5.1.3f 29 TAREG 5.1.3a 30 TAREG 5.1.2b 31 TAREG 5.1.3f 32 TAREG 5.1.2d(2) 33 TAREG 5.1.2d(5) 34 TAREG 5.3.2 35 TAREG 5.1.4 36 TAREG 5.1.1c



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SECTION 3

CHAPTER 2

AIRCRAFT AND AERONAUTICAL PRODUCT SERVICING

Table of Contents INTRODUCTION ............................................................................................................................................. 1 AIRCRAFT AND AERONAUTICAL PRODUCT SERVICINGS...................................................................... 1

Servicing Types............................................................................................................................................ 1 Technical Maintenance Plans ...................................................................................................................... 2

OPERATIONAL SERVICING.......................................................................................................................... 2 Introduction................................................................................................................................................... 2 Before Flight Servicing ................................................................................................................................. 2 Partial Before Flight Servicing...................................................................................................................... 2 Turnaround Servicing ................................................................................................................................... 3 Running/Hot Turn Around ............................................................................................................................ 3 After Flight Servicing .................................................................................................................................... 3 Daily Flight Servicing.................................................................................................................................... 3

FLIGHT LINE PREPARATIONS ..................................................................................................................... 3 Arming, Re-Arming and De-Arming ............................................................................................................. 4 Calendar Based Servicing Currency ............................................................................................................ 4

ROUTINE SERVICING.................................................................................................................................... 4 Introduction................................................................................................................................................... 4 Flexible Servicing ......................................................................................................................................... 4 Phased Servicing ......................................................................................................................................... 5 Periodic Servicing......................................................................................................................................... 5 Rescheduling Servicing Operations ............................................................................................................. 5 Scope of Routine Servicings ........................................................................................................................ 5

SPECIAL SERVICINGS .................................................................................................................................. 5 Identification of Special Servicings............................................................................................................... 6

STORAGE SERVICINGS................................................................................................................................ 6 Suspension of Servicing............................................................................................................................... 6

ADDITIONAL SERVICING INFORMATION ................................................................................................... 6 MAINTENANCE MANAGED ITEM MANAGEMENT...................................................................................... 6

Introduction................................................................................................................................................... 6 Transfer of MMIs .......................................................................................................................................... 6 Routine Servicing of MMIs ........................................................................................................................... 6 Rescheduling of Planned MMI Replacement ............................................................................................... 6

MAINTENANCE INTERVAL ........................................................................................................................... 6

INTRODUCTION

1. Aircraft and aeronautical product are serviced so they are maintained in a condition that will enable them to perform the function for which they are designed, reliably and without failure during operation.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities when servicing aircraft and aeronautical product.

AIRCRAFT AND AERONAUTICAL PRODUCT SERVICINGS

Servicing Types

3. Aircraft and aeronautical product servicings are defined in AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual Section 1 and are applicable to an application, eg an aircraft type. The types of servicings conducted by the ADF are:

a. Operational (OP).

b. Routine (R).

c. Special (S).



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d. Storage (ST).

Technical Maintenance Plans

4. The Technical Maintenance Plan (TMP) documents the servicings applicable to a particular aircraft and associated aeronautical product, including the AMOs, trade groups, publications required, and the interval at which servicings must be carried out.

OPERATIONAL SERVICING

Introduction

5. Operational Servicing comprises those Operational Maintenance (OM) tasks performed to prepare the aircraft or aeronautical product for operational use, or to service the aircraft or aeronautical product as a consequence of operational use, and includes the following Flight Servicings:

a. Before Flight (B/F).

b. Partial Before Flight (PBF).

c. Turn Around (T/A).

d. Running/Hot Turn Around (RTA).

e. After Flight (A/F).

f. Daily Flight (D/F).

6. Certification responsibilities for Flight Servicings are detailed in Section 4—Maintenance Recording.

Before Flight Servicing

7. A B/F Servicing is a maintenance task carried out on an aircraft or aeronautical product, eg aircraft simulator, to bring it to a state of readiness for operation. A B/F is an operational servicing consisting of the inspection, checking and replenishment necessary as a minimum to ensure that the aircraft or aeronautical product is properly replenished and serviceable for its prescribed or required operation. The aircraft or aeronautical product may be subject to supplementary turn around servicings and rectification work during the duration of the intended flight or operation. B/Fs must be carried out in accordance with the relevant flight servicing schedules.

8. Control locks, engine/exhaust blanks and pitot/static covers must be left fitted until the aircraft or aeronautical product is ready to be operated and must be refitted when the aircraft or aeronautical product ceases operation.

9. Currency of Before Flight Servicing. A B/F Servicing remains current for a period determined by the responsible Systems Program Office (SPO). The DTG for the B/F must be entered in the Flight Servicing field of the recording and certification system. The first ‘DTG’ entered by maintenance personnel for a B/F servicing task signifies the commencement of the B/F currency period.

10. An aircraft flight may extend over the B/F currency period provided the flight has commenced before the currency period expires. On landing the aircraft would then require an A/F and B/F before the next flight.

11. Where the prescribed B/F currency is assessed as too long for the type of operations to be undertaken, the Senior Maintenance Manager (SMM) or delegate may reduce the currency of a B/F Servicing. The B/F must be carried out as close as practicable to the planned operation.

12. If an A/F Servicing is carried out on the aircraft or aeronautical product within the B/F currency period, another B/F servicing must be carried out before the aircraft or aeronautical product can be released for further use.

Partial Before Flight Servicing

13. A PBF is a servicing that must be carried out as a consequence of any maintenance activity carried out on an aircraft or aeronautical product during the currency of a B/F. The Maintenance Manager (MM) responsible for the maintenance activity must enter the PBF requirement in the AMD and designate the areas/zones to be inspected. The areas/zones designated must ensure that the requirements of the B/F are applied to all areas/zones affected by the maintenance activity. The PBF must be carried out in accordance with the relevant aircraft or aeronautical product servicing schedule, and does not affect the currency period of the original B/F.



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Turnaround Servicing

14. A T/A Servicing consists of a set of maintenance tasks performed on an aircraft or aeronautical product between successive operations within the currency of the B/F Servicing. The purpose of a T/A Servicing must ensure that an aircraft or aeronautical product that has been used is serviceable for further operation within the B/F currency period. A T/A Servicing must include those replenishments, inspections and checks necessary as a minimum to ensure that the aircraft or aeronautical product is adequately replenished and serviceable for further operational use. T/A Servicings must be carried out in accordance with the aircraft or aeronautical product servicing schedule.

15. Currency of Turnaround Servicing. Currency of T/A servicing is until the next aircraft captains acceptance or when the currency of the B/F lapses, whichever occurs first.

Running/Hot Turn Around

16. A RTA Servicing consists of a set of maintenance tasks performed on an aircraft or aeronautical product between successive operations within the currency of the B/F Servicing, and whilst the Auxiliary Power Unit (APU) is operating, one or more engines are operating or rotors are running. The purpose of a RTA Servicing must ensure that an aircraft or aeronautical product that is being operated is serviceable for further operation within the B/F currency period. A RTA Servicing must include those replenishments, inspections and checks necessary as a minimum to ensure that the aircraft or aeronautical product is adequately replenished and serviceable for continued operational use. RTA Servicings must be carried out in accordance with the aircraft or aeronautical product servicing schedule and AMO local instructions.

After Flight Servicing

17. An A/F Servicing comprises those maintenance actions necessary as a minimum to ensure that appropriate systems are replenished and defects and deterioration due to the operation of aircraft for the purpose of flight, are identified for corrective action. A/F Servicings may include other preventative and surveillance actions, such as the installation of prescribed blanks, safety devices and rotor system mooring and protection equipment. A/Fs must be carried out in accordance with the relevant servicing schedules.

Daily Flight Servicing

18. A D/F Servicing incorporates B/F and A/F maintenance tasks that are carried out on an aircraft or aeronautical product to bring it to a state of readiness for an operation. A D/F Servicing includes the inspections, checks, replenishments and servicings required to ensure operational readiness. D/Fs must be carried out in accordance with the relevant servicing schedules.

19. Currency of Daily Flight Servicing. A D/F Servicing remains current for a period determined by the responsible SPO. The DTG at which the D/F Servicing was completed must be entered in the Flight Servicing section of the AMD or applicable maintenance documentation within 30 minutes of completion of the D/F.

20. An aircraft, which has been D/F Serviced and is not immediately required for flight must have all appropriate covers and mooring ropes fitted.

FLIGHT LINE PREPARATIONS

21. ADF aircraft may require positioning and configuration prior to launch, and stowed after recovery. Activities may include the spreading and locking of tail-pylons and main rotors in the flight ready position, installation or removal of gust locks and main rotor restraint equipment, special checks of recovery and handling assist equipment and fittings, and the removal and installation of safety pins and blanks. Many of these actions require coordinated effort and must be confirmed as correct in accordance with defined procedures prior to operation, launch and after recovery. Specific requirements must be incorporated in Flight Servicing Schedules and local instructions as appropriate.

22. Whilst some flight servicing actions may not require recording action, all are important and require positive management to ensure that the required actions are completed and readiness for flight is confirmed by the Aircraft Captain prior to start and rotor engagement. A suitably qualified and experienced Flight Line Supervisor is therefore to be nominated to coordinate these functions.

23. The Flight Line Supervisor must ensure that aircraft are handled, secured and protected during recovery, deck/hangar and flight line movements.



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Arming, Re-Arming and De-Arming

24. Procedures for aircraft Arming, Re-Arming and De–Arming are detailed in the relevant authorised maintenance data.

Calendar Based Servicing Currency

25. Where a servicing interval is based on calendar days, the servicing becomes due on the specified date. The aircraft or aeronautical product will become unserviceable at 0001 hrs the day following the specified date.

ROUTINE SERVICING

Introduction

26. An R Servicing is a set of preventive tasks that are necessary to preserve an aircraft or aeronautical product’s inherent level of safety and operational reliability. These tasks may include:

a. preventive tasks on designated functional items;

b. examination of designated areas of structure known or assessed to have a high susceptibility to damage through fatigue, corrosion or mechanical damage;

c. zonal examinations;

d. functional or operational check tests on designated items or systems;

e. examination of primary installations such as wiring or hydraulic piping, usually on a sampling basis; and

f. restoration of an application’s surface finish.

27. The servicing tasks may be performed by more than one trade, and may be classified either Operational or Deeper Maintenance (DM).

28. R Servicings are normally performed at a fixed interval or number of events, and one or more may be specified for each application; eg R1 every 100 AFHRS, R2 every 300 AFHRS, R3 every two elapsed years.

29. When an aircraft or aeronautical product enters service, servicing periodicities/intervals commence for:

a. calendar based servicings, from the date of receipt of the aircraft;

b. flying hour based servicings, from the first flight of the aircraft; and

c. out of phase (cycle) based servicings, from initial operation of the equipment.

30. The SMM or delegate may increase the servicing requirements to meet special conditions, such as flying operations under unusual and/or adverse conditions. This can be achieved by decreasing the periodicities/intervals of servicing operations. The effect of shortening the servicing interval on servicing operations has the dual impact of increasing maintenance manpower requirements and using spares and consumables at a greater rate than forecast. Therefore, every effort must be made to carry out servicing operations as close to the due date/flying hour/cycle as possible, consistent with operational management constraints.

31. Routine servicing is managed in the ADF under the following concepts:

a. Flexible Servicing.

b. Phased Servicing.

c. Periodic Servicing.

32. The documentation procedures for routine servicings are detailed in Section 4.

Flexible Servicing

33. Flexible servicing schedules are developed by separating the total routine servicing requirement into individual operations, which, ideally, can be accomplished with minimum interference to aircraft or aeronautical product availability. The periodicities of flexible servicing operations are either calendar, flying hour or out of phase based.

34. All flexible servicing operations are carried out in accordance with the aircraft or aeronautical product Flexible Servicing Schedule promulgated in the applicable Technical Maintenance Plan (TMP).



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35. New flexible servicing operations introduced into the Flexible Servicing Schedule must be carried out as soon as operational commitments permit, unless otherwise directed by the responsible ADF System Program Office (SPO).

Phased Servicing

36. Phased Servicing is a modified form of Flexible Servicing, where the flexible servicing operations are grouped together into specific blocks, eg 50/100/150 hours, 14/28 days. Individual operations are still managed as Flexible Servicings.

37. Phased Servicing distributes the tasks evenly between all servicings. This concept is suitable for applications with high utilisation rates where extensive downtime between servicings for maintenance is not desirable; however, Phased Servicing do require significant effort to align maintenance tasks.

Periodic Servicing

38. Schedules for periodic servicing are developed by separating the total flying hour based routine servicing requirement into packages of servicing operations, eg R1 or R2 servicings. For convenience and ease of management, the number of grouped packages is normally limited to three or four.

39. Schedules for calendar and out of phase based servicing operations are developed and managed separately as Special servicings. These may occur independently of flying hour based operations. Periodic Servicing do require significant down-time to complete servicings, but provides greater availability between servicings.

40. Periodic servicing operations are detailed in the appropriate aircraft or aeronautical product Planned Servicing Schedule (PSS) and are listed in the relevant aircraft or aeronautical product TMP as R servicings.

Rescheduling Servicing Operations

41. Following certification, servicing operations are rescheduled using the periodicities/intervals listed in the relevant aircraft or aeronautical product TMP.

Scope of Routine Servicings

42. R Servicings are generally more in-depth than Operational Servicings. However, carrying out R Servicings does not negate the requirement to carry out Operational Servicings.

43. The tasks listed in an R Servicing Schedule are the minimum mandatory maintenance actions that must be carried out on the aircraft or aeronautical product during that servicing. Unserviceabilities discovered whilst carrying out an R Servicing must be considered as unscheduled maintenance and not part of the Routine Servicing content.

SPECIAL SERVICINGS

44. S Servicings cover a variety of tasks such as inspections, servicing and maintenance requirements, which are independent of operational and routine servicings and are not covered in flight servicings, routine servicings or planned component replacements. S Servicings are required at some fixed interval event or whenever specific circumstances arise, eg following heavy landing, operation in a corrosive environment or operation of certain equipment. These events are not normally based on accrued hours or calendar time but may occur at unplanned intervals and therefore cannot be planned as part of an R Servicing.

45. S servicings are listed in the aircraft or aeronautical product TMP and are carried out in accordance with the appropriate aircraft or aeronautical product publication. S Servicings are specified maintenance tasks carried out on the following occasions:

a. When designated systems such as aircraft lighting and ordnance jettison require a specific check prior to use.

b. On completion of flight where the aircraft or aeronautical product has been subjected to adverse conditions or environment, eg rescue winch cable wash on completion of wet winching or aircraft exceeded limitations.

c. At the end of a designated interval, as specified in the relevant aircraft or aeronautical product publication following critical maintenance operations, eg re-torque of Main Rotor Gearbox mounting attachment. These special servicing operations are entered into the recording and certification system and transferred to the Special Maintenance Requirement (SMR) section.



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Identification of Special Servicings

46. Specific S Servicings are defined for an application using the letter ‘S’ followed by a uniquely identified number in the range of 1 to 999, eg S1.

STORAGE SERVICINGS

47. ST Servicings are those maintenance tasks required to prepare for, maintain and return an aircraft or aeronautical product from preservation and storage. On conversion to ST Servicings, all Operational, Routine and Special Servicings are suspended in accordance with Section 8 Chapter 18—Preservation of Aircraft for Storage.

Suspension of Servicing

48. When an aircraft or aeronautical product is placed into preservation/storage, all servicing is suspended except for those Special Servicing operations in accordance with the appropriate PSS and listed in the relevant TMP. Preservation and Storage procedures for ADF aircraft are detailed in Section 8 Chapter 18.

ADDITIONAL SERVICING INFORMATION

49. Additional information on the purpose of each servicing is detailed in AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual.

MAINTENANCE MANAGED ITEM MANAGEMENT

Introduction

50. Planned aeronautical product replacement is the scheduled removal and installation of Maintenance Managed Items (MMIs) as identified in the relevant aircraft or aeronautical product TMP. Planned aeronautical product replacement is designed to maintain MMI reliability and performance levels. The periodicities/intervals and defined maintenance requirements for MMIs are specified in the relevant aircraft TMP. These include Bay Service (BS), Overhaul (OH) and Throwaway (TA).

Transfer of MMIs

51. Transfer of MMIs between aircraft or aeronautical product (cannibalisation) requires the planned replacement and routine servicing operations relevant to the MMI to also be transferred.

Routine Servicing of MMIs

52. When MMIs are replaced due to planned replacement, the routine servicing operations relevant to the MMI must be rescheduled using the periodicities/intervals listed in the appropriate aircraft or aeronautical product TMP.

Rescheduling of Planned MMI Replacement

53. Following certification of the MMI replacement, the next planned replacement is rescheduled using the periodicity/interval listed in the relevant aircraft or aeronautical product TMP. Any periodicity/interval already expended must be taken into account.

MAINTENANCE INTERVAL

54. The maintenance interval for a task or servicing specified in a TMP represents the optimum interval for performing the related process, consistent with the aim of preserving inherent levels of item reliability at least cost.

55. An AMO can, without SPO approval, anticipate a TMP interval by any amount. However repeated anticipation of maintenance intervals has an adverse and cumulative effect on workload, logistics resources and item availability.

56. Where an AMO is unable to perform a task or servicing at the specified TMP interval due to a lack of resources or operational reasons, a Maintenance Interval Extension Request (MIER) must be raised and approved prior to the expiry of the applicable scheduled maintenance requirement. The MIER process is detailed in Section 3 Chapter 11—Deferment of Required Maintenance.



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SECTION 3

CHAPTER 3

AIRCRAFT AND AERONAUTICAL PRODUCT MAINTENANCE

Table of Contents INTRODUCTION ............................................................................................................................................. 1 THE OBJECTIVE OF MAINTENANCE........................................................................................................... 1 AIRCRAFT AND AERONAUTICAL PRODUCT MAINTENANCE REQUIREMENTS................................... 1

Maintenance of Non-Maintenance Managed Items. .................................................................................... 2 APPROVED MAINTENANCE ORGANISATIONS ......................................................................................... 2 MAINTENANCE LEVELS ............................................................................................................................... 2 MAINTENANCE TYPES.................................................................................................................................. 2

Preventive Maintenance............................................................................................................................... 2 Corrective Maintenance ............................................................................................................................... 2

SERVICEABILITY CRITERIA ......................................................................................................................... 3 Serviceability Decisions for Unclear or Undocumented Serviceability Criteria ............................................ 3

RECORDING AND CERTIFICATION OF AIRCRAFT MAINTENANCE........................................................ 3 TECHNICAL ASSISTANCE............................................................................................................................ 3 CONTRACTOR WORKING PARTY ............................................................................................................... 4 CONTRACTORS TECHNICAL REPRESENTATIVES................................................................................... 4 AIRCRAFT SUPPORT TEAM......................................................................................................................... 5 AIRCRAFT SURVEY....................................................................................................................................... 5

Management ................................................................................................................................................ 6 Periodicity ..................................................................................................................................................... 6 Additional Outcomes and Records............................................................................................................... 6

MAINTENANCE OF TRANSITING AIRCRAFT.............................................................................................. 7 Maintenance of Aircraft by ADF Personnel .................................................................................................. 7 International Logistics Agreements and Arrangements ............................................................................... 7

INTRODUCTION

1. Maintenance is carried out on ADF aircraft and aeronautical product to ensure it is maintained in a condition that will enable it to perform the function for which it is designed, reliably and without failure during operation.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities when conducting and managing maintenance applied to aircraft and aeronautical product in support of AAP 7001.053(AM1)—Technical Airworthiness Management Manual Technical Airworthiness Regulation 5. 1. 1—Authorised Maintenance Data.

THE OBJECTIVE OF MAINTENANCE

3. The objective of ADF maintenance is to keep ADF aircraft and aeronautical product in an approved design condition such that it is safely operable and properly configured to meet its intended purpose. ADF maintenance activities ensure the preservation of the inherent levels of reliability and the optimisation of availability.

AIRCRAFT AND AERONAUTICAL PRODUCT MAINTENANCE REQUIREMENTS

4. Aircraft and aeronautical product are maintained in accordance with authorised maintenance data (refer Section 4 Chapter 1—Authorised Maintenance Data). Additionally, the management of aircraft and Maintenance Managed Items (MMIs) is in accordance with an approved maintenance plan.

5. The Approved Maintenance Plan. The primary function of the approved maintenance plan is to promulgate in a single document the approved maintenance policy for a given aircraft and applicable aeronautical product (the Application) and its constituent MMIs. Approved maintenance plans define the following aspects of maintenance policy for a given application:

a. The maintenance process, ie the maintenance to be performed.

b. The maintenance interval or life, ie when the maintenance is to be performed.

c. The authorised venue, ie where the maintenance is to be performed.

d. The trade responsibility, ie by whom the maintenance is to be performed.



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e. The maintenance publication, ie how the maintenance is to be performed.

6. AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual Section 4 and NAP 7001.031–1—Technical Maintenance Plan Management and Administration provide a detailed description on aircraft Technical Maintenance Plans (TMPs).

Maintenance of Non-Maintenance Managed Items.

7. Aeronautical Product that is not maintained under an approved maintenance plan may still require maintenance to be performed on it in accordance with authorised maintenance data. This maintenance may be conducted within the AMO or by other approved external agencies. All maintenance must be recorded and certified as required by Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

APPROVED MAINTENANCE ORGANISATIONS

8. AMOs are responsible for carrying out maintenance on ADF aircraft and aeronautical product. The scope of maintenance performed by an AMO is defined and approved by the Technical Airworthiness Regulator (TAR). The responsibilities, organisation and requirements for an AMO are fully described in AAP 7001.053(AM1)1.

MAINTENANCE LEVELS

9. To optimise maintenance activities, AMOs are structured into:

a. Operational Maintenance (OM), and

b. Deeper Maintenance (DM).

MAINTENANCE TYPES

10. There are two types of maintenance used in the ADF to maintain aircraft for life-of-type:

a. Preventive Maintenance, and

b. Corrective Maintenance.

Preventive Maintenance

11. Preventive maintenance is maintenance intended to prevent or delay a failure from occurring and is further defined in AAP 7001.038(AM1).

12. Preventive maintenance is made up of four basic maintenance tasks:

a. lubrication/servicing,

b. on-condition,

c. hard time, and

d. failure finding.

13. The deferment of preventive maintenance is addressed by the Maintenance Interval Extension Request (MIER) process detailed in Section 3 Chapter 11—Deferment of Required Maintenance.

Corrective Maintenance

14. Corrective Maintenance is maintenance intended to correct a failure after it has occurred and comprises those tasks required to restore an aircraft or aeronautical product to a satisfactory condition or level of performance after either a functional failure has occurred or a potential failure has been detected. It may be performed on any aircraft or aeronautical product irrespective of whether preventive maintenance tasks are also defined for the aircraft or aeronautical product.

15. The deferment of corrective maintenance is addressed by the Carried Forward Unserviceability (CFU) process detailed in Section 3 Chapter 11.

16. Unscheduled Maintenance. Unscheduled maintenance is that corrective maintenance performed on an aircraft on an unplanned basis. The need for unscheduled maintenance may become apparent in-flight, during flight servicing or whilst carrying out scheduled maintenance.



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17. Unscheduled maintenance includes those tasks required to:

a. rectify any unserviceability detected on an aircraft,

b. embody a Modification (MOD) or Design Deviation (DD),

c. satisfy a Special Technical Instruction (STI),

d. carry out a role or configuration change, or

e. transfer serviceable aeronautical product between aircraft (cannibalisation).

18. Any scheduled maintenance operation, which is completed during the course of unscheduled maintenance, may be ‘claimed’ and rescheduled accordingly.

19. When carrying out unscheduled maintenance, the aircraft must first be released to maintenance unless the provisions allowing maintenance following maintenance release of aircraft are invoked.

SERVICEABILITY CRITERIA

20. Serviceability criteria, such as limits, are applied to determine whether a component or system is serviceable. It is not possible to determine a components serviceability without using serviceability criteria.

21. The Systems Program Office (SPO) will publish serviceability criteria relevant to a particular component or system in the component’s maintenance manuals and will also publish serviceability criteria in the servicing schedules for systems and their components. DGTA–ADF and SPOs may also publish, in generic technology manuals, serviceability criteria relevant to components used across multiple systems, for example, serviceability criteria relevant to aircraft wiring, structural repair and the integrity of fasteners.

22. Serviceability criteria may require the measurement of a factor, such as fluid level, pressure, temperature, time, resistance, weight, leakage rate and physical dimensions. This measurement is then compared against a limit or value in the maintenance publication or servicing schedule.

23. In other cases, serviceability criteria may require maintenance personnel to apply their training and experience to determine whether, for example, there is ‘free play’, ‘corrosion’, ‘contamination by oil and grease’, ‘adequate clearance’ or ‘loose rivets and fasteners’.

Serviceability Decisions for Unclear or Undocumented Serviceability Criteria

24. There may be instances when the serviceability state of an item is in question due to unclear or undocumented Serviceability Criteria in maintenance instructions. When multiple maintenance instructions detail conflicting serviceability limits, the most conservative limit is to be used. Where no serviceability limit has been set or the existing limits are unclear, then a serviceability limit of nil allowable damage, eg crack/leakage/tolerance/malfunction is to be assumed and the AMO must seek authoritative advice from the SPO before making the item serviceable.

RECORDING AND CERTIFICATION OF AIRCRAFT MAINTENANCE

25. Recording and certification of aircraft maintenance must be entered in the appropriate aircraft or aeronautical product maintenance recording and certification system in accordance with Section 4 Chapter 2.

TECHNICAL ASSISTANCE

26. The Parent AMO and relevant Force Element Group (FEG) or Wing Headquarters, as appropriate are charged with providing operational level support to detached flights and should be the first point of contact when technical assistance is required. Technical assistance may also be sought from Defence and/or civilian sources when required. Technical assistance may be required to provide specific expertise, equipment on loan or additional manpower. Examples of technical assistance that may be sought are assistance for the embodiment of complex aircraft modifications, or extensive aircraft repairs that are beyond the resources of an AMO.

27. In the first instance, the requirement for technical assistance should be satisfied within the FEG/AMO as appropriate; however, if the requirement is beyond FEG/AMO resources, a request is to be directed to the responsible SPO. Requests for technical assistance are to contain the following information as a minimum:

a. extent of the work or technical assistance required, including manpower requirement estimates, if possible;

b. number of aircraft or quantity of aeronautical product involved;

c. location of aircraft/aeronautical product;



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d. priority of the request with the required completion date; and

e. impact of receiving no assistance.

28. Any subsequent alterations to the request are to be reported promptly to the responsible SPO and FEG Headquarters (FEGHQ) so that appropriate amendments to the original work order may be initiated.

29. The sponsor SPO may arrange technical assistance to be undertaken by:

a. a Contractor Working Party (CWP),

b. a contractors technical representative, or

c. an ADF working party, staffed from available AMO personnel.

30. In all circumstances the extent of work required by the CWP is to be kept to a minimum by ensuring that all preparatory work has been carried out. The Senior Maintenance Manager (SMM) or delegate is to ensure maintenance personnel are available to carry out any additional work that might be required which is not covered by the work order.

CONTRACTOR WORKING PARTY

31. A CWP is only to be employed on the work covered by the work order. The CWP should not be called upon before all the necessary modification kits and/or parts, other than those for which arrangements have been made for supply by the contractor, are available at the repair venue.

32. Notification of Completion. When a CWP completes the task for which it is contracted, the ADF contract manager is to notify the responsible SPO and FEGHQ in writing that work has been completed in accordance with the contract/work order.

33. Reports. A written report must be compiled by the contract authority in consultation with the AMO, detailing the work carried out by the CWP. The original copy of the report is to be forwarded to the ADF nominated contract manager, one copy is to be forwarded to the responsible SPO and one copy is to be retained by the AMO. The report is to contain the:

a. SPO order number;

b. CWP order number;

c. serial number of aircraft, engine or aeronautical product concerned;

d. serial numbers of major components and/or MMIs removed and installed by the CWP;

e. work-hours expended by the CWP on task; and

f. written description of the work carried out.

34. The report must be supplied by the contract authority concerned on completion of the work by the CWP, unless otherwise instructed by the responsible SPO.

35. Inspection of Flying Controls and Other Systems. Where flying controls and other systems have been dismantled/disturbed by a contractor to facilitate a work order, the following procedures are to be complied with, unless the work is being inspected by an ADF authorised inspector:

a. The SMM, or delegate, is to obtain from the contractors inspector, a certificate of inspection. The certificate is to cover the independent inspections carried out in accordance with this publication.

b. If any inspection reveals previous damage or unacceptable wear, the defects are to be reported to the SMM or delegate. The rectification of these defects is the responsibility of the custodian/parent AMO and not the responsibility of the contractor.

c. In circumstances where inspections are unable to be carried out by the CWP, the aircraft may be accepted from the CWP on completion of the repair, if a certificate is provided detailing controls and/or systems disturbed or disconnected during repair. In these cases the AMO SMM, or delegate, is responsible for ensuring that the necessary work and inspections are carried out before flight.2 Any defects found which stem from the CWP work are to be reported immediately to the responsible SPO.

CONTRACTORS TECHNICAL REPRESENTATIVES

36. Contractors technical representatives are available for supplying technical expertise and information on engines, aircraft systems and/or aeronautical product that they have been contracted to supply or maintain on behalf of the ADF.



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37. Certain contractors have ‘free service’ representatives, who work directly under their control. These representatives may visit AMOs and air capable ships. Arrangements for these visits are to be made through the responsible SPO who will liaise with the FEG and responsible Commanding Officer (CO).

38. After each visit, the representative should forward a brief report to the responsible SPO detailing outcomes and other relevant information.

39. Any assistance offered by a technical representative must be approved by the responsible SPO prior to acceptance.

40. Immediately the services of a representative are no longer necessary, the responsible SPO is to be notified to enable formal closing of the agreement or contract.

AIRCRAFT SUPPORT TEAM

41. Aircraft Support Teams may be formed to provide specialised maintenance support to ADF Aviation AMOs, Ship’s flights and deployments to meet unusual maintenance contingencies that cannot be satisfactorily met from the manpower or material resources of the individual AMO or Ships flight. The activity of the team is normally confined to aircraft repair remote from the parent AMO, where the operational level maintenance capability or capacity is insufficient.

42. The activity of the team includes, but is not limited to:

a. airframe structural repairs;

b. providing assistance as directed, and undertake other maintenance which is considered beyond the capability of the AMO, Flight or detachment;

c. incorporating major high priority modifications;

d. performing major aeronautical product changes; and

e. performing troubleshooting.

43. The Officer-in-Charge (OIC) of the team is responsible for:

a. developing and maintaining the orders and procedures necessary for the efficient management of team personnel;

b. certification of aircraft repairs carried out by the team;

c. ensuring the development and maintenance of a ready use kit of tools and spares which are likely to be required to meet contingencies;

d. ensuring the nominated technicians are prepared for deployment on 72 hours notice;

e. ensuring that the nominated technicians have current medical inoculations and official passports; and

f. ensuring that duty statements reflect any specialist skills required to meet perceived team activities additional to normal duties.

AIRCRAFT SURVEY3

44. Aircraft survey is a management tool that allows the in-service material state of aircraft to be monitored for the purpose of planning aircraft rework or restoration requirements. It also provides the opportunity to independently assess the effectiveness of maintenance programs in preserving aircraft materiel condition. The main focus of a survey is to assess the aircraft’s condition through a physical audit at a predetermined time within the aircraft’s servicing schedule when the aircraft is unserviceable for planned maintenance. A survey may also be undertaken during or at the completion of, a period where the aircraft has been operated under contingency maintenance. The survey provides a basis for judgements as to whether an aircraft should be removed from service for rectification work, or whether an aircraft rework should be planned, and if the aircraft is suitable to return to service for the next survey periodicity. The overall aim is to allow aircraft rectification work to be planned, funded and managed. For industry and the responsible SPO to organise a satisfactory rework, induction must be planned and programmed well in advance. In addition, a well-defined work package is essential to define the rework required.

45. A survey is also a prudent means of sampling the effect of corrosion preventative measures and maintenance routines for a new aircraft type when first deployed in an adverse environment, eg at sea on an air-capable ship, to determine whether recommended maintenance practices should be modified.



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NOTES

• Navy Only. Naval Aircraft Surveys are to be carried out by Aviation Maintenance Standards (AMS). The scope of the survey is to be determined by the survey officer in consultation with the aircraft custodian. The survey should be conducted without stripping and possibly in conjunction with a zonal or similar inspection. A copy of the survey report, with maintenance effectiveness comments or recommendations for change, is to be forwarded to Naval Aviation Systems Program Office MRD to enable evaluation of the effectiveness of the service regime (refer paragraphs 51 and 52).

• Air Force and Army. Aircraft surveys are not currently carried out on AMO aircraft; however, this process may be instigated at the discretion of the SMM, FEG or sponsor SPO.

46. Defects. During the course of a survey, defects which impact airworthiness may be discovered, which will require rectification. In all cases the survey team will enter these defects in the aircrafts recording and certification system. Rectification of any such defects will normally be the responsibility of the SMM or delegate, but if the survey officer considers the rectification to be beyond the capabilities or resources of the AMO, SPO assistance is recommended.

Management

47. Calendar Time (CT) is normally the basis to be used for scheduling aircraft to survey. The survey process will include a detailed inspection of the aircraft and its systems and may include a full Maintenance Test Flight (MTF). Where appropriate, the MTF should be undertaken as part of the survey process. The Flight Test Report (FTR) is to be attached to the detailed inspection report; together these forms make up the complete survey report. Surveys are arranged and managed by the responsible SPO. Aircraft surveys are to be carried out by a team of experienced staff under the supervision of an engineer officer authorised by the FEG, and supplemented by specialist personnel from in-service support agencies as appropriate. Promulgation of procedures and documentation requirements are the SPOs responsibility.

NOTE

• Navy Only. A full MTF is not required for the conduct of a Naval Aircraft Survey. AMS will manage Naval Aircraft Surveys to enable effective use of resources for both AMS and the operating AMO.

48. Allotment for Survey. At the discretion of the responsible SPO, aircraft may be allotted to an appropriate ADF agency or contractor AMO for survey. A replacement aircraft will not normally be allotted.

Periodicity

49. The period between surveys will be determined by the responsible SPO and should be as long as prudently possible without compromising airworthiness, safety or materiel state.

NOTE

• Navy Only. Surveys of Naval aircraft are normally planned to occur annually due to the naval operating environment and is used as the prime monitoring method for analysing the effectiveness of the system of maintenance for Naval aircraft for the environment in which they operate.

50. Subsequent surveys shall be scheduled by the responsible SPO on completion of an assessment based on previous surveys of the particular aircraft, giving consideration to any progressive deterioration identified and the projected operating environment. Two years CT should be the minimum period between surveys, however, this may be varied at the discretion of the responsible SPO.

Additional Outcomes and Records

51. Throughout an aircrafts service life, and depending on its various operating environments, aircraft surveys will gauge the effectiveness of existing maintenance programs and contribute to reliability based maintenance assessments of routine servicings, thus allowing adjustment to servicing schedules. The conduct of an aircraft survey is particularly important following a period of operation under contingency maintenance to ensure the aircraft’s condition is thoroughly assessed and appropriate rectification work is undertaken to restore material integrity for



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achievement of expected Life-of-Type. Prescribed contingency maintenance activities may also need reviewing where deficiencies may be evident. The survey also assesses the affects of any battle damage repair to determine what repairs should be the subject of engineering review when repairs are outside the scope of those prescribed in the aircrafts Structural Repair Manual.

52. Comprehensive records of surveys and the associated analyses are to be retained for the Life-of-Type by the responsible SPO and subsequently archived in accordance with Government archiving policy. Survey reports, including constructive comments and advice of follow up actions intended by the responsible SPO, will be provided to the aircraft Custodian/AMO.

MAINTENANCE OF TRANSITING AIRCRAFT

Maintenance of Aircraft by ADF Personnel

53. For transiting aircraft, the visited AMO is to obtain authorisation to perform any maintenance on that aircraft. All maintenance actions are to be documented in accordance with the transiting aircrafts maintenance instructions. The SMM of the AMO performing the maintenance is to consider their responsibilities under Section 3 Chapter 1—Supervision, Inspection and Management of Maintenance and Flight Operations Within an AMO.

International Logistics Agreements and Arrangements

54. The ADF uses bilateral agreements with allies and friendly countries to access resources for logistics support. Similarly, these nations may use the same agreements for support from the ADF. DI(G) LOG 4–1–005—International Logistics Agreements and Arrangements provides information on co-operative logistics arrangements established between the ADF and other nations.

1 TAREG 4.1 2 TAREG 5.1.3 3 TAREG 3.5.4



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1

SECTION 3

CHAPTER 4

CONTINGENCY MAINTENANCE AND BATTLE DAMAGE REPAIR

Table of Contents INTRODUCTION ............................................................................................................................................. 1 CONTINGENCY MAINTENANCE AND BDR AUTHORISATIONS ............................................................... 1

Under a declared contingency ..................................................................................................................... 1 Peacekeeping Operations ............................................................................................................................ 2

RETURN TO PEACETIME STANDARDS ...................................................................................................... 2 RECORDING AND CERTIFICATION ............................................................................................................. 2

Contingency Maintenance............................................................................................................................ 2 Battle Damage Repair .................................................................................................................................. 2

RETAINING OF CMAINT AND BDR WORKSHEETS ................................................................................... 2 BDR TRAINING............................................................................................................................................... 2

INTRODUCTION

1. An important requirement during a declared contingency is the ability to maintain operational effectiveness through the rapid restoration of unserviceable aircraft to a mission-worthy status. Revised maintenance activities, such as aircraft and aeronautical product servicing schedules, lifing strategies and repair philosophies that allow maximum operational availability while managing risk may be introduced during a declared contingency. This revised maintenance concept is known as Contingency Maintenance (CMAINT) and Battle Damage Repair (BDR).

2. Where the nature of aircraft operations dictate, the Systems Program Office (SPO) shall develop CMAINT plans and servicing schedules in accordance with AAP7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual. When this occurs, the CMAINT requirements will be stated in a Technical Maintenance Plan (TMP) and Planned Servicing Schedules (PSS).

3. This chapter prescribes the responsibilities and procedures to be followed to effectively manage CMAINT and BDR in support of the Technical Airworthiness Regulation (TAREG) 5. 1. 12—Contingency Maintenance and Battle Damage Repair.

CONTINGENCY MAINTENANCE AND BDR AUTHORISATIONS

Under a declared contingency

4. DI(G)LOG 4–5–010—Contingency Maintenance, states that CDF will direct when the ADF is to be involved in a declared contingency1. The declaration of a contingency in itself does not automatically allow the conduct of CMAINT and/or BDR maintenance/repair activities. The contingency declaration must be combined with an operational requirement before CMAINT and/or BDR can be employed. To ensure the decision to employ CMAINT or BDR in an Area of Operations is not hampered by long lines of communication, DI(G)LOG 4–5–010 provides the Component Commander with the authority to determine when CMAINT solutions are to be employed.

5. The Air Component Commander has authority to accept or reject CMAINT and BDR solutions after appropriate consultation with the relevant Component maintenance/engineering staff. The SMM may only advise the Air Component Commander on proposed BDR solutions which are defined within AAP 7002.011—ADF Aircraft Battle Damage Repair Manual. Where the Air Component Commander authorises the application of CMAINT and/or BDR, this decision must be formally reported to the relevant Capability Manager through the Technical Control (TECHCON) chain of command to validate and ensure transparency of the decision. The SMM or delegate may, after approval of the Air Component Commander:

a. authorise the use of approved CMAINT servicing schedules or elect to continue with Peacetime TMP (PTMP) maintenance; and

b. approve the use of salvaged aeronautical product to rectify an aircraft provided the technical integrity of the item can be verified, justification provided documented as defined by TAREG 5. 5. 3—Salvage.

6. General guidance on BDR roles and responsibilities is contained within AAP 7002.011 Section 1 Chapter 2—ABDR Roles and Responsibilities.



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Peacekeeping Operations

7. Environmental commanders (for their respective forces), following consultation with Directorate General Technical Airworthiness (DGTA), may approve the application of CMAINT and BDR during a peacekeeping operation. As the application of these processes may reduce asset life, approval is only to be given due to compelling and justifiable operational reasons.

RETURN TO PEACETIME STANDARDS

8. On return from contingency operations, aircraft subjected to CMAINT and BDR must be inspected to identify any undetected battle damage and assess any degradation2. The SPO must determine the level of inspection required, as well as any penalty maintenance and repair requirements to be undertaken prior to return to Peacetime TMP maintenance.

RECORDING AND CERTIFICATION3

9. Standard recording and certification requirements, as defined within Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance, apply when performing CMAINT and BDR.

Contingency Maintenance

10. Aircraft and aeronautical product affected by CMAINT servicing schedules must have the commencement and cessation of the CMAINT schedules recorded in their recording and certification system, as follows:

a. The ‘Details of Unserviceability’ field must state: ‘CMAINT TMP servicing schedules initiated, Authority …(insert reference)…’.

b. The unserviceability must then be transferred as a Carried Forward Unserviceability as defined within Section 3 Chapter 11—Deferment of Required Maintenance. The period of deferment is ‘Until Returned to Peacetime TMP (URPTMP)’.

11. On the cessation of the CMAINT servicing schedules,

a. The deferred maintenance entry must be transferred to the ‘Details of Unserviceability’ field. The ‘Corrective Action’ field must state: ‘Aircraft returned to Peacetime TMP servicing schedules, Authority …(insert reference)…’.

b. A second entry must be placed in the ‘Details of Unserviceability’ field stating: ‘Post CMAINT inspection to be carried out’.

Battle Damage Repair

12. In addition to the standard maintenance recording and certification requirements, specific battle damage and repair actions must be documented in accordance with AAP 7002.011 Section 2 Chapter 4—Documentation.

RETAINING OF CMAINT AND BDR WORKSHEETS

13. Worksheets used during CMAINT and BDR and design drawings must be filed in the applicable aircraft or aeronautical product log pack in accordance with applicable recording and certification system and Section 4 Chapter 2 Annex C—Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records.

BDR TRAINING4

14. Personnel who perform BDR roles must be trained in BDR techniques in accordance with the requirements of AAP 7002.011.

15. During peacetime, BDR techniques must be practised and exercised. Only mock-ups, decommissioned hulls and simulation are to be used for such training.

1 TAREG 5.1.12.b 2 TAREG 5.1.12.e,f 3 TAREG 5.1.2 4 TAREG 5.1.12.c



1

SECTION 3

CHAPTER 5

MAINTENANCE TEST FLIGHTS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 RESPONSIBILITIES........................................................................................................................................ 1

Commanding Officer .................................................................................................................................... 1 Systems Program Office .............................................................................................................................. 1 Commercial Approved Maintenance Organisation ...................................................................................... 1

TEST FLIGHTS ............................................................................................................................................... 2 Experimental Test Flights............................................................................................................................. 2 Maintenance Test Flights ............................................................................................................................. 2 Test Flight Crews ......................................................................................................................................... 2 Test Flight Requirements ............................................................................................................................. 2 Flight Test Schedule..................................................................................................................................... 3 Flight Test Report......................................................................................................................................... 3 Aircraft Configuration.................................................................................................................................... 3 Recording of Flight Test Data ...................................................................................................................... 3

AIR TEST......................................................................................................................................................... 3 Maintenance Validation/Diagnostic Flights .................................................................................................. 3

MAINTENANCE TEST FLIGHT/AIR TEST RECORDING REQUIREMENTS ............................................... 3 Test Flight for Flight Safety Critical Systems ............................................................................................... 4 Test Flight for Non Flight Safety Critical Systems........................................................................................ 4 Test Flight Completion ................................................................................................................................. 4

INTRODUCTION

1. A Maintenance Test Flight (MTF) for aircraft is carried out by an authorised Maintenance Test Pilot (MTP) in support of specific maintenance activities. A MTF is performed by an ADF or civilian contractor Approved Maintenance Organisation (AMO), to ensure the aircraft meets specified performance and handling characteristics.

2. This chapter prescribes the AMO responsibilities and procedures to be followed when performing MTFs of aircraft in support of Technical Airworthiness Regulation 5. 1. 8—Maintenance Test Flights.

RESPONSIBILITIES

Commanding Officer

3. Where aircrew are available to an AMO, the CO is responsible for the appointment and authorisation of qualified aircrew to carry out post maintenance flight testing of aircraft on strength or allotted to their AMO, in accordance with DI(AF) OPS 2–1—Aircrew–Qualifications, Categorisation and Employment, DI(AF) OPS 1–10—Flight Authorisation and Captaincy or ABR 5150—RAN Aviation Instructions as applicable.

4. Where an aircraft has undergone maintenance at an AMO that does not have suitably qualified MTPs, the CO may make arrangements with the CO of another AMO, for the provision of a qualified and authorised MTP to conduct an MTF as required.

Systems Program Office

5. Sponsor Systems Program Offices (SPO) are responsible for the regular review, approval and monitoring of Flight Test Schedules (FTS)1.

Commercial Approved Maintenance Organisation

6. ADF aircraft, which require a flight test after routine maintenance, modification or repair by a commercial AMO, shall be test flown in accordance with the requirements of the contract or Standing Offer. Responsibilities for the provision and authorisation of qualified aircrew to a contractor AMO are as follows:



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a. ADF Aircrew. Where ADF aircrew are required to conduct post maintenance flight testing, the relevant SPO must request the CO of the owning AMO for the provision and authorisation of a qualified aircrew to flight test the aircraft.

b. Civilian Aircrew. Where the contract or Standing Offer allows a contractor employed civilian aircrew to perform post maintenance flight testing of ADF aircraft, the contractor must ensure the contractor employed civilian aircrew is authorised and meets the criteria laid down in the contract or Standing Offer.

TEST FLIGHTS

7. The categories of aircraft Test Flights are:

a. Experimental Test Flights (ETFs), and

b. Maintenance Test Flights (MTFs).

Experimental Test Flights

8. An ETF is carried out at Aircraft Maintenance and Flight Trials Unit (AMAFTU) or Aerospace Operational Support Group (AOSG) by an authorised Test Pilot (TP) in accordance with the relevant Trials Directive. An ETF covers trials, research and developmental flying, and is not to be undertaken by an MTP unless specifically authorised by the Officer in Charge of AMAFTU or CO AOSG.

Maintenance Test Flights

9. An MTF is carried out by an authorised MTP to verify the performance of an aircraft or aircraft system. They must be carried out:

a. on initial receipt of an aircraft from the manufacturer, agent or other service and after initial assembly of aircraft received in a dismantled state (this is normally referred to as an Acceptance Test Flight);

b. as part of an Aircraft Survey inspection, if directed by the responsible SPO or Fleet Aviation Engineering Officer (FAEO);

c. before an aircraft is delivered to a civilian or service AMO for modification or repair (this requirement may be waived by the responsible SPO);

d. after any maintenance, as determined by the responsible SPO or Senior Maintenance Manager (SMM), which affects the flying characteristics or performance of the aircraft and which cannot be satisfactorily ground tested2;

e. on receipt of an aircraft from a AMO where flight testing associated with the transfer has not been completed under paragraphs 9a or 9b;

f. following maintenance on any flight safety critical system, which cannot be satisfactorily ground or workshop tested3; and

g. when considered necessary by the SMM.

10. FTS waiver procedures for aircraft on transfer may only be approved by the responsible SPO4.

11. An aircraft is not considered serviceable until the MTF has been carried out and the results of the Flight Test Report (FTR) have been actioned by the SMM or delegate5.

Test Flight Crews

12. An MTF shall only be carried out by an MTP, qualified and authorised in accordance with applicable service instructions. Maintenance personnel authorised by the SMM may need to be an integral part of the MTF crew on some aircraft types and configurations, these authorisations must be promulgated in local instructions. Passengers are not to be carried in ADF aircraft during an MTF.

Test Flight Requirements

13. The SMM or delegate must determine the level of the MTF based on the nature of the maintenance carried out on the aircraft and aeronautical product. The SMM or delegate must also nominate those tests listed in the FTS that are not required, by ruling through the subject tasks and initialling the line. The SMM or delegate must brief the MTP on the requirements of the MTF.



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Flight Test Schedule

14. FTS instructions for the MTF specific to an aircraft type are contained in the appropriate FTS, normally promulgated as an AAP–6–15 topic.

Flight Test Report

15. The FTR is locally reproduced from the FTS and is used to record the results of an MTF6. It is the responsibility of the authorised aircrew to complete the FTR and submit the results upon completion of the MTF.

Aircraft Configuration

16. The Aircraft must be configured to ensure the results obtained during the MTF are valid. If required, All Up Weight (AUW) and Centre of Gravity (C of G) position prior to the MTF must be recorded.

Recording of Flight Test Data

17. To ensure all operational and maintenance airworthiness aspects are considered, both the MTP and SMM or delegate must review, discuss and certify the FTR on completion of the MTF. MTF crews must complete the FTR by:

a. entering a tick against items listed in the FTR which perform satisfactorily and for which operating figures are not required;

b. placing a cross against unsatisfactory items and amplifying with appropriate remarks;

c. recording all operating figures required, and where corrections or adjustments are necessary, entering appropriate details; and

d. entering in the ‘remarks’ area any data obtained during the MTF which cannot be appropriately entered elsewhere on the FTR.

18. The aircraft is not to be cleared for normal operations until all the MTF functional checks listed in the FTS or FTR have been completed to the satisfaction of the MTP and SMM or delegate.

19. Where the MTF is subjected to ASOR action during flight test, it must be recorded in accordance with Defence Aviation Safety Manual (DASM) Section 3 Chapter 8—Hazard Reporting and Tracking.

AIR TEST

20. An air test must be specified by the SMM where a maintenance activity requires a function to be checked under flight conditions. An air test is limited to a function that does not affect aircraft handling or operational characteristics. The SMM is to ensure a list of common Air Test/Test Flight events are promulgated in local instructions7.

21. Unless the aircraft captain determines the test has an adverse effect on the planned mission, it may be carried out during the next scheduled flight. However, the requirements of the flight must be decided by the SMM in consultation with the Squadron AuthO. An air test does not have to be carried out by a MTP.

Maintenance Validation/Diagnostic Flights

22. A flight may be considered necessary either to validate simple maintenance rectification, which has little effect on the performance or handling characteristic of the aircraft, or to allow simple diagnosis of an unserviceability. Such flights do not require the expertise of an MTP.

23. The flight must be, wherever possible, in accordance with the relevant section of the FTS8. Such a flight may only be undertaken by a pilot who has been fully briefed by the SMM or delegate on the specific requirements of the flight.

MAINTENANCE TEST FLIGHT/AIR TEST RECORDING REQUIREMENTS

24. The recording process requires an entry be placed in the recording and certification system which states a MTF is required. However, to allow the aircraft to be released for flight, the current documentation process dictates the open entries be transferred to the Carried Forward Unserviceabilities (CFU) list9. For an MTF, this is not a standard CFU process; therefore, the transfer to the CFU list is only an administrative action, not an engineering decision. In this case the SMM may delegate a Maintenance Manager (MM) to certify the transfer of the MTF to the CFU list. This is the only occasion a MM can certify the transfer of an unserviceability to the CFU list.



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25. Documentation must be completed in accordance with Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance. Entries must be placed into the recording and certification system stating, as applicable:

a. Tools and test equipment and aeronautical product removed/installed for the MTF; additional to the instructions, requiring removal or installation post MTF.

b. ‘Aircraft requires MTF/Air Test in accordance with….(applicable servicing schedule and/or local instructions) or for...... (reason and, if applicable, Serial Number of Work (SNOW))...., and where applicable Flight Test Schedule Serial Number ....’.

c. Transfer the additional tools and support equipment entry to the Change of Configuration Section (CCS) of the recording and certification system in accordance with Section 3 Chapter 7—Control of Tools and Support Equipment.

26. Once the aircraft has been prepared for the MTF/Air Test, the responsible MM must perform a maintenance release of aircraft in accordance with Section 4 Chapter 210.

Test Flight for Flight Safety Critical Systems

27. For a flight safety critical system the MTF must be completed on the first flight following the maintenance activity. The aircraft cannot be cleared for normal operations until the MTF has been certified as being carried out serviceable.

Test Flight for Non Flight Safety Critical Systems

28. Where the MTF for a non flight safety critical system cannot be conducted, and the system can be safely left inoperative as specifically permitted by SPO approved documentation (with or without limitations), the MTF for that system may be deferred. However, the justification process for the deferral (including consideration of accidental system activation in flight), must be in accordance with the CFU requirements contained in Section 3 Chapter 11—Deferment of Required Maintenance. In this case the CFU process is an engineering decision, not an administrative process. The MTF deferral is to be transferred to the CFU list, including the CFU justification reference. The CFU authority must certify the transfer. The MM cannot certify this process.

29. The system for which the MTF is deferred must be made inoperative. A second unserviceability must therefore be raised stating how the system was made inoperative. This unserviceability must also be transferred to the CFU list. The CFU justification may be the same as used to transfer the MTF unserviceability.

Test Flight Completion

30. On completion of the MTF/Air Test the following actions must be carried out:

a. the MTP completes the ‘Captain’s Release’;

b. the MTF CFU is transferred and closed in accordance with the recording and certification system instruction;

c. the MTP completes the corrective action for the MTF/Air Test being carried out and certifies as follows:

(1) Paper-based system: with a signature and DTG in the area allocated to the ‘Trade Supervisor; or

(2) Electronic system: in accordance with the system instruction.

d. the SMM or delegate enters in the next unserviceability line, ‘Assessment of MTF results to be carried out’;

e. SMM or delegate assesses the results of the MTF and completes the corrective action by entering ‘Assessment of MTF results carried out, aircraft assessed as serviceable or unserviceable’ and certifies as follows:

(1) Paper-based system: with a signature and DTG in the area allocated to the ‘Trade Supervisor; or

(2) Electronic system: in accordance with the system instruction.

f. if applicable, the SMM or delegate enters details of any unserviceability recorded in the FTR in the recording and certification system.



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1 TAREG 3.5.16(a)1 2 TAREG 5.1.8a 3 TAREG 5.1.8a 4 TAREG 3.5.16a(1) 5 TAREG 5.1.8d 6 TAREG 5.1.8d 7 TAREG 5.1.8c 8 TAREG 5.1.8c 9 TAREG 5.1.6a 10 TAREG 5.1.4a



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1

SECTION 3

CHAPTER 6

ALLOTMENT OF AIRCRAFT

Table of Contents INTRODUCTION ............................................................................................................................................. 1 THE ALLOTMENT PROCESS........................................................................................................................ 1

Allotment Authority ....................................................................................................................................... 1 Aircraft Allotment Form................................................................................................................................. 2 Allotment Pack Composition ........................................................................................................................ 2

ALLOTMENT RESPONSIBILITIES ................................................................................................................ 2 Losing AMO.................................................................................................................................................. 2 Gaining AMO................................................................................................................................................ 3

SHORT TERM ALLOTMENTS ....................................................................................................................... 4 Annexes .......................................................................................................................................................... 4 A. Form SQ 306—Aircraft Allotment B. Example of a Message Allotment Request

INTRODUCTION

1. Aircraft are major components of capability. They are both expensive and complex, and their operation and maintenance are significant responsibilities for Approved Maintenance Organisations (AMOs). Therefore, the allotment of aircraft must be carefully managed so that accountability for assets, and their condition on allotment, is clear. AMOs are required to have a suitably detailed and auditable process for allotting aircraft that achieves these two aims.

2. This chapter prescribes the AMO responsibilities and procedures to be followed when allotting aircraft on the State register.

THE ALLOTMENT PROCESS

NOTE

• This process may be applied to aircraft engines or other similar high value Maintenance Managed Items (MMIs) if additional accountability is required.

3. The allotment process is used to:

a. provide a record of the physical/materiel state of an aircraft at the time of allotment;

b. ensure applicable aircraft documentation is transferred to the gaining AMO;

c. formally document the transfer of responsibility for the aircraft; and

d. advise applicable stakeholders that the allotment has taken place.

4. The allotment process is initiated by an allotment authorisation and must consist of the following documentation as a minimum:

a. an aircraft allotment form, and

b. an allotment pack.

Allotment Authority

5. The allotment of aircraft will generally be initiated and authorised by:

a. the Wing or Force Element Group (FEG) Headquarters (for transfers between operating units),

b. the responsible Systems Program Office (SPO) for allotments to and from contractor maintenance venues, or

c. Service Headquarters, which may authorise inter-service allotments.



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Aircraft Allotment Form

6. Form SQ 306—Aircraft Allotment is used to document the allotment process. It provides a record of allotment information, a checklist for the allotment process and serves as cover sheet to the allotment pack. An example of Form SQ 306 is shown in Annex A.

7. Recording. All AMOs that allot aircraft must maintain a register for the purpose of tracking each Form SQ306 raised or received.

8. Distribution. On completion of the Form SQ 306 by the gaining AMO, the Form SQ 306 is to be distributed as follows:

a. original to the Aircraft Log Pack, and

b. copies to the following:

(1) allotment authority, and

(2) losing AMO.

Allotment Pack Composition

9. The aircraft allotment pack comprises the necessary documents to allow the losing and gaining AMO SMMs to meet their obligations during the allotment process. The actual make-up of the allotment pack is to be determined by the SMM or delegate of the losing AMO or as determined by the SPO. The allotment pack must include but is not limited to the following documentation:

a. Form SQ 306, and

b. Aircraft Log Pack.

10. The allotment pack documents may be paper based, electronic, or a combination of both. The recommended make-up of an Aircraft Log Pack is detailed in Section 4 Chapter 2 Annex B—Aircraft Log Pack.

11. Non-CAMM2 Venues. For allotment of aircraft to or between Non-CAMM2 Venues, the allotment pack must include also hard copies of the following:

a. Build Status, and

b. Maintenance Forecast.

12. When the allotment pack is complete it is to be forwarded to the gaining AMO. An allotment pack must not be carried on a ferry flight; in this case, the allotment pack is to be forwarded by courier or other acceptable means. Copies of electronic records may accompany the aircraft.

ALLOTMENT RESPONSIBILITIES

Losing AMO

13. The losing AMO is responsible for making all the necessary arrangements for allotting an aircraft to its destination.

14. Allotment Request. If necessary the losing AMO is to dispatch an allotment request by message, facsimile, or email to the SPO. An example of a Message Allotment Request is provided in Annex B.

15. Dispatch Checks. The state of the aircraft is to be agreed by both the losing and gaining AMOs prior to allotment. The following dispatch checks are to be carried out to confirm the agreed aircraft state:

a. the aircraft build state must be verified, and

b. the maintenance forecast is to be reviewed to ensure that no scheduled maintenance that has not been previously agreed to will fall due during the allotment process.

16. AMOs are to conduct an asset transfer in accordance with the approved recording and certification system in use.

17. Uninstalled Aeronautical Product to accompany the aircraft is to be properly packaged and clearly marked in accordance with Section 5 Chapter 1––Aeronautical Product.



3

18. Pre-allotment Test Requirements. A functional test and/or test flight, as appropriate to the type of transfer and aircraft condition, can be carried out at the discretion of the allotment authority. If a test flight is carried out, the report is to be placed in the Miscellaneous Log of the Aircraft Log Book in accordance with Section 4 Chapter 2 Annex B. Aircraft are not to be flown after the test flight, except for the purposes of further testing or the delivery flight.

19. Aircraft Maintenance Documentation Requirements. The SMM or delegate is responsible for:

a. raising a Form SQ306 when an aircraft is to be allotted;

b. annotating in the ‘Unserviceability’ field of the recording and certification system, the Form SQ 306 allotment registration number and the allotment authority;

c. ensuring that the allotment authority is annotated in the asset history report, if applicable; and

d. where the aircraft is to be flown to the gaining AMO, transferring the entry raised in paragraph 19b to the ‘Carried Forward Unserviceability’ (CFU) section of the recording and certification system.

20. At the time of allotment the aircraft is to have a complete set of blanks and covers fitted (or available), unless otherwise agreed by both the losing and gaining AMOs.

Gaining AMO

21. The SMM or delegate at the gaining AMO must be fully aware of, and accept, the agreed state of the allotted aircraft. To meet this requirement, an inspection of the aircraft documentation and a physical inspection of the aircraft is required prior to acceptance. The Form SQ 306 provides a checklist for the test and inspections, which can be performed by the gaining AMO. The following is designed to compliment the checklist on the Form SQ 306 and is provided for the assistance of gaining AMOs.

22. Acceptance Checks. Immediately upon receipt, AMOs must conduct acceptance checks to ensure that the aircraft is in the agreed state. The SMM or delegate is responsible for ensuring the following inspections and tests are carried out:

a. Aircraft Documentation Inspection. The aim of this inspection is to establish the materiel state of the aircraft. This inspection must include a review of the aircraft build state and the maintenance forecast.

b. Physical Inspection. The aim of this inspection is to establish and confirm the physical state of the aircraft. The survey is to include a thorough materiel check of the aircraft. Dismantling is not required unless a defect has been discovered or is suspected. A record of any significant findings is to be attached as a supplementary sheet to the Form SQ 306.

c. Functional Tests. Full functional checks of all systems as required to confirm serviceable status.

NOTE

• The aircraft functional tests are complementary to the ‘Acceptance Check’ procedure; they may be waived at the discretion of the SMM or delegate (for contractor AMOs, the Contract Authority).

23. Aircraft Received in other than the Agreed State. When an aircraft is received in other than the agreed state, the gaining AMO is to communicate with the losing AMO, so that deficiencies may be investigated and adjusted if possible. Where deficiencies are not resolved, the matter is to be referred to the allotment authority.

24. Aircraft Maintenance Documentation Requirements. When the aircraft is received at the gaining AMO, the SMM or delegate of the gaining AMO is responsible for ensuring that:

a. where the aircraft was flown to the gaining AMO, the aircraft is placed unserviceable by transferring the details of the CFU raised in paragraph 19.d to the ‘Unserviceability’ field of the recording and certification system;

b. the ‘Corrective Action’ field is annotated against the allotment entry ‘Allotment completed and A/C accepted and taken on charge’; and

c. the ‘Corrective Action’ column is certified.

25. Form SQ 306. The Form SQ 306 is to be distributed in accordance with paragraph 8.



4

26. Allotment Paperwork. All allotment documentation must be filed in accordance with Section 4 Chapter 2. Annex B—Aircraft Log Pack.

SHORT TERM ALLOTMENTS

27. To facilitate the allotment of aircraft on a temporary basis between AMOs, a short term allotment may be used. A short term allotment process is to be developed and approved by the applicable FEG. The short term allotment process is to detail the following as a minimum:

a. the allowable duration of any short term allotment,

b. the documentation transfer requirements for both the losing and gaining AMOs, and

c. the storage and quarantine requirements for any documentation remaining at the losing AMO.

Annexes:

A. Form SQ 306—Aircraft Allotment B. Example of a Message Allotment Request


Department of Defence

Aircraft Allotment

Losing AMO Gaining AMO

I certify that the aircraft has been prepared for allotment in accordance with I certify that I accept I do not accept the above aircraft in accordance with AAP 7001.059(AM1) Section 3 Chapter 6. AAP 7001.059(AM1) Section 3 Chapter 6.

DistributionOriginal - to Aircraft Log Pack Copy 1 - to allotment authority Copy 2 - to losing AMO

SQ 306 Revised Apr 2011

Aircraft tail number Allotment authority Losing AMO Gaining AMO

Losing AMO allotment registration number

YES NO N/A Pre- Allotment test carried out. Allotment details recorded. Agreed Aircraft Build State - Verified. Maintenance Forecast - Reviewed. Outstanding stores demands transferred. Allotment pack prepared.

YES NO N/A Allotment pack received. Agreed Aircraft Build State confirmed. Maintenance Forecast - Reviewed. Physical inspection completed. Aircraft functional tests carried out. Maintenance test flight.

Comments Comments

Signature Printed Name

Appointment DTG

Signature Printed Name

Appointment DTG 6A–1

HARD COPY YES NO

AA

P 7001.059(AM

1)

Annex A

to

Sect 3 Chap 6


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6A–2



6B–1

EXAMPLE OF A MESSAGE ALLOTMENT REQUEST

DEPARTMENT OF DEFENCE MESSAGE FORM NOTE: Shaded areas are for COMMCEN /SIGS use only.

LINE 1 SECURITY CLASSIFICATION

LINE 2

LINE 3

LINE 4

LINE 5

PRECEDENCE–ACTION

ROUTINE

PRECEDENCE–INFO ROUTINE

DATE–TIME GROUP

XXXXXXX XXX XX

MESSAGE INSTRUCTIONS

SUBJECT OF MESSAGE SUBJ: ALLOTMENT REQUEST <Serial Number / YY>

ROUTING INDICATORS NOTE: Write only one addressee per line SIC FROM LOSING AMO HEH/LBN TO SPO (ie ALSPO, Aircraft Fleet Manager) INFO PARENT COMMAND

FEG GAINING AMO GR PARENT FACILITY (if applicable)

FOR DIRECTORS, OCS, COS AND SMMS A. AAP 7001.059(AM1) SECTION 3 CHAPTER 6 1. AIRCRAFT / AERONAUTICAL PRODUCT TYPE AND SERIAL NUMBER: (eg Sea King N16–XX)

2. CURRENT LOCATION: 3. HOURS / CALENDAR TIME SINCE NEW: (appropriate data, if applicable) 4. HOURS / CALENDAR TIME SINCE OVERHAUL: (appropriate data, if applicable) 5. REASON FOR REQUEST: 6. REQUESTED DESTINATION / DELIVERY DATE: 7. SPECIAL OR MISCELLANEOUS INSTRUCTIONS:

PAGE NO.

1

DRAFTER’S NAME AND TITLE

RANK NAME TITLE

PHONE NO.

XXXXX

REF FILE NO.

XXXX/XXXX/ (XX) NO. OF PAGES

1

RELEASER’S NAME AND TITLE

RANK NAME TITLE

BRANCH/UNIT

XXXXX

SIGNATURE

DATE

XX XXX XX

FOROPSUSE

R

DATE TIME SYSTEM OPERATOR D

DATE TIME SYSTEM OPERATOR SECURITY CLASSIFICATION

UNCLASSIFIED

Stock No. 7530–66–094–6819

OC 33 Revised Jul 97

UNCLASSIFIED SPECIAL HANDLING INSTRUCTIONS

ORIG NO

XXX/SMM



6B–2

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1

SECTION 3

CHAPTER 7

CONTROL OF TOOLS AND SUPPORT EQUIPMENT

Table of Contents

INTRODUCTION ............................................................................................................................................. 1 RESPONSIBILITIES........................................................................................................................................ 2

Senior Maintenance Manager ...................................................................................................................... 2 Maintenance Managers................................................................................................................................ 2 Personnel drawing and returning tools......................................................................................................... 2 Composite Tool Kit Manager........................................................................................................................ 2 Approved Maintenance Organisation Quality Manager ............................................................................... 2

AUTHORISATION, MAINTENANCE AND SAFETY REQUIREMENTS........................................................ 2 Tool authorisation requirements................................................................................................................... 2 Handling procedures, general maintenance and safety requirements ........................................................ 2

COMPOSITE TOOL KITS ............................................................................................................................... 3 Construction and security of Composite Tool Kits ....................................................................................... 3 Layout of tools within Composite Tool Kits .................................................................................................. 3 Segregated tools .......................................................................................................................................... 3 Authorisation and identification of Composite Tool Kits............................................................................... 3 Identification of tools and support equipment within Composite Tool Kits................................................... 3 Tool control within an individual Composite Tool Kit.................................................................................... 4 Control of Composite Tool Kits .................................................................................................................... 4

ACCOUNTABILITY OF COMPOSITE TOOL KITS, TOOLS AND SUPPORT EQUIPMENT ....................... 4 Accountability of Composite Tool Kits.......................................................................................................... 4 Accountability of tools and support equipment during ground runs ............................................................. 4 Accountability of tools and support equipment during flight......................................................................... 5 Maintenance following aircraft acceptance .................................................................................................. 5 Accountability of large support equipment ................................................................................................... 5 Accountability of tools and support equipment from external or specialist agencies................................... 5 Deployments ................................................................................................................................................ 5

MISSING TOOL MANAGEMENT ................................................................................................................... 5 Missing tool in an aircraft maintenance environment................................................................................... 6 Missing tool in a non-aircraft maintenance environment.............................................................................. 6 Missing tool during Continuous Charge ....................................................................................................... 6

MISSING TOOL TAGS.................................................................................................................................... 7 SPECIFIC INSTRUCTIONS ............................................................................................................................ 7 Annexes .......................................................................................................................................................... 7 A. Example of a Master Tool Control Board B. Example of a Composite Tool Kit Local Instruction

INTRODUCTION

1. The use of tools and support equipment on aircraft and aeronautical product must be controlled. Tool control is an essential component in maintaining flight safety by minimising the possibility of tools or support equipment being left in an aircraft and ensuring that only approved and authorised tools are used for all aviation maintenance tasks.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities and procedures to be followed to effectively control tools and support equipment in the maintenance environment in support of the following Technical Airworthiness Regulations:

a. 5. 4. 1—Tools and Support Equipment, and

b. 5. 4. 2—Local Manufacture or Modification of Standard Tools.



2

RESPONSIBILITIES


3. The Senior Maintenance Manager (SMM) is responsible for ensuring that the AMO procurement, accounting and control procedures for tools, Composite Tool Kits (CTKs) and support equipment are performed in accordance with the applicable publications and local instructions. The SMM will normally delegate this responsibility to a CTK manager1.


4. Maintenance Managers (MMs) are responsible for ensuring that:

a. the content of a CTK is checked to ensure all tools and support equipment are accounted for before equipment is removed at the start of a maintenance task;

b. all tools and support equipment have been returned to the applicable CTK by personnel under their supervision at the completion of the maintenance task and prior to certification;

c. the content of a CTK is checked to ensure all tools and support equipment are accounted for at the completion of the working day or shift2;

d. the content of a CTK is checked to ensure all tools and support equipment are accounted for prior to the release of an aircraft for flight; and

e. only appropriate, authorised tools and support equipment are used on aircraft or aeronautical product3.

Personnel drawing and returning tools

5. Personnel drawing and returning tools, support equipment and CTKs are responsible for:

a. ensuring that tools and support equipment are only used on the aircraft/aeronautical product that they are drawn against;

b. returning tools and support equipment to the CTK at the completion of maintenance tasks, shift changes or if called away from a maintenance task or workplace;

c. ensuring that tools and support equipment are serviceable, appropriate and calibrated before use; and

d. reporting unserviceable/defective tools to the applicable CTK manager.

Composite Tool Kit Manager

6. The CTK Manager is responsible for:

a. ensuring CTKs are compliant with the requirements of this chapter,

b. promulgating additional clarification and/or amplification instructions on AMO specific tool control requirements, and

c. managing unserviceable or defective tools.

Approved Maintenance Organisation Quality Manager4

7. The AMO Quality Manager is responsible for conducting regular audits/inspections of the AMO tool control system and is to ensure procedures are being carried out in accordance with authorised maintenance data and this chapter.

AUTHORISATION, MAINTENANCE AND SAFETY REQUIREMENTS

Tool authorisation requirements

8. Authorisation requirements for the use, operation, maintenance and local manufacture of tools and support equipment are detailed in Section 8 Chapter 9—Ground Support Equipment.

Handling procedures, general maintenance and safety requirements

9. For information on handling procedures, general maintenance and safety requirements when using tools and support equipment, personnel are to refer to:

a. AAP 7600.500–14M—GSE Handling Procedures, General Maintenance and Safety Precautions;



3

b. AAP 7055.001–99—Liquid and Gaseous Dry Breathing Oxygen Maintenance;

c. AAP 7002.023(AM1) Section 5 Chapter 6—Tools and Composite Tool Kits for Oxygen Maintenance;

d. Section 8 Chapter 9—Ground Support Equipment; and

e. Section 8 Chapter 2—General Aircraft Safety.

COMPOSITE TOOL KITS

10. The CTK concept is used by AMOs for tool and support equipment management and accountability. The correct use of CTKs will:

a. minimise the safety hazards associated with leaving tools and support equipment in aircraft, aeronautical product and other technical equipment;

b. provide a system for tracing tools to the job5;

c. limit tools to those approved for the particular tasks;

d. provide closer control of tools, by providing a means of checking for absence, loss or unauthorised use; and

e. reduce the susceptibility to tool damage through misuse.

Construction and security of Composite Tool Kits

11. A CTK may be constructed in any form, but is to be locked or located within a secure area when not in use.

12. All oxygen type CTKs are to be constructed in accordance with AAP 7002.023(AM1)—Dry Breathing Oxygen Technical Requirements and General Information.

Layout of tools within Composite Tool Kits

13. CTKs are to be presented in a manner that simplifies the task of accounting for tools. Tool shadows or cut outs representing the size and shape of each tool are to be depicted on or in the CTK. The shadows are to be of a contrasting colour to the CTK background, and where practicable, to the tools themselves. When a tool has been removed, a shadow or cut out will highlight its absence. Where a tool cannot be easily identified by its shadow, a written description of the tool is to accompany the shadow.

14. If the nature of the CTK makes shadowing impractical, a complete list that details the contents and quantity of tools and support equipment is to be included in the CTK.

Segregated tools

15. Tools required to be maintained in a high state of cleanliness for particular maintenance activities, eg clean room and oxygen system tools, are to be segregated from general use tools and support equipment.

16. Adjustable wrenches are to be segregated from other tools. The segregated section of the CTK is to be marked clearly with the words ‘Not to be used on aircraft and aeronautical product unless specifically authorised by the Maintenance Manager in charge’.

Authorisation and identification of Composite Tool Kits

17. All CTKs are to be serial numbered and authorised in local instructions. The parent AMO designation, the serial number and the name of the CTK manager are to be clearly marked on each kit.

Identification of tools and support equipment within Composite Tool Kits

18. All tools and support equipment in each CTK are to be physically coded such that they are readily traceable to the parent CTK and the AMO. AMO tool coding methods are to be detailed in local instructions.

19. Tools and support equipment that are maintained in a high state of cleanliness for particular maintenance activities, eg clean room tools and oxygen system tools, are to be physically coded by engraving or etching only.

20. Where it is impractical to physically code individual tools or sets of tools, because they are too small or the coding detracts from tool effectiveness, the MM responsible for the CTK is to develop an appropriate method of identification to be approved by the SMM.

21. If tools or support equipment have detachable sub components, eg electrical leads or hoses that are not easily identified, a list of all items forming part of the complete kit is to be attached to, or enclosed with the tools or support



4

equipment. Alternately, the list may be attached to a clearly visible part of the CTK close to the applicable item’s shadow. Upon issue and on return of the equipment, the contents are to be checked against the list to ensure that all components are accounted for.

Tool control within an individual Composite Tool Kit

22. A Tool Control Accounting System (TCAS) is to be used to track and account for tools and support equipment removed from individual CTKs. AMO procedures detailing the TCAS which is appropriate to the task and situation are to be promulgated in local instructions. The TCAS may take any form but it must clearly identify:

a. the aircraft, aeronautical product or other equipment on which the tools and support equipment are being used on6;

b. tools and support equipment that have been removed for calibration;

c. tools and support equipment that have been removed because they are unserviceable;

d. tools and support equipment that have been lost;

e. tools and support equipment that have been loaned to external agencies; and

f. tools and support equipment that have been borrowed from external sources.

23. Tool tags are commonly used by AMOs as a preferred option in conjunction with the TCAS to identify tools removed from the CTK. If used, tags are to be marked so that they are traceable to the parent CTK. If the nature of the CTK makes the use of tool tags impractical, the SMM is to authorise an alternate tool control system, in local instructions.

24. Tool tags that are used to indicate tools and support equipment that have been removed for calibration, loan or unserviceability, are to be controlled to prevent unauthorised removal of items from CTKs.

Control of Composite Tool Kits

25. When the maintenance environment has a demanding workload, it is recommended that AMOs use aids to assist with the control of CTKs and support equipment. A recommended aid is the Master Tool Control Board (MTCB). The MTCB can take any form but should be centrally located and should provide an immediate visual indication of the tool control status with respect to each AMO aircraft. An example of a MTCB is provided in Annex A.

ACCOUNTABILITY OF COMPOSITE TOOL KITS, TOOLS AND SUPPORT EQUIPMENT

Accountability of Composite Tool Kits

26. The recording and certification system must be used as the primary method of accounting for CTKs used on, or in the vicinity of ADF aircraft. Tool control administration associated with the maintenance of ADF aircraft and aeronautical product is a mandatory process and is to be administered in accordance with this chapter and Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

27. When managing tool control for aircraft maintenance activities, an entry must be placed in the recording and certification system as follows:

a. Paper-based system. Entries in paper based recording and certification systems must be in accordance with Section 4 Chapter 3—ADF Approved Paper-Based Recording and Certification System.

b. Electronic system. Entries in electronic recording and certification systems must be in accordance with the systems approved instructions.

28. CTK clearance and closure must be carried out and certified by either a Trade Supervisor or MM (exception applies to external and specialist agencies, see ‘Accountability of tools and support equipment from external and specialist agencies’).

Accountability of tools and support equipment during ground runs

29. Procedures to account for CTKs, tools and support equipment used during ground runs are to be approved by the SMM and promulgated in local instructions.



5

Accountability of tools and support equipment during flight

30. The use of tools and support equipment in-flight is only permissible when:

a. required to complete maintenance in accordance with the authorised maintenance data;

b. an approval or instruction is issued by the responsible SPO; or

c. authorised by the SMM.

31. The SMM is to ensure that no flight-critical systems will be affected and that no modification to the aircraft is necessary to accommodate the tools and/or support equipment

32. The MM is to ensure that individual tool, CTK and/or support equipment identification/serial number as applicable is entered in the ‘Details of Unserviceability’ field and transferred to the ‘Aircraft Supplementary Information’ (ASI) section.

33. On completion of in-flight maintenance, all relevant tool and support equipment ASI entries are transferred to the ‘Details of Unserviceability’ field. The ‘Corrective Action’ must be certified upon return of all tools and support equipment to tool control.

Maintenance following aircraft acceptance7

34. Maintenance following aircraft acceptance must be administered in accordance with the recording and certification systems approved instructions. An additional entry is required in the ‘Details of Unserviceability’ field to identify the CTK numbers or support equipment used during the maintenance.

Accountability of large support equipment

35. If the physical size or configuration of a piece of support equipment negates the possibility of its inadvertent misplacement within an aircraft and/or aeronautical product, the requirement to control and account for the equipment may be tailored to meet the AMO requirements. For example, the SMM may delegate responsibility for control and accountability of the AMO tow motors to the shift manager. Variations to the control of tools and support equipment from the instructions detailed in this chapter are to be promulgated in local instructions.

Accountability of tools and support equipment from external or specialist agencies

36. Personnel from external or specialist agencies, eg Non Destructive Testing (NDT) carrying out tasks at an AMO, may be required to use tools or support equipment that are not accounted for by the AMO tool control system. When the use of this equipment is required, an annotation must be placed in the ‘Details of Unserviceability’ field describing the equipment used. The responsible Trade Supervisor or MM is to check the CTK/support equipment contents prior to carrying out maintenance. On completion of maintenance, the responsible Trade Supervisor or MM is to check the CTK/support equipment contents and annotate in the ‘Corrective Action’ field that the applicable tools or support equipment used has been cleared and closed. External or specialist agencies that do not have a requirement for a trade supervisor to be involved in the task, such as NDT, may use the tradesperson involved in the task to clear the CTK, provided they are of a minimum rank of CPL(E).

Deployments

37. Accounting procedures for tools, support equipment and CTKs drawn for short term deployments, eg overnight, are to be detailed in local instructions.

MISSING TOOL MANAGEMENT8

38. When a tool from a CTK is not able to be located, the MM responsible for the maintenance in the area is to ensure that:

a. all maintenance activities in the area cease;

b. the maintenance area is isolated so that bins or any other potential containers which may contain the missing tool are not removed or emptied;

c. all personnel individually check and account for the tools they are using;

d. the search area and boundaries are defined to include:

(1) the immediate area in which the tool was last sighted;

(2) personal clothing, particularly pockets;



6

(3) floors;

(4) work stands, work area benches, desks and drawers;

(5) GSE;

(6) aircraft undergoing maintenance;

(7) vehicles;

(8) grated drains, hangar door tracks and other floor receptacles; or

(9) bins and other containers.

e. the search is performed as detailed in this chapter.

Missing tool in an aircraft maintenance environment

39. When a tool is missing in an aircraft maintenance environment, the responsible MM is to inform the SMM or delegate and record the loss and subsequent search in the recording and certification system of the aircraft subject to the tool search. The entry is to specify:

a. the CTK Serial Number;

b. the details of the tool missing; and

c. the areas of the aircraft and AMO to be searched.

40. If the tool is found, an annotation is to be made against the entry in the ‘Corrective Action’ field stating the tool has been found and placed back in the CTK. The certification columns are to be completed in accordance with Section 4 Chapter 2.

41. Where the missing tool is likely to delay an operational commitment, the SMM or delegate must inform relevant operational personnel. Where the missing tool is not found, thorough searches of all aircraft and the AMO are to be carried out. Entries are to be made in the recording and certification systems of all aircraft searched, providing an accurate description of the extent of the search. Where tool searches involve the removal of access panels and equipment, separate entries must be entered to record such actions. If the search fails to locate the missing tool, the initial entry for the missing tool may only be certified by the SMM or delegate, who is satisfied all possible action has been taken to locate that tool.

42. If the missing tool is subsequently found after the aircraft has been released for flight, a new entry is to be made in the ‘Details of Unserviceability’ column referring to the previous lost tool entry. An annotation in the ‘Corrective Action’ column is to state where the tool was found and that it has been placed back in the CTK.

Missing tool in a non-aircraft maintenance environment

43. In a non-aircraft maintenance environment the responsible MM is to assess if a missing tool could be located in any serviceable aeronautical product that has been forwarded for possible fitment to, or use on an aircraft. If this is the case, the nominated aeronautical product is to be recalled and inspected for the presence of the tool. It may be necessary to contact and alert the SMM or delegate in aircraft maintenance environments of the situation to avoid inadvertent fitment or use of the suspect aeronautical product on an aircraft. Where the missing tool is likely to delay an operational commitment, the SMM or delegate must inform relevant operational personnel. The responsible MM is to annotate all relevant aeronautical product maintenance documentation, as appropriate, by specifying:

a. the tool as missing, including a description of the tool, and

b. the extent of dismantling and inspections to be carried out.

44. If the tool is found, previous annotations in the maintenance documentation are to be signed off by the responsible MM and the tool returned to the parent CTK.

45. Where the tool is not found the SMM or delegate is to sign off the entry in the maintenance documentation, if they are satisfied that the tool is not in any aircraft or aeronautical product.

Missing tool during Continuous Charge

46. If a tool is missing whilst an aircraft is operating under ‘Continuous Charge’ and the responsible SMM or delegate is present, standard missing tool procedures, as detailed in this chapter, are to be followed. Where the SMM or delegate is not present, the following procedures are to be adhered to:

a. place an entry in the recording and certification system,



7

b. carry out a thorough search of the aircraft and surrounding area, and

c. contact a responsible MM for further advice and instructions if the tool cannot be located.

47. Where the tool is not found, flying is to cease until authorised by the SMM or delegate. The entry is to be signed off by the Aircraft Captain, with reference to the SMM or delegate’s authorisation to release the aircraft for flight.

MISSING TOOL TAGS

48. If a tool tag is missing, the responsible MM in the area is to be notified immediately. The procedures to be followed are the same as for a missing tool9.

49. Tool tags are not to be used for any purpose other than to account for a tool and support equipment that has been removed from a CTK. Tool tags are not to be taken to an aircraft or aeronautical product, but this is not to be discounted as a possible location if a search of the immediate CTK area is unable to locate the tag.

SPECIFIC INSTRUCTIONS

50. Additional individual requirements for AMOs are to be included in local instructions. An example of a local Standing Instruction for CTKs is provided in Annex B.

Annexes:

A. Example of a Master Tool Control Board B. Example of a Composite Tool Kit Local Instruction 1 TAREG 4.5.1e 2 TAREG 5.4.1c(2) 3 TAREG 5.4.1b(2) 4 TAREG 4.4.2. 5 TAREG 5.4.1c(1) 6 TAREG 5.4.1c(1) 7 TAREG 5.4.1c 8 TAREG 5.4.1e 9 TAREG 5.4.1e



8

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7A–1

EXAMPLE OF A MASTER TOOL CONTROL BOARD

4OCU MASTER TOOL CONTROL BOARD

AIRCRAFT TOOL CONTROL STATUS

4OCU CTKS IN USE

AIRCRAFT LOCATION

COMMENTS

CTK 1

CTK 10

CARPORT 3 CFU change

CTK 11 R1 HANGAR Engine change

OLA 1

TVL Ex High Range

TVL Ex High Range

TVL Ex High Range

CTK 10 CARPORT 2 After Flight

CARPORT 1

LOCAL Touch and Goes

A99-110 OPEN

A99-190 OPEN

A99-220 CLOSED

A99-300 CLOSED

A99-310 CLOSED

A99-320 CLOSED

A99-330 OPEN

A99-341 CLOSED

A99-342 CLOSED



7A–2

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7B–1

EXAMPLE OF A COMPOSITE TOOL KIT LOCAL INSTRUCTION

4OCU SI (LOG) 3–1

COMPOSITE TOOL KITS

INTRODUCTION 1. All tools, specialist tool kits, portable test equipment and locally manufactured devices used in the maintenance of aircraft, aeronautical product, and ground support equipment are to be controlled using Composite Tool Kit (CTK) principles.

AIM 2. The aim of this Standing Instruction (SI) is to prescribe CTK procedures adopted by 4OCU, which supplement the procedures detailed in AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual.

AUTHORITY 3. This SI is authorised by the Senior Maintenance Manager.

SCOPE 4. This SI is applicable to all CTKs authorised for use in 4OCU.

MANAGEMENT OF COMPOSITE TOOL KITS

Registration of CTKs 5. The 4OCU MCS Maintenance Manager (MM) is responsible for ensuring that all 4OCU CTKs are authorised and registered in Annex A and at 4OCU Maintenance Control Section (MCS).

Identification of CTKs 6. Annex A is a list of all 4OCU authorised CTKs.

Identification of Tools 7. CTK tools are to be coded as follows:

a. CTK 1, CTK 3 and CTK 12 tools are to be etched with the 4OCU emblem and the parent CTK Serial Number in accordance with AAP 7001.059(AM1).

b. All remaining CTK tools are to be colour coded with the 4OCU CTK codes as detailed in Annex A.

c. Etching is the preferred method of tool identification for new 4OCU CTKs.



7B–2

4OCU SI (LOG) 3–1

2

Specific Task CTKs 8. CTK 3 and CTK 12 have been designated for oxygen system maintenance only. Under no circumstances are the tools on these CTKs to be used on any other maintenance tasks. These CTKs are to be highlighted in red paint with the words ‘FOR OXYGEN SYSTEM MAINTENANCE ONLY’.

Control of Tools 9. All 4OCU CTKs are to be fitted with shadow boards and Tool Control Accounting Boards (TCABs). Each TCAB is to contain 20 sets of tool tags. These tool tag sets are comprised of the following:

a. 17 sets of tags, sequentially numbered from 1 through 17 inclusive, to account for tool use by personnel,

b. 1 set of tags for the external loan of tools, labelled ‘LOAN’,

c. 1 set of tags for use where a tool is unserviceable labelled, ‘TOOL U/S’, and

d. 1 set of tags for use where a tool is being calibrated labelled, ‘CAL’.

10. The rear side of all tool tags is to be etched with the CTK Serial Number.

11. 4OCU Tool Control Accounting Boards are to be used as follows:

a. Personnel are to write their name on the TCAB against a set of tool tags ensuring all tags are present.

b. Personnel are to write the aircraft tail number in the space provided adjacent to their name, to indicate what aircraft the tools are being used on.

c. When a tool is removed from the CTK for use, the person responsible for removing the tool is to place their tool tag against the applicable tool shadow.

d. When a tool is to be borrowed from another CTK, the person responsible for borrowing the tool is to take a ‘LOAN’ tag from their CTK and, in its place put their personal tool tag. When the tool that is to be borrowed is removed from its CTK, the ‘LOAN’ tag is placed against the borrowed tool position.

e. When a tool is removed from the CTK for calibration or because of an unserviceability, a tag from the appropriate ‘CAL’ or ‘TOOL U/S’ tag set is to be placed against the removed tools position. In conjunction with this action, the CTK manager is to be notified.

Missing Tools/Tool Tags 12. When a tool/tool tag is discovered missing it is to be brought to the attention of the MM responsible for maintenance immediately. The MM is to initiate and control all missing tool/tool tag investigation and recovery actions in accordance with AAP 7001.059(AM1).



7B–3

4OCU SI (LOG) 3–1

3

Training 13. Training on CTK procedures will be included for all personnel during 4OCU induction training.

Authorisation of locally modified and manufactured standard tools and support equipment 14. A list of authorised locally modified and manufactured tools, support equipment and the associated handling instructions is at Annex B. Maintenance personnel are to ensure that locally modified and manufactured tools and support equipment are used only for the purpose detailed in the Annex.

Review 15. This instruction is to be reviewed annually by the sponsor.

Annexes: A. List of 4OCU Authorised Composite Tool Kits B. Locally Manufactured and Modified Tools

Key Words CTK Tool Control Tools

Sponsor: SMM



7B–4

Annex A to

4OCU SI (LOG) 3–1

LIST OF 4OCU AUTHORISED COMPOSITE TOOL KITS

CTK LOCATION/TITLE CTK COLOUR CODE

CTK1 FLTLINE - GENERAL NIL / ETCHEDCTK2 FLTLINE - ARMAMENT WHITE - BLUE - WHITE - ORANGE CTK3 FLTLINE - OXYGEN NIL / ETCHEDCTK4 FLTLINE - AIRCRAFT WHITE - BLUE - WHITE - BLACK CTK5 FLTLINE - AVIONICS WHITE - BLUE - WHITE - YELLOW CTK6 FLTLINE - FLY AWAY KIT WHITE - BLUE - WHITE - GREEN CTK7 HANGAR BUILDING 101 WHITE - BLUE - GREY - BLUE CTK8 HANGAR BUILDING 102 - NTH WHITE - BLUE - GREY - ORANGE CTK9 HANGAR BUILDING 102 - STH WHITE - BLUE - GREY - WHITE CTK10 AVIONICS WORKSHOP - KIT 1 WHITE - RED - BLUE - YELLOW CTK11 AVIONICS WORKSHOP - KIT 2 WHITE - RED - BLUE - GREEN CTK12 AVIONICS WORKSHOP - KIT 3 NIL / ETCHED CTK13 HYDRAULIC WORKSHOP - KIT 1 WHITE - RED - BLACK - WHITE CTK14 HYDRAULIC WORKSHOP - KIT 2 WHITE - RED - BLACK - RED CTK15 BATTERY ROOM - KIT 1 WHITE - RED - ORANGE - BLACK CTK16 BATTERY ROOM - KIT 2 WHITE - RED - ORANGE - WHITE CTK17 LS WORKSHOP - GENERAL WHITE - RED - YELLOW - BLACK CTK18 LS WORKSHOP - PARACHUTES WHITE - RED - YELLOW - WHITE CTK19 ARMAMENT - GENERAL WHITE - RED - RED - BLACK CTK20 ARMAMENT - CLEAN ROOM WHITE - RED - RED - WHITE CTK21 GSETECH - GENERAL WHITE - RED - GREEN - BLACK CTK22 GSEFITT - GENERAL WHITE - RED - GREEN - WHITE



7B–5

Annex B to

4OCU SI (LOG) 3–1

LOCALLY MANUFACTURED AND MODIFIED STANDARD TOOLS

LOCATION DESCRIPTION APPROVED USE OF TOOL

AUTHORITY

CTK1 Modified 3/8” ring spanner

Only to be used to adjust the FCU sprocket tension

XYZSPO/12/ 1234 (20) of 20 Dec 03

CTK1 Extended 1” open end spanner

Only to be used to remove and replace cover

on MLG air filter

XYZSPO/12/ 1234 (56) of 31 Jan 04

CTK15 Battery Charger Serial No ABC123

Only to be used to charge batteries Part No

DEF456. Refer to 4OCU SI (LOG) 3-6 for operating

instructions

Modification

7XXX.XXX–X

CTK19 Sight Adjustment Stand Serial No 4OCU

19/96

Only to be used to calibrate gun sight Part

No 789HIJ

STI–ABC–123



7B–6

Blank Page



1

SECTION 3

CHAPTER 8

FOREIGN OBJECT CONTROL

Table of Contents INTRODUCTION ............................................................................................................................................. 1 FOREIGN OBJECT DESCRIPTION ............................................................................................................... 1 DANGERS ARISING FROM THE PRESENCE OF FOREIGN OBJECTS .................................................... 2 FACTORS IN FOREIGN OBJECT CONTROL............................................................................................... 2 FOREIGN OBJECT CONTROL RESPONSIBILITIES ................................................................................... 2

Commanding Officers................................................................................................................................... 2 Maintenance Personnel................................................................................................................................ 3

FOREIGN OBJECT AWARENESS ................................................................................................................ 3 FOREIGN OBJECT CONTROL CHECKS...................................................................................................... 3

Requirements ............................................................................................................................................... 3 Conduct ........................................................................................................................................................ 3

CONTAMINATION .......................................................................................................................................... 4 PROMULGATION OF INFORMATION........................................................................................................... 4 Annex .............................................................................................................................................................. 4 A. Example of a Foreign Object Control Local Instruction

INTRODUCTION

1. In order for aircraft and aeronautical product to operate safely and economically throughout their service life, they must be maintained and operated to their highest standards. However, all forms of maintenance and the operation of equipment have the potential to introduce foreign objects.

2. Damage can be caused to engines, propellers, helicopter rotors, by ground debris and other loose matter being thrown up during engine running, taxying, and hovering. This damage is known as Foreign Object Damage (FOD), the acronym is used as a general term to describe all ground debris and other loose matter. To minimise the potential risk of damage, great care is to be exercised in keeping runways, taxiways, hard stands, flight decks and all work areas clear of loose matter.

3. This chapter prescribes the AMO responsibilities and procedures to be followed to effectively manage foreign object control.

FOREIGN OBJECT DESCRIPTION1

4. Foreign objects are limitless in variety and include the following:

a. dirt, sand, gravel, stones, road metal or other material which can be:

(1) thrown up by aircraft, Ground Support Equipment (GSE), Motor Transport (MT), Surface Vehicle (SV) tyres;

(2) drawn up by propellers or jet engines; or

(3) introduced into the maintenance environment on shoes, personnel clothing, or adhering to tools or equipment being used in maintenance.

b. nuts, bolts, washers, split pins, locking wire, rivets;

c. tools, including riveting dollies, rigging pins, and torches;

d. off cuts of metal sheet, extruded sections, electrical wire/cable, insulating tape, pieces of solder, swarf, and masking tape;

e. tins of paint, solvent, and sealant;

f. components, such as hinge brackets, inspection doors, blanking plugs, protective caps, and engine covers;

g. rags, pencils, pens, coins, articles of clothing, including hair adornments and buttons;



2

h. items of jewellery, including rings, neck chains, bracelets, earrings and watches; or

i. birds or mice and their nests.

DANGERS ARISING FROM THE PRESENCE OF FOREIGN OBJECTS

5. The dangers resulting from the ingress or presence of foreign objects can include the following2:

a. damage to propulsion equipment, such as propellers/rotors, compressors and turbines of gas turbine engines, or ancillary equipment, damage may be in the form of:

(1) general abrasion or fouling; or

(2) impact damage.

b. jamming of flying and other controls;

c. obstruction of pipes;

d. mechanical damage; or

e. damage by overheating or overloading of electrical circuits by conductive foreign objects or jamming of relays.

6. The type of construction employed and the increasing degree of complexity of systems and installations results in a reduction in access, increases the ease with which foreign objects can be concealed, and increases the difficulty of effectively inspecting for their presence.

FACTORS IN FOREIGN OBJECT CONTROL

7. To prevent foreign object problems, there must be a preventive system in place, and all personnel must be aware of the issues surrounding Foreign Object Control (FOC)3. In particular, an awareness of the possible consequences of the presence of foreign objects in aircraft and aircraft technical equipment in respect to the hazards to life, impairment of operational effectiveness and expenses incurred in repair must be established and maintained.

FOREIGN OBJECT CONTROL RESPONSIBILITIES

Commanding Officers

8. Commanding Officers (COs) must ensure that a suitable FOC Programme is promulgated in the Maintenance Management Plan (MMP)4. Lower level information can be promulgated in local instructions, as required. The responsibility of the FOC Programme is to be delegated to the Senior Maintenance Manager (SMM).

9. The SMM must ensure that5:

a. the FOC Programme is implemented;

b. FOC Programme Representatives are to be nominated in accordance with this chapter;

c. all AMO maintenance and non-maintenance personnel are educated in the dangers of FOD and the need for foreign object control;

d. awareness of foreign object control and potential contamination is maintained through the use of suitable promotional material and continuation training; and

e. only authorised vehicular traffic is permitted in the AMO area, including runways, taxiways, hard stands, flight decks and all work areas;

NOTE

• Personnel responsible for vehicles proceeding into designated tarmac areas are to ensure all tyre treads are inspected and cleared of FOD, immediately prior to proceeding.

f. environmental, equipment and procedural aspects which may cause the introduction of foreign objects are eliminated as far as possible and that:

(1) Covers, plates, blanks and bungs are fitted to the intakes and exhausts of engines of aircraft not immediately required for flying or ground running.

(2) Maintenance personnel are provided with suitably designed containers for the temporary storage of tools, materials, fasteners (nuts, bolts, rivets) and cleaning rags being used in



3

maintenance. Such containers are to be suited to the environment, eg calico bags or small containers with spring or snap action lids are to be available for use in confined spaces.

(3) All tools and support equipment are accounted for by the use of composite tool kits (CTK) or a similar control system.

(4) Tools such as riveting dollies and hold up bars are painted a bright distinctive colour to assist in their detection.

(5) Suitable containers are provided on workstands, aircraft docking stands and aircraft ground power units for the deposit of foreign objects found on hangar floors or on the tarmac. These containers are to be brightly coloured with an eye-catching sign proclaiming their purpose.

(6) Maintenance debris pads are used to trap swarf, filings, rivet heads and other off cuts during rework in confined areas.

Maintenance Personnel

10. All maintenance personnel are to ensure that tools, support equipment, materials and other foreign objects are removed from the work areas during and on completion of maintenance tasks, or at any time a foreign object is detected6. Maintenance personnel are to maintain awareness/vigilance in actively looking for foreign objects and FOD at all times.

11. FOC checks must be performed by all personnel involved in the performance, supervision and inspection of any maintenance task7. There is no requirement for a separate maintenance task entry in the recording and certification system for a FOC check, as certification of all maintenance tasks encompasses the requirements of FOC8. Notwithstanding, a separate FOC check may be called for at any time, recorded and certified as a separate maintenance task.

FOREIGN OBJECT AWARENESS

12. The AMO must have a nominated representative responsible for foreign object awareness. This need not be a stand alone appointment, the duties may be combined with other AMO appointments, eg Quality Manager, MM responsible for Deeper Maintenance (DM). However, Foreign Object awareness and associated problems must be regularly reviewed and considered by AMO senior management.

13. The CO is to ensure foreign object awareness is promoted by appointing Foreign Object Awareness Representative from maintenance. Where possible, a Pilot, Navigator/Observer or Flight Engineer are to be nominated to assist the Representative and to promote foreign object awareness amongst the aircrew.

14. The function of the Foreign Object Awareness Representative is to:

a. assist the CO to carry out the requirements of this chapter;

b. investigate instances of FOD and implement/recommend corrective action;

c. collect and disseminate written material, photographs, posters, and videos, dealing with the subject of FOD and foreign object control;

d. report, on a regular basis, to the CO through the SMM on current FOD issues; and

e. ensure FOC problems are regularly addressed at AMO management level.

15. To avoid duplication of effort and to ensure the widest possible coverage of the subject, the activities of the Foreign Object Awareness Representative is to be coordinated with those of the Workplace Health and Safety Committee or other suitable regular management meetings wherever possible.

FOREIGN OBJECT CONTROL CHECKS9

Requirements

16. FOC checks are required when compartments are about to be hidden from view or sealed off. If a tool, consumable or other item has been used to perform maintenance in an area to be concealed a FOC check is required.

Conduct

17. FOC checks are to consist of a thorough visual inspection of the area to be concealed to ensure that it is free from foreign objects. As such, all maintenance personnel must have an appreciation of the work that was performed in the subject area and the tooling and consumables utilised, prior to performing the FOC check.



4

18. Upon completion of the FOC check, the area inspected is to be subject to no further maintenance and closed.

CONTAMINATION

19. In addition to the above, contaminated fuels, lubricants and other fluids present a potential foreign object hazard which is generally referred to as ‘contamination’. Maintenance personnel are to ensure that:

a. containers and equipment such as refuelling or oil dispensing equipment nozzles are kept scrupulously clean and when not in use, adequately sealed against the ingress of contamination;

b. dirt or other foreign matter is not adhering to:

(1) tools used to open cans; or

(2) nozzles or cans when they are opened or used to replenish equipment;

c. before removing fuel, oil or hydraulic fluid tank caps the caps and the immediate surroundings are free of foreign matter;

d. oil, grease or hydraulic fluids which have been stored in open cans are not used on or in aircraft or aeronautical product;

e. ‘unit pack’ oil or hydraulic fluid is used immediately the can is opened to replenish aircraft or aeronautical product; and

f. oils, greases, hydraulic or other fluids are not stored in close proximity to detergents, cleaning compounds, or similar materials and that containers are adequately, correctly and legibly marked to indicate their contents.

PROMULGATION OF INFORMATION

20. This chapter relates to the framework for foreign object control in AMOs. MMPs or local instructions are to give specific details pertinent to local needs and requirements. An example of the content and layout of a FOC local instruction is shown in Annex A.

Annex:

A. Example of a Foreign Object Control Local Instruction 1 TAREG 4.4.1a(9) and TAREG 5.1.2d(4) 2 TAREG 4.4.1a(9) 3 TAREG3.5.19c(5), TAREG 3.5.20c(8), TAREG 4.1.3c(6), and TAREG 4.4.1a(9) 4 TAREG 4.4.1a(9) 5 TAREG 4.4.1a(9) 6 TAREG 4.4.1a(9) and TAREG 5.1.2d(4) 7 TAREG 4.1.3c(6) 8 TAREG 5.1.2d(4) 9 TAREG 4.4.1a(9)



8A–1

EXAMPLE OF A FOREIGN OBJECT CONTROL LOCAL INSTRUCTION

4OCU SI(LOG) 3–2

FOREIGN OBJECT CONTROL

INTRODUCTION

1. Foreign objects refers to any item, material, substance or other object which is left or gains access to, either deliberately or inadvertently, to any part of an aircraft or aeronautical product or Ground Support Equipment (GSE), of which the presence could cause damage to, or present a potential hazard to serviceability and safety.

AIM 2. The aim of this Standing Instruction (SI) is to prescribe the Foreign Object Control procedures and responsibilities adopted by 4OCU.

SCOPE 3. All unit personnel, including aircrew, are to be conversant with AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual Section 3 Chapter 8.

4. To minimise the risk of loose objects being left in aircraft, maintenance personnel, including aircrew, are to observe the following general safety precautions:

a. Do not carry loose objects in clothing when working on, or around aircraft or aeronautical product.

b. Do not leave fastening devices or tools on structure ledges or in other convenient places. All screws, bolts and general hardware are to be placed in foreign object control containers and attached to components from which they are removed, or to an adjacent aircraft attachment point.

c. When working in areas where small objects can fall into inaccessible places, ensure precautions are taken by suitably covering all openings.

d. Never introduce tools into the work area which are not controlled under the Composite Tool Control (CTK) system as specified in 4OCU SI(LOG) 3–1—Composite Tool Kits.

e. Covers, plates, blanks and bungs are fitted to the intakes and exhausts of engines of aircraft not immediately required for flying or ground running.

f. Ensure that access openings are never closed without Foreign Object Control (FOC) checks as required by AAP 7001.059(AM1) Section 3 Chapter 8—Foreign Object Control.



8A–2

2 4OCU SI(LOG) 3–2

RESPONSIBILITIES FOR FOREIGN OBJECT CONTROL 5. FOC Programme Manager. The Warrant Officer Maintenance is the designated FOC Programme Manager and is responsible for the implementation and the overall management of the 4OCU FOC Programme in accordance with AAP 7001.059(AM1) Section 3 Chapter 8.

6. Maintenance managers. Within their respective area of responsibility maintenance managers are to ensure that:

a. personnel under their command are made aware of the dangers associated with the presence of foreign objects in aircraft and aeronautical product and educated in methods of minimising or eliminating the problem;

b. by the use of suitable posters, photographs, films, lectures, demonstrations and samples, a climate is created in which an attitude of mind is developed on the importance of foreign object control;

c. supervisors and inspectors are aware of their responsibilities in relation to foreign object control;

d. environmental and equipment aspects which may be conducive to the introduction of foreign objects are eliminated as far as possible;

e. every tool or piece of equipment used in aircraft maintenance is accounted for in accordance with 4OCU SI(LOG) 3–1;

f. tools such as riveting dollies and uphold bars are painted in a bright distinctive colour to assist in their detection if left in an aircraft structure;

g. suitable containers are provided on workstands, aircraft docking platforms, ground power units and motor vehicles for the disposal of foreign objects found on the tarmac or hangar floors; and

h. suitable bins are provided for the storage and disposal of rags.

7. Maintenance personnel (including aircrew). The following instructions apply to all maintenance personnel:

a. Where maintenance personnel perform duties as supervisors or inspectors, they are to be aware of their responsibilities in relation to foreign object control.

b. During or on completion of maintenance tasks maintenance personnel are to ensure tools, materials or other foreign objects are removed from the areas of their responsibility.

c. Maintenance personnel are to make use of the foreign object control containers provided on workstands, aircraft docking platforms, ground power units and motor vehicles for the deposit of foreign objects found or accumulated during the course of maintenance activities. Foreign object control containers are to be emptied by personnel carrying out the maintenance at the completion of a task.

d. Prior to fitment of a new item aeronautical product to an aircraft, maintenance personnel are to check the immediate area for foreign objects.



8A–3

3 4OCU SI(LOG) 3–2

e. Maintenance personnel are to ensure, that where rectification or extensive maintenance is performed within a panelled compartment or in an area where replacement of equipment will conceal the repair area, a FOC inspection is carried out in accordance with AAP 7001.059(AM1);

f. Maintenance personnel are to ensure that cleaning cloths and rags used during maintenance are kept under surveillance to reduce the foreign object and contamination hazard. All used cloths and rags are to be disposed of in the appropriate bin.

g. To reduce the dangers associated with the contamination of fuels, lubricants, hydraulic or other fluids, maintenance personnel are to ensure that:

(1) containers and equipment used for refuelling and oils are kept clean and sealed appropriately to prevent contamination;

(2) before removing container caps the immediate surroundings are free from foreign matter; and

(3) oils, greases or fluids which have been stored in open containers are not used on or in aircraft or aircraft equipment.

h. To reduce the inherent dangers of ingress of loose objects introduced by clothing into aircraft or aircraft equipment, maintenance personnel are:

(1) not to wear loose clothing or carry loose objects which can be drawn into engine ducts;

(2) to ensure all pockets of work dress are buttoned, or in the case of overalls zipped up;

(3) not to wear metal/plastic name tags or ribbons whilst engaged in aircraft maintenance; and

(4) to ensure their clothing is properly maintained, ie buttons firmly affixed (or removed) and zips are in good repair.

i. Maintenance personnel are to ensure any foreign object accidentally or inadvertently dropped during a maintenance or repair task, is recovered immediately. If the item cannot be recovered, the responsible MM is to be informed and a search conducted in accordance with paragraphs 8 to 10.

j. Maintenance personnel will conduct a full clean up of sections, workshops and hangars prior to stand down of each working day.

k. Maintenance personnel will conduct a walk to pick up foreign objects at stand to each working day. The walk will cover 4OCU tarmac ensuring complete coverage of the area.



8A–4

4 4OCU SI(LOG) 3–2 Recovery of foreign objects 8. When a foreign object is missing in an aircraft, the responsible MM is to record the loss and subsequent search in the Form EE500 ‘Details of Unserviceability’ column of the aircraft to be subjected to the search. The entry is to specify:

a. details of the missing foreign object; and

b. areas of the aircraft to be searched.

9. Where the search involves the removal of access panels and equipment, separate entries are to be made in the Form EE500 to record such actions. If the search fails to locate the missing item, the initial entry may only be certified by the SMM or delegate, who is satisfied that all possible action has been taken to locate the missing foreign object.

10. The recovery of foreign objects which form part of a CTK, ie tools and support equipment are to be managed in accordance with AAP 7001.059(AM1) Section 3 Chapter 7—Control of Tools and Support Equipment.

Control of motor vehicles 11. Only authorised vehicles are to proceed past the ‘FOD Line’ onto the tarmac area. Vehicles may only enter and exit the tarmac at authorised entry/exit points, these entry/exit points are located east of Hangar 111 and north of Hangar 112.

Foreign object control containers and bins 12. Foreign object containers and bins are to be coloured and stencilled as follows:

a. Foreign object control containers will be painted yellow with ‘FOD’ stencilled in red on the body and lid.

b. Clean rag bins will be painted white with ‘Clean Rags’ stencilled in a contrasting colour on the body and lid.

c. Dirty or oily rag bins will be painted red with ‘Oily Rags Only’ stencilled in a contrasting colour on the body and lid.

‘Oily Rags Only’ bins will be emptied at the end of each day shift or more frequently if required.

Review 13. This instruction shall be reviewed annually by the sponsor.

Key Words Foreign Object Control Contamination Safety Responsibilities

Sponsor: SMM



1

SECTION 3

CHAPTER 9

ENGINE GROUND RUNS


Senior Maintenance Managers .................................................................................................................... 1 Ground Runner............................................................................................................................................. 2

AUTHORISATION REQUIREMENTS............................................................................................................. 2 Installed Aircraft Engines (Fixed Wing) ........................................................................................................ 2 Installed Aircraft Engines (Rotary Wing) ...................................................................................................... 2 Auxiliary Power Units ................................................................................................................................... 2 Engines in Test Stands and Facilities (Fixed or Mobile) .............................................................................. 3

AUTHORISATION PROCESS ........................................................................................................................ 3 Authorisation of Ground Run Instructors...................................................................................................... 3 Authorisation of Ground Runners................................................................................................................. 3 Authorisation Period ..................................................................................................................................... 3

GROUND RUN CHECKLIST .......................................................................................................................... 3 SAFETY PRECAUTIONS................................................................................................................................ 3

Fixed Wing Aircraft ....................................................................................................................................... 3 Helicopter Rotors Engaged .......................................................................................................................... 3

GROUND RUN SUPERVISION ...................................................................................................................... 3 Ground Running of Installed Aircraft Engines .............................................................................................. 3

DOCUMENTATION REQUIREMENTS........................................................................................................... 4 Ground Run Authorisation............................................................................................................................ 4 Ground Run Acceptance.............................................................................................................................. 4 Ground Run Completion............................................................................................................................... 4

MAINTENANCE FOLLOWING AIRCRAFT ACCEPTANCE.......................................................................... 4

INTRODUCTION

1. Aircraft engine ground runs are carried out when the safe, full or partial correct operation of an aircraft or aeronautical product needs to be proven before being returned to service or cleared for maintenance test flight and are applicable to both fixed wing and rotary wing aircraft. Engine ground runs are performed with aircraft engines installed in the aircraft, a ground test stand or a test facility.

2. The term ‘engines’ includes Auxiliary Power Units (APUs) where they are operated to meet the requirements of paragraph 1. The requirements of this chapter do not apply where APUs are used in lieu of a ground power unit to supply supplemental power, eg environmental control systems air or electrical power, or as part of an operational servicing (flight servicing), or pre-flight check. However, the authorisation requirements for the APU ground runner apply at all times and the aircraft is not to be left unattended by the APU runner while the APU is running.

3. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities and procedures to be followed when conducting engine ground runs in support of Technical Airworthiness Regulation 5. 1. 7—Maintenance Ground Runs.

RESPONSIBILITIES

Senior Maintenance Managers

4. The Senior Maintenance Manager (SMM) is responsible for ensuring:

a. engine ground runs are performed when the operation of an aircraft or aeronautical product needs to be proven before next flight1;

b. personnel are authorised to ground run aircraft engines in accordance with this chapter;

c. nominated delegates have been authorised to certify that any outstanding maintenance on the aircraft will not affect the engine ground run;



2

d. a system is in place, which if applicable, ensures all engine cycle data is recorded2; and

e. local instructions include:

(1) a list of personnel authorised to ground run engines applicable to type;

(2) the authorisation currency requirements, including the minimum aircraft engine operations to be performed during the authorisation period to maintain currency;

(3) procedures or limitations that are applicable to the engine ground run which are not published in the appropriate aircraft or engine operating manuals;

(4) minimum requirements for the training, testing, authorisation, qualification and reassessment of personnel;

(5) precautions required for the preparation and safe ground operation of aircraft, eg tethering requirements, wind limitations, jet blast danger areas, noise interference, engine ground run areas;

(6) details of types of ground runs permitted to be carried out by AMO personnel on rotary wing aircraft; and

(7) AMO unique procedures for aircraft documentation certification (and release for rotary wing aircraft with rotors engaged) post ground run.

Ground Runner

5. The Ground Runner is responsible for:

a. ensuring the recording and certification system is checked for any unserviceability or configuration that could adversely impact the safe operation of the aircraft during the ground run;

b. certifying for acceptance of the aircraft in the recording and certification system (ground runners charge);

c. that the applicable safety precautions in Section 8 Chapter 2—General Aircraft Safety are adhered to;

d. ensuring the ground run is carried out in accordance with authorised maintenance data pertaining to the task3; and

e. certifying for the completion of the ground run in the recording and certification system4.

AUTHORISATION REQUIREMENTS

Installed Aircraft Engines (Fixed Wing)

6. The following personnel may be authorised to ground run installed fixed wing aircraft engines5:

a. aircrew;

b. aviation engineer officers; and

c. aviation technical personnel.

Installed Aircraft Engines (Rotary Wing)

7. The following personnel may be authorised to ground run installed rotary wing aircraft engines6:

a. With rotors engaged. Pilots authorised on type7; and

b. Without rotors engaged. Aircrew, aviation engineer officers or aviation technical personnel, of CPL/LS rank and above or civilian equivalent.

Auxiliary Power Units

8. The following personnel may be authorised to ground run an APU:

a. aircrew;

b. aviation engineer officers; and

c. aviation technical personnel.



3

Engines in Test Stands and Facilities (Fixed or Mobile)

9. The following personnel provided they are authorised, qualified and current on both engine type and the operation of the particular test stand or facility may run engines in test stands and facilities:

a. aviation engineer officers; and

b. aviation technical personnel.

AUTHORISATION PROCESS

Authorisation of Ground Run Instructors

10. AMO ground run instructors must be authorised by the SMM and the authorisation recorded in their record of training and employment document8. The entry should list the aircraft engine type authorised to instruct on and any limitations that apply9.

Authorisation of Ground Runners

11. When personnel have satisfied all prerequisite requirements, an authorisation entry must be annotated within a record of training and employment document. The entry must state the type of aircraft engine that can be ground run and any limiting conditions that may apply10.

Authorisation Period

12. Ground runners and ground run instructors must be reassessed as competent and reauthorised on a periodic basis not exceeding 12 months11.

GROUND RUN CHECKLIST12

13. Aircraft engines must be ground run in accordance with approved checklists. The System Program Office for an aircraft type is responsible for the issue and amendment of checklists and will ensure that such checklists clearly identify the engine operating procedures and limitations.

SAFETY PRECAUTIONS

Fixed Wing Aircraft

14. Precautions to be observed prior to ground running fixed wing aircraft are as follows:

a. The operator running the engine is to obtain visual clearance from observation personnel before engagement of the starter.

b. Personnel are to observe danger areas, warnings, aircraft precautions, and the markings in accordance with the relevant aircraft publications and local instructions13.

Helicopter Rotors Engaged

15. Precautions to be observed prior to aircrew ground running helicopters with rotors engaged are as follows:

a. The pilot responsible for the ground run is to obtain visual clearance from the aircraft safety guard/director prior to engagement.

b. Personnel standing by a helicopter engaging or shutting down are to keep clear of the rotor disc area of the aircraft, as it is possible for rotor blade tips to dip below head height while turning.

c. Personnel are to keep clear of the tail rotor.

GROUND RUN SUPERVISION

Ground Running of Installed Aircraft Engines

16. During the ground running of installed aircraft engines, the aircrafts designated captains seat or flight engineers station must be occupied at all times, by:

a. a ground runner authorised on the aircraft type; or

b. a person under training/reassessment, who is under the direct supervision of a ground run instructor on the aircraft type.



4

DOCUMENTATION REQUIREMENTS

17. All documentation must be completed in accordance with Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

18. When a ground run is necessary for fixed wing or rotary wing, with or without rotors engaged, the following entries must be made in recording and certification system:

a. ‘Ground run required for (reason and Serial Number of Work (SNOW) in accordance with... (applicable servicing schedule and/or local instructions)’ in the unserviceability field.

b. ‘Maintenance documentation to be assessed for ground run...(insert SNOW)…’ With the exception of minor maintenance performed during the ground run, this entry must be the last entry made in the unserviceability field. This must ensure no further unserviceabilities or maintenance requirements are annotated in the recording and certification system until after the engine ground run has been completed.

Ground Run Authorisation

19. The SMM or delegate must independently check the aircraft documentation to ensure no outstanding maintenance will compromise the ground run.

20. The corrective action field must state ‘Maintenance documentation assessed, capable of being ground run’, and the SMM or delegate must certify with a signature and DTG in the field allocated to the ‘Tradesperson’.

21. The certification indicates all applicable entries have been placed in the recording and certification system and the aircraft is capable of being ground run14.

Ground Run Acceptance

22. The ground runner must crosscheck the documentation and certify with a signature and DTG in the field allocated to the ‘Trade Supervisor’ against the entry detailed in paragraph 18b. This certification indicates the ground runner has accepted responsibility for the aircraft and the ground run.

Ground Run Completion

23. On completion of the ground run, the ground runner must enter in the corrective action field against the entry detailed in paragraph 18a ‘Ground run completed in accordance with…(applicable servicing schedule and/or local instructions)’ and certify with a signature and DTG in the field allocated to the ‘Trade Supervisor’. This certification closes the entry for the specific engine ground run and releases the aircraft back to general maintenance.

MAINTENANCE FOLLOWING AIRCRAFT ACCEPTANCE

24. Where the requirements exist, eg multiple ground runs, conduct of maintenance is permissible after the ground runner has accepted responsibility for the aircraft and the ground run provided that:

a. The maintenance task is approved by the SMM or delegate.

b. The ground runner is satisfied that the maintenance will not compromise safety.

c. The maintenance is recorded in the recording and certification system15.

d. Authorised maintenance data is used and authorised personnel perform the maintenance task16.

25. These procedures provide an avenue for maintenance to be conducted, without the requirement of further pre-engine run entries/authorisations.



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1 TAREG 5.1.7a 2 TAREG 3.5.5b(4) 3 TAREG 5.1.7b 4 TAREG 5.1.2 5 TAREG 5.1.7c 6 TAREG 5.1.7c 7 TAREG 5.1.7d 8 TAREG 4.5.3f and TAREG 5.1.7c 9 TAREG 4.5.3b 10 TAREG 4.5.3b,d,f 11 TAREG 4.5.3e 12 TAREG 5.1.7b 13 TAREG 5.1.5a 14 TAREG 5.1.2a 15 TAREG 5.2.1c,d 16 TAREG 4.5.3b and TAREG 5.1.1b



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SECTION 3

CHAPTER 10

MANAGEMENT OF AIRCRAFT EXPLOSIVE ORDNANCE MAINTENANCE

Table of Contents INTRODUCTION ............................................................................................................................................. 1 EO TERMINOLOGY........................................................................................................................................ 2

Explosive Ordnance ..................................................................................................................................... 2 Aircraft Store ................................................................................................................................................ 2 Aircraft Stores Delivery System ................................................................................................................... 2 Aircraft Stores Suspension Equipment ........................................................................................................ 2 Loading Team .............................................................................................................................................. 2 Safing Device ............................................................................................................................................... 2

EO CLASSIFICATIONS .................................................................................................................................. 3 EO SAFETY PRECAUTIONS ......................................................................................................................... 3 EO MANAGEMENT RESPONSIBILITIES...................................................................................................... 3

Directorate General Technical Airworthiness—ADF.................................................................................... 3 Base Commander ........................................................................................................................................ 3 Commanding Officer .................................................................................................................................... 4 SMM or delegate .......................................................................................................................................... 4 Aircraft Captain............................................................................................................................................. 4 Personnel Engaged in Explosive Ordnance Activities ................................................................................. 4 Service Specific Responsibilities.................................................................................................................. 4

LOADING AND UNLOADING AIRCRAFT STORES INCLUDING EXPLOSIVE ORDNANCE..................... 4 Stores Preparation and Loading of Aircraft .................................................................................................. 5 Explosive Ordnance Loading Apron/Area .................................................................................................... 5 Requirements for Loading and Unloading Operations................................................................................. 5

RESTRICTION OF MAINTENANCE ACTIVITIES.......................................................................................... 6 Mandatory Safety Procedures for Maintenance Operations ........................................................................ 6 Maintenance on Aircraft in Hangars............................................................................................................. 6 Prohibited Maintenance Activities ................................................................................................................ 6 Allowable Maintenance Activities ................................................................................................................. 7 Stowed, Loaded or Installed Explosive Ordnance ....................................................................................... 7

STORAGE, HANDLING AND TRANSPORTATION OF EXPLOSIVE ORDNANCE..................................... 8 Storage of Explosive Ordnance ................................................................................................................... 8 Handling and Transportation of Explosive Ordnance .................................................................................. 8

REQUEST FOR SERVICE LIFE EXTENSIONS............................................................................................. 8 ACTUATED DEVICES MANAGEMENT......................................................................................................... 8

Reporting ...................................................................................................................................................... 8 Life Expiry Details for Actuated Devices ...................................................................................................... 8 Disposal Action Requirements for Actuated Devices................................................................................... 9

REPORTING INCIDENTS AND DEFECTS INVOLVING EXPLOSIVE ORDNANCE.................................... 9 Annexes .......................................................................................................................................................... 9 A. Management of Army Specific Explosive Ordnance Maintenance B. Management of Navy Specific Explosive Ordnance Maintenance C. Management of Air Force Specific Explosive Ordnance Maintenance D. Example of a Weapon Preparation Certificate E. Message Format for Requesting Life Extension to Aircraft Power Cartridges

INTRODUCTION

1. The majority of weapons systems in the ADF are fitted with, or can be fitted with Explosive Ordnance (EO). The following are examples of the various forms of EO:

a. conventional bombs;

b. missiles;

c. small arms ammunition;



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d. egress system components;

e. smoke grenades;

f. explosive cartridges in rescue hoist cable cutters, cargo hook emergency release, fire bottles; and

g. pyrotechnic illuminating flares.

2. This chapter, read in conjunction with DI(AF) LOG 16–12—Management of Explosive Ordnance activities in the Royal Australian Air Force, and DI(AF) LOG 16–13—Management of Explosive Ordnance Safety and Base Armament Services in the Royal Australian Air Force, prescribes the Approved Maintenance Organisation (AMO) responsibilities and procedures to be followed when managing maintenance for aircraft related EO. These DI(AF) LOG instructions apply to all services.

3. Additional Service specific EO maintenance management responsibilities are detailed in Annexes A, B and C.

EO TERMINOLOGY

Explosive Ordnance

4. The term EO includes; bombs and warheads, guided and ballistic missiles, artillery, mortars, rockets, small arms ammunition, mines, torpedos, depth charges, demolition charges, pyrotechnics, and all similar or related items or components that are explosive in nature. This definition includes all ammunitions containing explosives, nuclear fission, and fusion, biological and chemical agents.

Aircraft Store

5. An aircraft store is any device intended for internal or external carriage and mounted on aircraft stores suspension equipment.

Aircraft Stores Delivery System

6. Aircraft stores delivery systems are the fixed components including stores management items, together with optional fit stores suspension equipment that constitute the various sub-systems provided for the loading, carriage and release of aircraft stores, including EO.

Aircraft Stores Suspension Equipment

7. Aircraft stores suspension equipment is any equipment/device fitted to an aircraft, either permanently or removable, for the purpose of attaching, carrying and releasing aircraft stores, eg racks, dispensers, launchers or pods.

Loading Team

8. The loading team is a group of trained and qualified personnel authorised to load or unload aircraft EO.

Safing Device

9. A safing device is one which will either, mechanically or electrically isolate a system and render it inoperable.

• At no time shall operating or administrative procedures be considered as substitutes

for a safing device. Safety critical software may only be considered as a software safing device if it has been verified suitable for this application by the responsible Systems Program Office (SPO).

10. Computer System – Armament (COMSARM). COMSARM is the logistic system used by Explosive Ordnance Division (EODiv)—DMO to manage aspects of EO and related component parts.



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EO CLASSIFICATIONS

11. Classifications. EO on board aircraft is divided into the following classifications:

a. Installed EO. EO which is that fitted to an aircraft system or sub-system to provide an energy source and is divided into two groups:

(1) Special Role Installed EO, such as store ejector cartridges; and

(2) Common Role Installed EO, such as egress system cartridges and fire extinguisher cartridges.

b. Loaded EO. EO, which is that, either affixed to stores suspension equipment or loaded in a launcher, dispenser or gun feed system for the purpose of release during flight.

c. Stowed EO. EO which comprises, but is not limited to:

(1) maritime search stores containing explosive filling or an explosive component, smoke grenades, pyrotechnic illuminating flares, markers location marine, smoke and flare signalling cartridges—when NOT installed in tubes or launchers;

(2) engine starter cartridges—when NOT installed in engines;

(3) small arms ammunition for crew survival purposes; and

(4) EO in its original shipping package, including any applicable safing devices, transported within an aircraft.

EO SAFETY PRECAUTIONS1

12. Personnel involved in handling EO must comply with all applicable safety precautions, handling instructions and procedures as detailed in the aircraft / aeronautical product publication, EO handbooks and/or other authoritative documents.

13. Safety precautions and instructions pertaining to OTTO Fuel II are detailed in DEOP 350.001-001(AM1)—OTTO Fuel II Safety, Storage and Handling Instructions.

14. For the purpose of instilling awareness, competence, proficiency and safe handling practices, all aircraft related EO, whether dummy/inert, practice or High Explosive (HE), is always to be treated as ‘LIVE’ and having the potential to cause serious injury if mistreated. Variation to this principle can be approved by the Senior Maintenance Manager (SMM), by exception, to meet operational requirements for handling and storage of dummy/inert EO only.

15. Safety precautions and instructions pertaining to Radiation Frequency Hazards (RADHAZ) relating to EO are detailed in DEOP 103(AM1) Part 2 Section 7 Chapter 5—Specifications For Electrical Installations and Equipment For Explosive Ordnance Areas and Buildings.

16. Portable Electronic Devices. The use of Portable Electronic Devices (PEDs) in an aircraft maintenance environment is detailed in Section 8 Chapter 2—General Aircraft Safety.

17. Static Display Aircraft. Aircraft utilised as a static display for air shows and/or other public relations activities must have the aircrew egress system safing devices fitted and lock wired into position. Under no circumstances are members of the public permitted to enter the cockpit of an aircraft fitted with an egress system unless that system has been fully disarmed, or the individual will be a passenger in the aircraft.

EO MANAGEMENT RESPONSIBILITIES

18. The inherent dangers associated in operating aircraft fitted with EO require areas of responsibility to be clearly defined.

Directorate General Technical Airworthiness—ADF

19. DGTA—ADF is responsible for the provision and management of the ADF technical airworthiness framework. All ADF aviation EO must be managed and maintained to meet the requirements of the ADF Technical Airworthiness Regulations.

Base Commander

20. The responsibilities of a Base Commander (BCDR) are identified in DI(AF) LOG 16–12. The Base Commander is responsible for monitoring and local auditing of EO safety on their base. This shall be done through



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effective employment of an Explosive Ordnance Officer (EOO)/Base Armament Manager (BAM) and liaison with Commanding Officers (COs) at lodger AMOs.

Commanding Officer

21. The AMO CO is responsible to the parent Command for:

a. ensuring the AMO has a formal and effective management structure for dealing with EO matters;

b. keeping the EOO/BAM informed of all EO activities occurring within the AMO;

c. working with the BCDR to ensure EO safety is maintained and that audit Corrective Action Requests (CARs) relevant to the AMO are actioned in a timely manner; and

d. authorising the Line Safety Controller/ Ordnance Safety Officer (LSC/OSO) in accordance with paragraphs 37 to 39.

22. For Air Force additional information is contained at Annex C.

SMM or delegate

23. The AMO SMM or delegate is responsible to the AMO CO for:

a. the safe and effective custody, accounting and management of EO issued to the AMO;

b. the authorisation, certification and currency of all personnel who handle EO within the AMO2; and

c. liaising with the EOO/BAM with regard to EO operations requiring base facilities and/or resources.

Aircraft Captain

24. The Aircraft Captain is responsible for EO fitted to the aircraft from the time of ‘Captains Acceptance’ in the recording and certification system. Responsibility is maintained until the Aircraft Captain releases the aircraft to maintenance, or to the next Aircraft Captain when operating under Continuous Charge (CC).

Personnel Engaged in Explosive Ordnance Activities

25. All personnel handling items of EO are responsible for the safety of others around them. For this reason, personnel who have any doubt as to the correct method of handling EO must inform their immediate supervisor. Only authorised personnel are permitted to handle, transport and load or unload EO unless under training and then they must be under direct supervision.

Service Specific Responsibilities

26. Service specific responsibilities are detailed in:

a. Annex A—Management of Army Specific Explosive Ordnance Maintenance.

b. Annex B—Management of Navy Specific Explosive Ordnance Maintenance.

c. Annex C—Management of Air Force Specific Explosive Ordnance Maintenance.

LOADING AND UNLOADING AIRCRAFT STORES INCLUDING EXPLOSIVE ORDNANCE

27. All loading and unloading of aircraft stores (including EO) and changing the state of readiness of those stores, must be completed in accordance with authorised procedures3. The relevant Force Element Group Commander (FEGCDR) may promulgate additional requirements to address specific limitations and criteria in accordance with DI(AF) LOG 16–12.

28. Aircraft stores are classified in two categories as follows:

a. Expendable Store. An expendable store is an aircraft store normally separated from the aircraft in flight, eg depth charges, torpedos, missiles, bombs, rockets, sonobuoys, Signal Underwater Sounds (SUS), Chaff/Flares or other similar items.

b. Non-Expendable Store. A non-expendable store is an aircraft store that is not normally separated from the aircraft in flight, eg external fuel tanks, pods, targets or other similar items.



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Stores Preparation and Loading of Aircraft

29. Loading of EO to aircraft is only to be conducted at licensed sites. Stores preparation and loading must be conducted under the following constraints:

a. Stores preparation and loading must be conducted by teams of personnel qualified and authorised for those particular tasks4. Personnel not directly involved with stores preparation and loading must be kept clear of the defined area unless under training.

b. The composition of stores preparation and loading teams and the minimum qualifications for team members must be specified in the applicable aircraft stores loading and preparation manual.

c. Stores loading operations, which pose potential explosive hazard safety concern must be conducted under the control of an LSC/OSO.

Explosive Ordnance Loading Apron/Area

30. An Explosive Ordnance Loading Apron/Area (OLA) is an authorised area where loading and unloading of EO to an aircraft stores delivery system, or the stowing of EO in an aircraft is performed. The OLA may also be used for parking aircraft containing EO (loaded and/or stowed) and where sufficient EO can be held for immediate (that day’s requirement) loading and or stowing. The loading and unloading of specified EO to aircraft stores delivery systems is governed by the limitations of the explosive limit licence of the OLA.

31. Deployments/Detachments. When planning for deployments/detachments, the AMO must consider any requirements for OLAs at the intended area of operations. If the deployed base is a civilian airfield, or if there are no (or inadequate) EO storage facilities available, the EO Licensing and Risk Assessment (EOLRA) unit within Explosive Ordnance Regulation (EOREG)–Directorate of Explosive Ordnance Services (DEOS) must be requested to issue a temporary licence for the loading and unloading of EO to aircraft during the deployment/detachment. In combined operations where a non-ADF entity is providing the base armament services, the CO must advise the relevant local authority of the EO storage and OLA requirements for the detachment. In such instances, the CO shall also liaise with EOLRA–EOREG to ensure that safety requirements are met.

Requirements for Loading and Unloading Operations

32. Loading and unloading publications5. Loading and unloading publications specify the procedures and inspections governing the safe, efficient and reliable loading and unloading of EO on or off an aircraft. Loading and unloading operations must be conducted in accordance with the approved loading and unloading publications. The publications and authorised checklists must be used by the loading team throughout the entire loading or unloading operation.

33. Approved EO Loads. Except for formally approved trials, only that EO which has been authorised by the responsible SPO in conjunction with the EOLRA–EOREG and Aerospace Operational Support Group Armament Stores Compatibility Agency may be loaded to aircraft. Approved loads and configurations can be identified in the appropriate Aircraft Loading Manual.

34. Inspection Requirements6. EO loading and unloading operations that involve activities of a nature which present a hazard to personnel, aircraft, aeronautical product and/or technical equipment, either during loading, unloading or in-flight, require mandatory inspections in accordance with Section 3 Chapter 1 Annex A—Safety Critical Items and Systems, and Section 3 Chapter 1 Annex B—Maintenance Personnel Responsibilities.

• Self Certifying Maintenance tasks must not extend to any maintenance activities

involving EO.

35. Preparation of Explosive Ordnance. Preparation or assembly of EO must be carried out in an area licensed and authorised for these procedures. Only qualified and authorised personnel must carry out preparation and assembly procedures in accordance with the preparation, loading and unloading publications as applicable. The tasks carried out to prepare the EO must be recorded and certified on a locally produced Weapon Preparation Certificate. An example of a Weapons Preparation Certificate is illustrated at Annex D. The Explosive Custodian Officer (ECO), SMM or authorised delegate must maintain a register of Weapons Preparation Certificates. The certificates must be kept until the weapon is disassembled or expended.

36. EO Loading Operations. EO loading and unloading operations are only to be carried out in an authorised OLA, licensed and authorised for the EO intended to be loaded/unloaded. The OLA boundary must be picketed with



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‘ARMING IN PROGRESS’ signs at all vehicular access points. The OLA must be kept clear of all vehicles and non essential personnel. The number of personnel in the loading team must be kept to the minimum required to efficiently and safely achieve the task and conduct necessary training. Team numbers are available in the relevant weapons loading manual.

37. Line Safety Controller/Ordnance Safety Officer. A LSC/OSO must be in attendance during all loading and unloading operations, whenever an explosive hazard safety concern may exist. The LSC/OSO shall be responsible for ensuring a safe environment exists for operations involving the loading/down loading, testing and changing the readiness status of weapons and other components or systems containing EO.

38. Line Safety Controller/Ordnance Safety Officer/Loading Team—Qualifications. LSC/OSO and Loading Team duties are only to be carried out by fully trained and authorised personnel. Qualifications and authorisations must be annotated on each persons record of training and employment document.

39. Line Safety Controller/Ordnance Safety Officer—Authority. The LSC/OSO shall be authorised by the CO to unilaterally suspend EO-related and other maintenance/replenishment activities which compromise, or have the potential to compromise safety.

40. For Air Force and Navy. The Loading Team leader must be an EO Specialist Maintenance Manager (MM) (for Air Force: EO trained personnel from Armament, Aircraft or Avionics Technician mustering who have completed the EO Supervisor course) qualified on both the EO as well as the weapon platform to which it is being loaded. Maintenance personnel involved in the preparation and/or arming procedures must be appropriately qualified and authorised. Loading Team members may be of any aviation technical trade provided they are suitably qualified and authorised.

RESTRICTION OF MAINTENANCE ACTIVITIES

Mandatory Safety Procedures for Maintenance Operations

41. With the exception of flight preparation and actual flight operations, aircrew egress system safing devices must be fitted at all times, with the Aircraft Captain being responsible for ensuring all safing devices are removed before flight. FEGCDRs must ensure AMOs develop and promulgate egress systems safety procedures for all flight line and maintenance operations eg ejection seats/crew modules.

42. Maintenance is only to be undertaken when two or more independent safing devices are in place that will prevent the inadvertent initiation of the equipment or release/firing of aircraft stores. A formally qualified and authorised person must oversee the isolation or rendering safe of aircraft stores firing, release and jettison systems.

Maintenance on Aircraft in Hangars

43. All loaded and installed special-role EO must be removed before the aircraft is placed into a hangar for maintenance. Installed Common Role EO such as those aeronautical products that are Maintenance Managed Items (MMIs) may remain in the aircraft, eg rescue hoist cartridges. Other Stowed EO, that necessitates a licensed aircraft parking site when in the aircraft, may remain in the aircraft provided that the hangar is appropriately licensed.

44. EO fitted to safety and survival equipment as basic aircraft equipment and installed Common Role EO may remain in the aircraft during maintenance, provided all maintenance safing devices are in place and the maintenance activity is approved by the responsible SPO and promulgated in AMO local instructions.

45. In extenuating circumstances, COs may approve EO loaded aircraft to be placed in a hangar for operational requirements, as detailed in DEOP 103(AM1)—Defence Explosives Ordnance Safety Manual.

Prohibited Maintenance Activities

• Armament procedures and fuelling operations are not to be carried out

simultaneously. During declared contingencies this restriction may be varied by the responsible command.

46. Maintenance is not to be conducted on aircraft loaded with or containing EO if that maintenance involves:

a. naked flame or excessive heat in the vicinity of the EO (exposing the EO to higher than its service temperature limits); or



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b. fuel system repairs, opening of fuel lines or other operations potentially resulting in fuel spills greater than those associated with supervised refuelling operations.

47. All refuelling operations must be carried out prior to the commencement of any Arming or Re-Arming procedures. Circumstances may arise where refuelling operations are necessary on aircraft that have Loaded EO installed/affixed. In this case the conditions applying to maintenance outlined in paragraph 48 must be observed.

Allowable Maintenance Activities

48. Flight servicing and maintenance may be carried out on armed aircraft at the discretion of the SMM or authorised delegate as detailed in this chapter, provided the following conditions are observed:

a. Maintenance conducted after the aircraft captain has accepted the aircraft must be conducted in accordance with the recording and certification systems approved instructions.

b. the maintenance is carried out in an approved OLA;

c. when embarked, the maintenance is carried out on the flight deck;

d. in running aircraft, aircrew not engaged in the control of the aircraft, must place their hands in full view of the MM responsible for the maintenance operation;

e. in static aircraft, ‘ARMAMENT LOADED’/‘AIRCRAFT ARMED’ signs must be displayed in the cockpit and at all aircraft entrances;

f. all armament control systems are selected to ‘SAFE’, eg all armament switches are ‘OFF’ or in the ‘SAFE’ position and guarded armament switches are ‘GUARDED’ and ALL mandated armament circuit breakers are pulled;

g. all ground safety pins or devices are installed in the aircraft stores delivery system, eg racks, dispensers, launchers or pods;

h. guns must be made ‘SAFE’ in accordance with equipment specialist instructions meeting or exceeding the requirements of paragraphs 41 and 42;

i. weapon safety pin/devices are installed;

j. manual jettison systems are isolated;

k. an entry must be made in the recording and certification system stating, ‘ALL ARMAMENT SYSTEMS AND LOADED EO MADE SAFE’, with the clearing entry stating ‘AIRCRAFT RETURNED TO ARMED FLIGHT CONDITIONS’; and

l. all applicable refuelling procedures and safety precautions, as detailed in the relevant aircraft publication must be strictly complied with.

Stowed, Loaded or Installed Explosive Ordnance

49. Loaded and/or Stowed EO must be removed from an aircraft not required for further flight prior to the commencement of any maintenance activity.

50. All maintenance, systems replenishment and servicing must be completed, recorded and certified in the recording and certification system before loading of EO commences.

51. All armament systems must be rendered ‘SAFE’ and EO safety pins/devices must be installed immediately when an aircraft returns from a flight with Loaded EO remaining, installed and/or affixed.

52. Maintenance Authorisations. The following maintenance authorisations are required:

a. Stowed EO. All maintenance activities on aircraft with stowed EO must be approved by the parent Command.

b. Loaded or Installed EO. AMO Commanders/SMMs must determine, and promulgate in local instructions, the specific maintenance activities allowed on aircraft containing loaded or installed EO. Procedures for minimising the risks and hazards of fire and explosion are also to be promulgated.

53. Where required, Commands will develop, promulgate, and maintain additional procedures to assure safety during maintenance operations conducted on aircraft containing Loaded, Installed, and Stowed EO.



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STORAGE, HANDLING AND TRANSPORTATION OF EXPLOSIVE ORDNANCE

Storage of Explosive Ordnance

54. Extended Absences or Leave Periods. The AMO ECO or responsible MM must ensure that during periods of extended Unit absence or block leave, all EO normally stowed in Ready Use Lockers and/or Lockups must be returned to an Explosive Storage Area or a Ship’s Magazine.

Handling and Transportation of Explosive Ordnance

55. Personnel. The transporting and/or handling of EO requires the utmost attention to safety. Therefore, personnel involved in the supervision of transportation and/or handling of EO must be conversant with the principles of explosive safety and understand the possible hazards associated with the store being transported/handled.

56. The number of personnel involved in transportation of EO must be kept to the minimum necessary to conduct the task safely and efficiently.

57. Appliances. Only authorised serviceable appliances must be used for the transportation and/or lifting of EO. The lifting appliance must be inspected before use to ensure it is serviceable, in calibration test requirements and is suitable for the intended task. Handling equipment and appliances must be maintained in good order in accordance with the AMO Ground Support Equipment (GSE) maintenance program.

58. Methods of Transportation. Where transport equipment designed specifically for the EO is available, it must be used. If no specialised equipment is available, the Supervisor of Handling, appointed in accordance with Explosive Transport Regulations (ETRs), the ECO/BAM or the Weapons Electrical Engineer Officer (WEEO) onboard a ship, must approve a method of transportation which will protect the EO from damage.

59. Radio Frequency Hazards (RADHAZ)/ Hazards of Electromagnetic Radiation to Ordnance (HERO). Before items of EO are transported, the Supervisor of Handling must determine if the items are electrically initiated and if so, to what emitters they are susceptible. Accordingly, transport routes must avoid potentially dangerous emitters and/or arrangements made for emitters to be ‘silenced’ during transport to eliminate RADHAZ/HERO.

REQUEST FOR SERVICE LIFE EXTENSIONS

60. Requests for Service Life Extensions must be directed to the relevant GWEO Product Group as follows:

a. Air Force and Army. AMOs may submit these requests by facsimile, message or e-mail.

b. Navy. AMOs must submit requests for Service Life Extensions by message. Annex E is an example of a request for a Service Life Extension suitable for Navy EO.

ACTUATED DEVICES MANAGEMENT

61. Actuated Devices (ADs) include Cartridge Actuated Devices (CADs) and Propellant Actuated Devices (PADs) and are subject to lifing criteria, which is intended to ensure their serviceability. Utmost care in the management of ADs is required to maintain the airworthiness of aircraft and crew safety.

Reporting

62. When ADs arrive at the AMO they must be reported to the recording and certification system database, giving the serial number, lot number and Date of Manufacture (DoM) details.

63. COMSARM. ADs issued to AMOs must be reported to COMSARM giving details of the unpacked life expiry date. When ADs are returned to the Explosive Storage Area, life expired or expended details must be reported to COMSARM.

64. Movement of ADs whilst Embarked/Deployed. Reports must be monitored for movement of ADs during embarkation/deployment and reported to COMSARM accordingly.

Life Expiry Details for Actuated Devices

65. Requests for life extensions must be submitted in accordance with this chapter. If granted, extensions must be updated and the revised life expiry details must be marked on ADs in the same manner as Life Expiry details in the relevant publications.



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66. For Navy. Revised life expiry details must be recorded as follows:

a. Common to Role. Common to Role ADs life expiry details must be marked directly with a permanent marking ink before issue to the user; eg LX 12/99, where LX refers to ‘Life Extension’. When the size of the AD precludes clear identification, a suitable label with details recorded must be securely attached.

b. Special to Role. Special to Role ADs life expiry details must be recorded on the packaging in which the AD is received. The packaging must be retained for ready use storage and return purposes.

67. For Navy. Serial numbers must be marked on ADs in the same manner as life expiry details.

Disposal Action Requirements for Actuated Devices

68. Air Force and Army. When an AD becomes life expired or is expended, the AD must be returned to the Explosive Storage Area for disposal action.

69. Navy. When an AD becomes life expired or is expended, the AD must be returned to the NAS NOWRA ESAS or ship’s ECO for forwarding to the Explosive Storage Area for disposal action.

REPORTING INCIDENTS AND DEFECTS INVOLVING EXPLOSIVE ORDNANCE7

70. Reporting incidents and defects involving EO issued to AMOs, Ships Flights or installed in aircraft must be initiated by the AMO in accordance with DOEP 103(AM1) Part 1 Section 6—Incidents and Defects Involving Explosive Ordnance and local instructions.

71. All incidents and defects involving EO must be reported to the applicable branch within EODiv—DMO.

Annexes:

A. Management of Army Specific Explosive Ordnance Maintenance B. Management of Navy Specific Explosive Ordnance Maintenance C. Management of Air Force Specific Explosive Ordnance Maintenance D. Example of a Weapon Preparation Certificate E. Message Format for Requesting Life Extension to Aircraft Power Cartridges 1 TAREG 5.1.5 2 TAREG 4.5.3b,c,d 3 TAREG 5.1.1 4 TAREG 4.5.3b,c 5 TAREG 5.1.1 6 TAREG 5.1.3 7 TAREG 5.3



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10A–1

MANAGEMENT OF ARMY SPECIFIC EXPLOSIVE ORDNANCE MAINTENANCE

Table of Contents INTRODUCTION ............................................................................................................................................. 1 ARMY EO MANAGEMENT RESPONSIBILITIES .......................................................................................... 1

Commanding Officer .................................................................................................................................... 1 Senior Maintenance Manager ...................................................................................................................... 1 Armament Engineer ..................................................................................................................................... 1 Ammunition Technical Officer/Ammunition Technician................................................................................ 2 Line Safety Controller................................................................................................................................... 2

EO REPLENISHMENT TASKS PERFORMED BY NON-TECHNICAL PERSONNEL.................................. 2 Loading of Weapon Systems ....................................................................................................................... 2 Aircraft Equipment Tasks ............................................................................................................................. 3 Replenishment during EO Loading and Unloading (FARPs/Forward Operating Base (FOB)).................... 4

MAINTENANCE OF WEAPONS SYSTEMS .................................................................................................. 4 Armament Maintenance Team..................................................................................................................... 4 Allowable Maintenance ................................................................................................................................ 4 Maintenance Restrictions ............................................................................................................................. 5 Maintenance Mandatory Requirements ....................................................................................................... 5 Flight Servicing............................................................................................................................................. 5

RECOVERY ACTION FOR DAMAGED AIRCRAFT ...................................................................................... 5 TRAINING REQUIREMENTS ......................................................................................................................... 5

Record of Training and Authorisations......................................................................................................... 6

INTRODUCTION

1. The requirement to operate Army aircraft with armament systems and fitted with Explosive Ordnance (EO) in the field demands unique maintenance management requirements.

2. This annex supplements the information provided in, and is to be read in conjunction with Section 3 Chapter 10—Management of Aircraft Explosive Ordnance Maintenance.

ARMY EO MANAGEMENT RESPONSIBILITIES

Commanding Officer

3. The Approved Maintenance Organisation (AMO) must have a formal and effective management structure for dealing with all armament and EO matters. This management structure incorporates all procedures and regulatory requirements including Standing Instructions (SIs) and Standard Operating Procedures (SOPs).


4. The Senior Maintenance Manager (SMM) or delegate is responsible to the CO for the management, authorisation, certification, and currency of all personnel who handle EO and conduct maintenance on any armament aircraft system for, or on behalf of the AMO.

Armament Engineer

5. The Armament Engineer (ArmE) is responsible to the SMM for:

a. the management and integrity of aircraft armament engineering matters;

b. implementing approved armament policies, procedures and safety instructions for on aircraft maintenance; and

c. coordinating EO emergency procedures for aircraft accidents and incidents.



10A–2

Ammunition Technical Officer/Ammunition Technician

6. The Ammunition Technical Officer (ATO)/Ammunition Technician (AT) is responsible to the CO for implementing approved armament policies, procedures and safety instructions for storage, handling, use and transport of EO. The ATO/AT is specifically responsible for:

a. the safe and effective management of EO issued to the AMO;

b. ensuring EO activities comply with applicable Explosive Safety Regulations;

c. provisioning, storage and safe custody of EO within their respective Bases and on deployment; and

d. off aircraft EO emergency procedures.

Line Safety Controller

7. The Line Safety Controller LSC is to be appointed from suitability qualified personnel (minimum rank of SGT) who are then authorised to independently monitor all safety aspects relating to the loading or unloading of EO, to or from an aircraft. Stores loading operations are to be carried out under the control of a LSC whenever an explosive hazard safety concern may exist.

8. While there is no requirement for the LSC to be a technical tradesman, only personnel who are qualified and current on the weapon system may be appointed as a LSC. To achieve this authorisation, personnel are to demonstrate to the SMM a complete knowledge and understanding of all procedures and hazards involved in loading and unloading armament operations.

9. Prior to commencing EO operations, the LSC is to ensure the following instructions are observed:

a. the Explosive Ordnance Loading Area (EOLA)/Forward Arming Refuelling Point (FARP) is licensed and authorised for the type of EO to be loaded or unloaded;

b. ‘ARMED AIRCRAFT’ signs and a sentry are in place at all vehicular entrances to the EOLA;

c. ‘ARMED AIRCRAFT’ signs are clearly visible in the cockpit and all entrances to the aircraft;

d. aircraft are correctly bonded/earthed;

e. all armament control systems are selected to ‘SAFE’ eg all armament switches are ‘OFF’, ‘SAFE’ or ‘GUARDED’, and ALL armament circuit breakers are pulled;

f. an initial safety briefing is given to all personnel involved in EO operations;

g. NO loading or unloading procedures are carried out simultaneously with refuelling/defueling operations on an individual aircraft;

h. NO electrical power or hydraulic supplies are connected to the aircraft during loading, unloading of EO;

i. a method to indicate the armed status of an aircraft is to be clearly visible to all personnel during day and night operations. A red indicator identifies a loaded aircraft and a green indicator indicates a safe (unloaded and safe) aircraft within the EOLA;

j. Radio Frequency Hazards (RADHAZ) precautions are observed when loading/unloading EO containing Electro Explosive Devices (EEDs); and

k. aircraft which have forward or side firing weapons are oriented in a direction such that the line of fire cannot cause injury to personnel or damage equipment, if inadvertently activated.

EO REPLENISHMENT TASKS PERFORMED BY NON-TECHNICAL PERSONNEL

Loading of Weapon Systems

10. Army aircraft may be fitted with a variety of stores delivery systems. The loading and unloading of these systems is a responsibility of authorised aircrew and ground personnel.



10A–3

11. Aircraft Stores Loading Team. The Aircraft Stores Loading Team is a group of authorised personnel either Ground Crew or Aircrew employed to load aircraft stores, including EO, onto an aircraft and change the state of readiness of an aircraft stores delivery system. In times of operational necessity, suitably trained, qualified and authorised maintenance personnel may be included in the team. EO tasks that the loading team are responsible for include:

a. implementation of EO accounting procedures;

b. transportation and storage of EO during EOLA/FARP operations;

c. preparation of aircraft EO;

d. administration of aircraft EO return and disposal;

e. conducting both hot and cold arming and de-arming operations;

f. performing various weapons checks;

g. implementation of malfunctioned aircraft EO procedures; and

h. following the EO emergency response plan.

12. EO Replenishment Trade Supervisor. For the purpose of carrying out authorised tasks identified herein, suitably qualified, authorised and experienced personnel may perform progressive and/or post loading inspections.

NOTE

• The LSC and Independent Inspector may only combine duties with prior approval of COMD 16 Aviation Brigade (16 Avn Bde).

13. EO Replenishment Independent Inspector. For the purpose of carrying out authorised tasks identified herein, suitably qualified and authorised personnel may be appointed to perform applicable independent inspections.

14. Army Specific EO Duties and Responsibilities. Army Specific EO Duties and responsibilities of the Loading Operators, Trade Supervisors and Independent Inspector are contained within applicable aircraft stores loading manuals.

Aircraft Equipment Tasks

15. The following is a breakdown of tasks which may be performed by authorised personnel:

a. Black Hawk S–70A–9. In accordance with AAP 7210.015–33—Loading Manual Conventional Weapons Airborne Stores Black Hawk S–70A–9 Aircraft:

(1) installation and removal of MAG58 machine gun to or from its mount;

(2) loading and unloading of the MAG58 machine gun; and

(3) testing, loading and unloading chaff and flares dispensing system.

b. Chinook CH–47D. In accordance with AAP 7210.009–33—Loading Manual Conventional Weapons Airborne Stores Chinook CH–47D Aircraft:

(1) installation and removal of MAG58 machine gun to or from its mount;

(2) loading and unloading of the MAG58 machine gun; and

(3) testing, loading and unloading of chaff and flares dispensing systems.

c. ARH Tiger. In accordance with AAP 7210.018–33M—Weapons Loading Manual ARH Tiger.

(1) preparation, loading, unloading and turnaround operations of ordnance for the stores delivery system; and

(2) testing, loading and unloading of chaff and flares dispensing systems.



10A–4

Replenishment during EO Loading and Unloading (FARPs/Forward Operating Base (FOB))

• Hazards to personnel may exist during armed aircraft refuelling operations. Armed

aircraft must be made safe prior to commencement of refuelling operations.

• Armament procedures and fuelling operations are not to be carried out simultaneously on the same aircraft. During declared contingencies this restriction may be varied by the responsible command.

16. Refuelling Operations. Refuelling operations are not to commence until the aircraft has been verified SAFE in accordance with applicable loading manuals. All refuelling operations are to be carried out prior to the commencement of any loading or unloading procedures.

MAINTENANCE OF WEAPONS SYSTEMS

• Maintenance operations are not to be conducted concurrently with EO loading and

downloading operations on the same aircraft.

17. All on-aircraft maintenance of aircraft weapon systems is to be performed by trained and authorised aircraft technical personnel.

Armament Maintenance Team

18. The maintenance team is a group of trained, qualified and authorised personnel employed to carry out on-aircraft maintenance and repair on the aircraft armament weapon system.

19. The maintenance team responsibilities are:

a. fitting and removing aircraft armament weapon systems ensuring the aircraft armament weapons system is authorised for fit, correctly identified, complete and ready for use;

b. being aware of all technical publications and orders that relate to their duties and adhering to them when performing their duties; and

c. performing maintenance in accordance with approved procedures.

Allowable Maintenance

20. Maintenance may be carried out on armed aircraft at the discretion of the Armament Engineer (ArmE), provided the following additional conditions are observed:

a. the LSC must be notified and provide permission for maintenance to be conducted;

b. maintenance is carried out in an approved FOB/EOLA;

c. a red indicator, identifying a loaded armed aircraft is clearly visible to all personnel during day or night operations;

d. all armament switches are ‘OFF’ or in the ‘SAFE’ position and guarded armament switches are ‘GUARDED’ and armament circuit breakers are pulled;

e. all ground safety pins or devices are installed in the aircraft stores delivery system; and



10A–5

• Guns (including door guns) without two or more independent safing devices are to

be made ‘SAFE’, with NO ammunition supplied or loaded.

f. guns must be made ‘SAFE’ in accordance with equipment specialist instructions ensuring that two or more independent safing devices are in place that will prevent inadvertent firing.

Maintenance Restrictions

• At no time is maintenance to be conducted upon an aircraft’s communication, fire

control or weapons systems while loaded EO remains fitted to the aircraft.

21. Maintenance is not to be conducted on aircraft loaded with or containing EO if that maintenance involves:

a. naked flame or excessive heat in the vicinity of the EO (exposing the EO to higher than its service temperature limits);

b. fuel system repairs, opening of fuel lines or other operations potentially resulting in fuel spills greater than those associated with supervised refuelling operations;

c. HF communication or fire control systems; and

d. the weapon system – guns, rockets, missiles and chaff systems.

Maintenance Mandatory Requirements

22. Maintenance may only be conducted on aircraft containing, loaded, installed or stowed EO in accordance with the following requirements:

a. Safeguarding Against Inadvertent Operation. Maintenance is only to be undertaken when all independent safing devices are in place that will prevent the inadvertent initiation of the equipment or release/firing of aircraft stores. Suitably qualified ground personnel are to oversee the isolation or rendering safe of aircraft stores firing, release and jettison systems.

b. Installed and Stowed EO. Installed and Stowed EO fitted as basic aircraft equipment, is permitted to remain in the aircraft during maintenance provided the following requirements are met:

(1) the maintenance operations are not associated with the system or equipment in which the EO is installed; and

(2) all safing devices are in place.

c. Loaded EO. Maintenance on an aircraft containing loaded EO is limited to flight servicing.

Flight Servicing

23. When there is a requirement to carry out a Flight Servicing on an aircraft, which already has Loaded EO, the conditions for maintenance as detailed in this chapter are to be observed.

RECOVERY ACTION FOR DAMAGED AIRCRAFT

24. When an armed aircraft sustains damage the detachment commander and ArmE officer are to assess the situation and decide on the appropriate course of action. An Armament Safety Team is to be deployed to the aircraft once both the detachment commander and the ArmE officer approve the composition of this team. For further guidance refer to DI(AF) OPS 5–27—Recovery Action – Damaged Aircraft and Airborne Technical Equipment.

TRAINING REQUIREMENTS

25. Stores Loading Team Members. Prior to appointment on aircraft stores loading teams, personnel are to have completed formal training in the tasks authorised herein, and in accordance with a syllabus prepared by the Army Aviation Training Centre (AAvnTC). Training is to cover all aspects of preparation, loading, unloading, turnaround procedures and No volts tests, for the stores delivery systems of applicable aircraft. Loading/unloading of the MAG58



10A–6

machine guns and their installation/removal to or from aircraft mounts is also to be addressed by the training for applicable aircraft types.

26. Instructors. Only authorised aircrew or ground crew who satisfy the requirements specified in LWP–G7–3–7—Army Aviation Range Orders and who are authorised by the SMM are to act as in-unit instructors for the tasks covered in this annex.

Record of Training and Authorisations

27. Assessment. Personnel are to be assessed by a suitable and qualified assessor in accordance with Section 7 Chapter 6—Maintenance Training Requirements—Army and 16 AVN BDE SI(LOG) 7–201—Technical Trade Training Requirements.

28. Authorisation. Authorisations are to be promulgated in the record of training and employment recording documents, such as the Aviation Technical Training Record (AATTR)/Competency Log Books as applicable, and certified in accordance with ADF Technical Airworthiness Regulation 4. 5—Personnel Requirements.

29. Re-Authorisation. Personnel must be re-authorised on a periodic basis not exceeding 12 months.



10B–1

MANAGEMENT OF NAVY SPECIFIC EXPLOSIVE ORDNANCE MAINTENANCE

Table of Contents PURPOSE ....................................................................................................................................................... 1 SCOPE ............................................................................................................................................................ 1 MANAGEMENT RESPONSIBILITIES ............................................................................................................ 1

Fleet Aviation Engineer Officer .................................................................................................................... 1 NAS NOWRA Explosive Ordnance Officer/Explosive Custodian Officer..................................................... 1 NAS NOWRA Explosive Storage Area Supervisor ...................................................................................... 2 Ordnance Safety Officer............................................................................................................................... 2 Flight Commander........................................................................................................................................ 3 Flight Senior Maintenance Sailor ................................................................................................................. 3

INSTALLED EO............................................................................................................................................... 3 CHAFF RESTRICTIONS AND PRECAUTIONS FOR HELICOPTERS ......................................................... 3

Aircraft Deployed Chaff ................................................................................................................................ 3 Hand Held Deployed Chaff........................................................................................................................... 3

PURPOSE

1. The purpose of this annex is to detail maintenance management responsibilities that are specific to Navy aircraft related Explosive Ordnance (EO).

SCOPE

2. This annex applies to AMOs performing maintenance on Navy aircraft and aeronautical product fitted with EO.

MANAGEMENT RESPONSIBILITIES

Fleet Aviation Engineer Officer

3. The Fleet Aviation Engineer Officer (FAEO) is responsible for ensuring the adherence by AMOs (including Ships Flights and embarked Detachments) to promulgated EO policy and procedures, through monitoring of AMO EO audits and associated activities, and conduct of activities such as Pre-Embarkation Inspections and Annual Embarked Audits.

NAS NOWRA Explosive Ordnance Officer/Explosive Custodian Officer

4. The NAS NOWRA Explosive Ordnance Officer (EOO)/Explosive Custodian Officer (ECO) is responsible to the Base Commander for the integrity and management of aircraft related EO within the base.

5. The EOO/ECO is responsible for:

a. EO safety on the base;

b. the implementation of approved armament policies and procedures;

c. the implementation of safety instructions for the storage, handling, use and transportation of EO within the base confines;

d. providing advice on EO engineering matters to Commander Fleet Air Arm (COMFAA) through the FAEO;

e. implementing Navy Explosive Regulations and overseeing EO management and safety;

f. the provisioning, storage and safe custody of EO on the base; and

g. carrying out EO audits of AMOs.



10B–2

NAS NOWRA Explosive Storage Area Supervisor

6. The NAS NOWRA Explosive Storage Area Supervisor (ESAS) has authority over activities conducted within the explosive storage facility, including EO preparation conducted by AMOs inside the Explosive Storage Area (ESA) and Fusing Area, and is responsible:

a. to the ECO for the effective operation of the ESA, and

b. for safety and security in the ESA during normal working hours.

Ordnance Safety Officer

7. Stores loading operations are to be carried out under the control of an Ordnance Safety Officer (OSO) whenever a potential explosive safety hazard exists. The OSO is responsible to the AMO CO for all aspects of armament safety during EO operations, and is to ensure that all armament procedures and safety precautions are followed. The OSO is to cease EO operations whenever safety is or is about to be compromised. Commands are to identify the specific stores loading operations requiring an OSO and designate those situations where, irrespective of the operation, the engagement of an OSO is mandatory. As a minimum, an OSO is to be mandated for EO activities which occur during:

a. initial periods of deployment to unfamiliar locations,

b. joint operations with forces of other nations,

c. occasions with foreign forces operating under ADF sponsorship,

d. sub-optimal working conditions, and

e. occasions when a prescribed safe direction or minimum aircraft separation distance cannot be achieved.

8. An OSO is required for all High Explosive, forward or side firing ordnance operations and for any other EO operations when the AMO Senior Maintenance Manager (SMM) considers an independent observation of armament safety is required. Only Maintenance Managers (MM) who are qualified and authorised to carry out armament duties may be appointed as an OSO. Authorised personnel are to demonstrate a complete knowledge and understanding of all procedures required to carry out loading and unloading operations.

9. The OSO shall ensure the following instructions are observed:

a. the Ordnance Loading Area (OLA) is licensed and authorised for the type of EO to be loaded or unloaded;

b. ‘ARMING IN PROGRESS’ signs are in place at all vehicular entrances to the OLA;

c. the aircraft is correctly bonded/earthed;

d. all armament control systems are selected to ‘SAFE’, eg all armament switches are ‘OFF’, ‘SAFE’ or ‘GUARDED’, and ALL armament circuit breakers are pulled;

e. the EO to be loaded or unloaded is in a safe condition;

f. NO loading or unloading procedures are carried out simultaneously with refuelling/defuelling operations on an individual aircraft within an OLA;

g. NO electrical power or hydraulic supplies are connected to the aircraft;

h. loading and unloading procedures are being adhered to in accordance with the relevant aircraft Arming and Re-Arming manual;

i. aircraft which may have forward or side firing weapons are oriented in a direction such that the line of fire cannot cause injury to personnel or damage equipment, if inadvertently activated;

j. ‘ARMAMENT LOADED’/‘AIRCRAFT ARMED’ signs are clearly visible in the cockpit and all entrances to the aircraft;

k. a sentry is posted to prevent unauthorised entry into loaded aircraft and to safeguard any EO required for further flights or awaiting return to the storage area; and

l. Radar Frequency Hazards (RADHAZ) precautions are observed when loading/unloading EO containing Electro Explosive Devices (EEDs).



10B–3

Flight Commander

10. The Flight Commander is the delegate of the CO for all aspects relating to aircraft EO, as detailed in ABR 862 Vol 2—Maritime Explosive Ordnance Safety Manual.

Flight Senior Maintenance Sailor

11. The Flight Senior Maintenance Sailor (FSMS), when authorised for a Ships Flight and Detachments, is the SMMs delegate for all aspects relating to aircraft EO, for that Ships Flight or Detachment. The responsibilities of the FSMS include:

a. Ensuring the requirements of ABR 862 Vol 2 and relevant Naval Aviation Publications are observed.

b. Acting as the OSO during loading and unloading operations.

c. Responsibility for aviation EO during its preparation and loading, and retaining responsibility for the EO until the Aircraft Captain accepts the aircraft. The FSMS regains responsibility for the EO when the aircraft is released to maintenance, and retains this responsibility until the EO is returned to the magazine and safely derigged; at which point the ECO assumes responsibility.

d. Ensuring a daily inspection, as appropriate, is carried out of all loaded and stowed EO by qualified personnel.

INSTALLED EO

12. Whenever it is necessary to conduct maintenance operations on systems that initiate, operate or are operated by Installed EO, the Installed EO in the system is to be removed and stored. For short term storage, up to five days ashore or 72 hours embarked, a ready use lockup, licensed and authorised for this purpose, is to be used, refer DEOP 103(AM1) Part 2 Section 2 Chapter 9 Annex A—Common Conditions for Storage of Explosive Ordnance in Small Quantity Facilities. For terms of storage that exceed, or are likely to exceed these periods, the EO is to be returned to the EO storage area or ships magazine.

CHAFF RESTRICTIONS AND PRECAUTIONS FOR HELICOPTERS

13. In addition to all normal safety precautions, care is to be taken to avoid contact of the fibres with skin, eyes and the respiratory system. The fibres should only be handled when absolutely necessary. Care should be taken not to disperse the fibres within the aircraft.

Aircraft Deployed Chaff

14. The Navy Aviation Systems Program Office (NASPO) will provide post flight maintenance requirements resulting from CHAFF deployment from Navy aircraft.

Hand Held Deployed Chaff

15. The following specific precautions and maintenance actions are to be carried out before, during and after each CHAFF deployment sortie/ incident from Navy aircraft:

a. Personnel must be aware of the hazards imposed when CHAFF fibres are exposed to the human body and aircraft systems;

b. Clothing must be sufficient to ensure protection in case of CHAFF mishap. Contaminated clothing must be disposed of in accordance with AAP 7394.001–2M—Australian Defence Force Countermeasures;

c. Following chaff deployment:

(1) the aircraft is to be thoroughly washed externally;

(2) The aircraft is to be thoroughly inspected internally (cabin and cockpit areas, baggage and electrical compartments, tub area, tail boom area, tail rotor drive train and engine/main rotor gear box areas); and

(3) If contamination is found, all fibres are to be removed by vacuuming and disposed of in accordance with AAP 7394.001–2M.

d. When carrying out post CHAFF deployment maintenance, personnel must observe the applicable Warnings, Cautions, PPE and First Aid measures detailed in AAP 7394.001–2M; and

e. Avoid contact with skin when removing contaminated clothing.



10B–4

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AAP 7001.059(AM1) Annex C to Sect 3 Chap 10

10C–1

MANAGEMENT OF AIR FORCE SPECIFIC EXPLOSIVE ORDNANCE MAINTENANCE

Table of Contents PURPOSE ....................................................................................................................................................... 1 SCOPE ............................................................................................................................................................ 1 MANAGEMENT RESPONSIBILITIES ............................................................................................................ 1

Base Armament Manager ............................................................................................................................ 1 Line Safety Controller................................................................................................................................... 1

EGRESS SYSTEMS MAINTENANCE............................................................................................................ 2 Entry to Aircraft Cockpits.............................................................................................................................. 2 Safing Devices ............................................................................................................................................. 2

PURPOSE

1. The purpose of this annex is to detail maintenance management responsibilities that are specific to Air Force aircraft related Explosive Ordnance (EO).

SCOPE

2. This annex applies to AMOs performing maintenance on Air Force aircraft and aeronautical product fitted with EO.

MANAGEMENT RESPONSIBILITIES

Base Armament Manager

3. The Base Armament Manager (BAM) is responsible for auditing the adherence by AMOs to promulgated EO policy and procedures.

Line Safety Controller

4. The Line Safety Controller (LSC) function is to ensure a safe environment for the loading, down-loading, testing and changing the readiness status of loaded EO. The LSC activities do not encompass the supervision or inspection requirements for EO operations. However, they do demand a thorough appreciation of the general hazards related to the explosives involved and the compatibility of EO and other simultaneous maintenance or replenishment activities performed on, and around aircraft. LSC promulgation’s, period of currency, specific responsibilities and scopes of empowerment are to be detailed in local instructions.

5. Authority. The LSC is to be authorised by the CO to unilaterally suspend EO-related and other maintenance and or replenishment activities which compromise, or have the potential to compromise, safety.

6. Rank and Specialisation. The minimum rank for employment as an LSC is Sergeant. Specific LSC responsibilities for tasks designated by the parent Command are to be promulgated in Wing/AMO Local Instructions. LSCs may be appointed from any specialist group providing Command competency requirements are satisfied.

7. Experience and Qualifications. Formal training courses are to be implemented to achieve the required levels of LSC competence. These courses of training are to be Personnel Management Key Solution (PMKeyS) reportable and recorded in the individual’s record of training and employment document. Course graduates should carry out LSC duties under supervision until task authorisation is achieved. Authorisation to perform LSC duties remains current for a period of 12 months. Personnel are to be re-authorised on a periodic basis not exceeding 12 months.

8. The LSC is responsible to the AMO CO for all aspects of armament safety during EO operations, and is to ensure that all armament procedures and safety precautions are followed. The LSC is to cease EO operations whenever safety is or is about to be compromised. The CO or Senior Maintenance Manager (SMM) shall designate those situations where, irrespective of the operation, the engagement of an LSC is mandatory. Such circumstances involving EO related activity should include:

a. initial periods of deployment to unfamiliar locations,

b. joint operations with forces of other nations,



10C–2

c. foreign forces operating under ADF sponsorship,

d. sub-optimal working conditions, and

e. occasions when a prescribed safe direction or minimum aircraft distance cannot be achieved.

9. An LSC is required for all High Explosive (HE), forward or side firing ordnance operations and for any other EO operations the AMO SMM considers an independent observation of armament safety is required. Authorised personnel are to demonstrate a complete knowledge and understanding of all procedures required to carry out loading and unloading operations. The LSC must ensure the following instructions are observed:

a. ‘ARMING IN PROGRESS’ signs are in place at all vehicular entrances to the Ordnance Loading Apron (OLA);

b. NO loading or unloading procedures are carried out simultaneously with refuelling/defuelling operations on an individual aircraft within an OLA;

c. aircraft which have forward or side firing weapons are oriented in line with the safe direction for that OLA;

d. ‘ARMAMENT LOADED’/‘AIRCRAFT ARMED’ signs are clearly visible in the cockpit and all entrances to the aircraft;

e. No unauthorised persons enter loaded aircraft or handle EO required for further sorties or awaiting return to the storage area; and

f. Radio Frequency Hazards (RADHAZ) precautions are observed when loading/unloading EO containing Electro Explosive Devices (EEDs).

EGRESS SYSTEMS MAINTENANCE

Entry to Aircraft Cockpits

10. Unsupervised entry to aircraft cockpits containing aircrew egress systems is restricted to authorised maintenance and aircrew personnel. Except in instances where an aircraft is on static display to the public, the CO or SMM may approve persons not otherwise associated with the maintenance or operation of aircraft to enter such cockpits, provided they are briefed by, and remain under the direct supervision of, an authorised person. Persons entering or supervising other persons entering a cockpit are to ensure that safing devices are fitted to egress systems.

Safing Devices

11. With the exception of flight preparation and actual flight operations, aircrew egress system safing devices are to be fitted at all times, with the aircraft captain being responsible for ensuring all safing devices are removed before flight.

12. Installation and Removal of Flight-line Egress System Safing Devices. Only authorised technical personnel and aircrew are to fit and remove flight-line egress system safing devices.

13. Removal, Handling and Installation of Aircrew Egress System Components. Only competent and authorised technical personnel are to remove, handle and refit aircrew egress system components.

14. Installation and Removal of Egress System Maintenance Safing Devices. Only authorised trades people technical personnel are to fit egress system maintenance safing devices. These devices are to be fitted before:

a. aircraft are subjected to maintenance, other than flight-line servicing; and

b. rectification work is conducted in the vicinity of egress systems or system components.

15. Installation and Removal of Crew Module Egress System Components. Installation and removal of crew module egress system components may be conducted in a maintenance building provided no other tasks are conducted simultaneously in the immediate vicinity of the crew module.


AAP 7001.059(AM1) Annex D to Sect 3 Chap 10

10D–1

EXAMPLE OF A WEAPON PREPARATION CERTIFICATE

WEAPON PREPARATION CERTIFICATE

WEAPON TYPE:

WEAPON SERIAL NUMBER:

WEAPON PREPARED IAW:

DTG:

CERTIFICATION TRADESPERSON TRADE SUPERVISOR INDEPENDENT

Signature

Name

Rank

WEAPON FITTED TO:

WORKSHEET SERIAL NUMBER:

WEAPON: EXPENDED

UNLOADED SNOW: ...............................

NOTES: 1. A new certificate must be raised for each weapon prepared. 2. Each certificate must be given a serial number obtained from the register maintained by

the AMO ECO, FSMS or OIC REMFAC. 3. When the weapon is loaded to an aircraft, the certificate must be held until the weapon is

expended/unloaded. 4. When the weapon has been unloaded the recording and certification systems SNOW

must be entered on the form.



10D–2

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AAP 7001.059(AM1) Annex E to Sect 3 Chap 10

10E–1

MESSAGE FORMAT FOR REQUESTING LIFE EXTENSION TO AIRCRAFT POWER CARTRIDGES

DEPARTMENT OF DEFENCE MESSAGE FORM NOTE: Shaded areas are for COMMCEN /SIGS use only.


LINE 2

LINE 3

LINE 4

LINE 5

PRECEDENCE–ACTION

ROUTINE


DATE–TIME GROUP

XXXXXXX XXX XX


SUBJECT OF MESSAGE SUBJ: AIRCRAFT POWER CARTRIDGES—LIFE EXTENSION

ROUTING INDICATORS NOTE: Write only one addressee per line SIC FROM REPORTING AGENCY HFI/HEH/KIH

TO EOD/DEOS INFO COMFAA

NAS NOWRA NASPO GR PARENT AMO (if applicable) EOD/DEOS FOR ACUATED PRODUCT DEVICES GROUP A. AAP 7001.059(AMI) SECTION 3 CHAPTER 10 B. ABR 862 VOL 4 C. TMP (as appropriate) 1. Description of requirement for life extension, including effect on operations 2. DESCRIPTION: Should include: A. ITEM NAME eg CTGE CABLE CUTTER NO 4 MARK 1 FOR RESCUE WINCH B. NSN C. LOT NUMBER D. DATE OF MANUFACTURE E. SERIAL NUMBER AND QUANTITY HELD F. LIFE EXPIRY DATE eg MM/YY – 11/99 G. LENGTH OF EXTENSION REQUIRED. 3. ADDITIONAL INFORMATION. Considered relevant

PAGE NO.

1


RANK NAME TITLE

PHONE NO.

XXXXX

REF FILE NO.

XXXX/XXXX/ (XX) NO. OF PAGES

1


RANK NAME TITLE

BRANCH/UNIT

XXXXX

SIGNATURE

DATE

XX XXX XX FOROPSUSE

R



As applicable

Stock No. 7530–66–094–6819


As Applicable SPECIAL HANDLING INSTRUCTIONS

ORIG NO

XXX/XXX



10E–2

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AL 1 1

SECTION 3

CHAPTER 11

DEFERMENT OF REQUIRED MAINTENANCE

Table of Contents

INTRODUCTION........................................................................................................................................ 1 CARRIED FORWARD UNSERVICABILITIES............................................................................................ 1

CFU Considerations................................................................................................................................ 1 CFU Administration................................................................................................................................. 2 CFU Documentation ............................................................................................................................... 2 CFU Presentation ................................................................................................................................... 3 CFU Special Technical Instructions......................................................................................................... 3 CFU Pre-Assessment ............................................................................................................................. 3 CFU Re-Authorisation, Review and Re-Certification Requirements ......................................................... 4 CFU Delegation ...................................................................................................................................... 4

MAINTENANCE INTERVAL EXTENSIONS............................................................................................... 5 Maintenance Interval Extension Requests............................................................................................... 5 Approval Authority .................................................................................................................................. 5

Annex........................................................................................................................................................ 5 A. Example of a Carried Forward Unserviceability Authorisation Form

INTRODUCTION

1. Approved Maintenance Organisations (AMO) are often required to operate aircraft at high tempo and in harsh environments, which can be detrimental to the serviceability state of the aircraft. In order to meet the demands of operational availability and increase maintenance efficiency, it may be appropriate to defer required maintenance. Deferment of required maintenance allows an aircraft to operate prior to rectification of the required maintenance and is to be managed in accordance with the requirements of this chapter.

2. Deferment of required maintenance is applicable to both corrective and preventive maintenance activities. Deferment of corrective maintenance is achieved through the Carried Forward Unserviceability (CFU) process; while deferment of preventive maintenance is achieved through the Maintenance Interval Extension Request (MIER) process. This chapter prescribes the requirements to effectively manage the deferment of required maintenance in support of ADF Technical Airworthiness Regulation 5. 1. 6—Deferment of Required Maintenance.

CARRIED FORWARD UNSERVICABILITIES

3. CFU authority is administered in accordance with the DGTA–ADF approved Maintenance Management System (MMS) described in the AMO Maintenance Management Plan (MMP).

CFU Considerations

4. Before the rectification of an unserviceability can be carried forward, the Senior Maintenance Manager (SMM) or delegate must consider the following1:

a. opportunities to rectify the unserviceability within the resources under AMO control prior to the next flight and without other significant impact;

b. replacement aircraft availability;

c. opportunities to reschedule operations/missions;

d. the impact on crewing or local circumstances;

e. the impact on other CFUs;

f. the impact on operational airworthiness of the aircraft; and

g. the impact on the technical airworthiness of the aircraft.

5. Seeking CFU Advice. The SMM or delegate may seek advice to inform their CFU assessment. They may seek advice from anyone they consider adding value to the decision. People providing advice do not need to be authorised to do so.



2 AL 1

6. The types of technical advice that would be useful to the SMM or delegate in making the CFU decision include risk-relevant advice on the:

a. consequences of failure or partial performance of the relevant system;

b. likelihood of failure or partial performance of the relevant system;

c. appropriate period of the CFU;

d. evaluated level of risk in approving the CFU;

e. potential risk treatments to reduce residual risk; and

f. impact of the CFU on the capability of the aircraft, including mission effectiveness.

7. The SMM or delegate may also seek:

a. technical data to inform their decision, including component performance and reliability data; and

b. to have another person comment on their thought processes, without requiring specific information or other advice from that person.

8. The SMM or delegate who seeks advice is not transferring the CFU decision to the person providing the advice. The person asked to provide advice will never have complete understanding of all the relevant considerations. In many situations the person giving advice will be geographically distant and cannot see the unserviceable component or even photographs or diagrams of it. Receiving advice in no way diminishes the responsibility of the SMM or delegate for the CFU decision.

9. The extent to which good advice can be provided to support the SMM or delegate in their CFU assessment depends on the information provided to the person from whom advice is sought, and the questions asked by the SMM or delegate when seeking advice.

10. CFU Assessment. The SMM or delegate must ensure that they have:

a. the competence and expertise to make the appropriate assessment2; and

b. sufficient technical data to make the assessment3.

11. If the SMM or delegate does not have the competence or expertise to make the appropriate assessment, assistance must be sought from the relevant Systems Program Office (SPO).

12. Before approving a CFU which affects the handling or operating characteristics of an aircraft, the SMM or delegate must obtain an operational endorsement from an appropriately authorised aircrew representative4.

13. Prior to accepting the aircraft, the Aircraft Captain will also make an independent assessment of its mission worthiness. The final decision on whether an aircraft is acceptable for an intended mission lies with the Aircraft Captain. If an aircraft is not accepted because of an outstanding CFU, the matter must be referred to the SMM for direction.

CFU Administration

14. If the unserviceability is acceptable to be carried forward, the paper-based or electronic recording and certification system must be administered in accordance with the applicable instructions.

CFU Documentation

15. The reasoning and justification leading to an approved CFU must be documented for authorisation5. The minimum recording requirements must address:

a. the details of the unserviceability;

b. why the unserviceability cannot be rectified;

c. the impact of the unserviceability on technical and operational airworthiness, and the subsequent limitations/ restrictions applied;

d. how the impact was assessed;

e. the deferment period; based on events, airframe hours, date or out of phase based figures; and

f. follow-on tasks/special maintenance requirements.



AL 1 3

16. The CFU authorisation document must be referenced in the recording and certification system6.

17. Paper-Based CFU Management. The practice of using ‘Until Spares Available’ (‘TSA’), ‘Next Rx’ or similar annotations is not to be used as they do not provide a valid period of deferment. However, ‘30 Jul 03 (TSA)’, ‘1234.5 hrs (Next R1)’ is acceptable as a definite period of deferment has been specified.

18. Electronic CFU Management. For CFU management in electronic recording and certification systems, deferment periods may be scheduled maintenance events.

19. Paper-Based CFU Authorisation Forms. Current CFU authorisation forms must be filed by Aircraft Tail Number in a dedicated CFU folder and kept readily accessible, eg flight line area, so the SMM and Aircraft Captains can easily access all CFU decisions. Closed CFU authorisation forms must be retained in the applicable Aircraft Log Pack in CFU order. An example of the CFU form is illustrated in Annex A.

20. Electronic CFU Authorisation Forms. Entries in an electronic recording and certification system must be in accordance with the relevant system approved instructions.

21. CFU authorisation forms may be tailored to meet specific AMO requirements. The form and the procedures for its use must be promulgated in local instructions.

NOTE

• Original CFU authorisations must not travel with the parent aircraft.

22. CFU Traceability. AMOs must develop and promulgate in local instructions a process in that, all CFUs are traceable to the original Serial Number of Work (SNOW) and any subsequent re-authorisation ‘SNOW’.

CFU Presentation7

23. The CFU section is a consolidated record of all current approved CFUs for the aircraft and any associated limitations. CFUs must be presented in a format that displays their impact on airworthiness to the aircraft captain on acceptance of the aircraft. If, as a result of a CFU, there are limitations effecting aircraft role capability, the limitation must be identifiable.

CFU Special Technical Instructions

24. SPOs use Special Technical Instructions (STIs) to promulgate special engineering and maintenance instructions that address unique, short-term requirements within an appropriate time frame.

25. If an urgent unforeseen operational or technical non-compliance develops that overrides the STI incorporation requirements, the SMM or delegate may authorise an STI to be deferred as a CFU. The SMM or delegate must notify, and should seek SPO advice in making the CFU assessment prior to deferring an STI.

26. In the event that an SMM or delegate is unable to contact the relevant SPO, the SMM or delegate must still notify the SPO of the STI deferral at the first available opportunity. Additionally, the SMM or delegate must complete a CFU Authorisation Form, including obtaining operational endorsement.

CFU Pre-Assessment

27. To simplify the CFU process and to allow greater delegation of CFU authority within the AMO, unserviceabilities may be pre-assessed. Pre-assessment involves the SMM or other authority considering possible unserviceabilities, completing the engineering and airworthiness analysis, and promulgating the outcomes in a local instruction. The concept of referring to an unserviceability with a pre-assessed impact simplifies the decision making process for the SMM or delegate. Unserviceabilities with pre-assessed impacts on airworthiness include:

a. Deviations Approved by SPOs. Deviations are specific written authorisations to depart from the current approved configuration or maintenance practice.

b. Permissible Non–Conformances. These unserviceabilities have a pre-determined acceptability within specified limits. The aircraft Maintenance Manual may allow continued operation of the aircraft whilst carrying specified unserviceabilities. For example, missing rivets from a particular skin section may be deemed acceptable within specified limits, as long as regular inspection is carried out in accordance with an authorised Maintenance Manual.

c. Minimum Equipment List. A document approved by the responsible SPO that contains the conditions under which a specified aircraft may operate with particular aeronautical product and/or systems temporarily inoperative or removed.



4 AL 1

d. Locally Developed List of Permissible Unserviceabilities. A list of common unserviceabilities that are known to have an acceptable airworthiness impact. These lists are promulgated by the SMM for reference by delegates when considering an unserviceability for deferment.

28. Lists of pre-assessed unserviceabilities are not an automatic authority to carry forward an unserviceability and must be treated in the same way as advice when making a CFU decision. Additionally, the SMM or delegate must consider the combined impact of the unserviceability on technical and operational airworthiness.

CFU Re-Authorisation, Review and Re-Certification Requirements

29. CFU Re–Authorisation Requirements. CFU re-authorisations are required when:

a. conditions affecting a current CFU have changed or are likely to change, and/or

b. deferment periods require extension.

30. Prior to re-authorisation, the CFU decision must be completely re-assessed, and revised decisions must be developed in accordance with this chapter. CFU re-authorisations must be administered in accordance with the recording and certification systems instructions.

31. CFU Review and Re-Certification Requirements8. The SMM must determine and promulgate a regular review period for all CFU decisions in local instructions. The reviews provide the SMM with full visibility of all CFUs and ensure oversight of decisions made by delegates.

32. The SMM must review all decisions applicable to authorising the deferment of maintenance to ensure:

a. documented and authorised procedures have been followed;

b. applicable data was used by the person authorising the deferment of maintenance;

c. the decision was within the authorising person’s level of qualification, training and experience;

d. the decision and related requirements were correct and appropriate;

e. the stated limitations and impact of combined CFUs on aircraft airworthiness remain acceptable;

f. CFU decisions which are affected by publication amendments, interim amendments (INAMs), Supplements, or STIs released after the original CFU decisions were made, are re-assessed in accordance with the updated authorised maintenance data;

g. The number of outstanding CFUs on each aircraft are manageable; and

h. CFUs are being rectified within the stated period of deferment.

33. Where any doubt exists as to the appropriateness or circumstances relating to a CFU, the SMM must investigate the CFU further to validate the previous decision and if required, complete a formal re-assessment/re-authorisation.

CFU Delegation

34. Competency Standards. All CFUs must be approved by the SMM or delegate within the scope of their authority9. Prior to delegating the authority to authorise CFUs, the SMM must ensure that designated personnel have attained/retained, as a minimum, the following competency standards:

a. exhibit a clear appreciation of operational and technical airworthiness management and the technical airworthiness regulatory framework;

b. understand the engineering rigour and expertise required for CFU assignment, and be capable of assessing the airworthiness significance of CFUs within their authority;

c. be competent, based on qualifications, training and experience to make CFU decisions within the scope of authorisation;

d. understand the AMO Engineering Support Network; and

e. understand the AMO procedures and processes for CFU assessment, operational endorsement, recording, authorisation and review.



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35. CFU Delegates. The following personnel may be authorised by the SMM as CFU delegates:

a. Navy. Responsible Engineer Officers (REOs) and Aircraft Captains.

b. Air Force and Army. Maintenance personnel holding the rank of Flight Sergeant(E) and above, Artificers, Flight Engineers (FLTENG) holding a minimum of Category ‘C’ authorisation on aircraft type, and Aircraft Captains.

c. Contractor AMOs. Senior maintenance personnel specified within the MMP.

d. Maintenance Manager. The only time a Maintenance Manager can be a CFU authority is for the transfer of a Maintenance Test Flight in accordance with Section 3 Chapter 5.

36. Promulgation of CFU Delegates. The SMM is responsible for the promulgation of CFU delegates in local instructions. The period of the delegation of CFU authority must be stated in the promulgation process. CFU delegates must be reassessed and re-authorised by the SMM on a periodic basis not exceeding 12 months.

37. Scope of CFU Delegation. The scope of the CFU delegation must be defined in local instructions and must be based on the delegates:

a. trade and/or professional training,

b. aircraft system(s) proficiency, and

c. competency on applicable aircraft types.

MAINTENANCE INTERVAL EXTENSIONS

38. Maintenance interval extensions are required when an AMO is unable to perform a task or scheduled servicing at the specified Technical Maintenance Plan (TMP) interval.

Maintenance Interval Extension Requests

39. The AMO must raise a Maintenance Interval Extension Request (MIER) in the appropriate format, in accordance with AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual.

40. When an MIER is approved, the SMM or delegate must:

a. Review all maintenance tasks and CFUs with a period of deferment coincidental to the scheduled servicing being extended and determine if the extension is appropriate for those coincident entries. If so, authorisation may be required.

b. Enter any operational limitation stated in the MIER approval documentation into the recording and certification system and transfer to the CFU list.

c. Enter any Special Maintenance Requirement (SMR) stated in the MIER approval documentation into the recording and certification system and transfer to the SMR section.

d. Enter the applicable MIER approval details into the recording and certification system and transfer to the CFU list10.

e. Record the approved MIER in the AMOs approved maintenance forecasting system.

41. The original/copy of the MIER and the authorisation must be filed in the Aircraft Log Pack.

42. Where the SMM or delegate has approved the MIER, a copy must be forwarded to the responsible ADF SPO.

Approval Authority

43. The approval authority for Maintenance Interval Extensions from a specified TMP interval rests with the responsible SPO. In accordance with AAP 7001.038(AM1) a SPO may delegate approval authority for MIERs as per SPO specified criteria promulgated in the Part 2 of the applicable weapon system TMP.

Annex:

A. Example of a Carried Forward Unserviceability Authorisation Form



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1 TAREG 5.1.6a 2 TAREG 5.1.6b(2) 3 TAREG 5.1.6b(1) 4 TAREG 5.1.6c 5 TAREG 5.1.6d 6 TAREG 5.1.6d(2) 7 TAREG 5.1.6d(3) 8 TAREG 5.1.6e 9 TAREG 5.1.6f 10 TAREG 5.1.6d



11A–1

EXAMPLE OF A CARRIED FORWARD UNSERVICEABILITY AUTHORISATION FORM

SECTION 1 – CFU PROPOSAL Aircraft Tail No:

Date: SNOW: Registration Number: (To be inserted on approval of CFU)

Details of the unserviceability:

Justification why the unserviceability cannot be rectified:

Proposed by:

Signature Rank Name Position Date

SECTION 2 – CFU AUTHORISATION Justification for CFU authorisation: 1. Detail the impact of the CFU on the technical and operational airworthiness of the aircraft 2. Detail how the impact was assessed

Limitations/Restrictions:

Operational endorsement:

(If Required) Signature Rank Name Position Date

Period of Deferment: Special maintenance requirements: 1. Include follow-on monitoring, inspections and servicing required

CFU approved / CFU not approved

Signature Rank Name Position Date

UNCONTROLLED IF PRINTEDUNCONTROLLED IF PRINTED


11A–2

Blank Page

UNCONTROLLED IF PRINTEDUNCONTROLLED IF PRINTED


1

SECTION 3

CHAPTER 12

GROUND HANDLING AND FUELLING OPERATIONS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 GROUND HANDLING OF AIRCRAFT ........................................................................................................... 1 AIRCRAFT TOWING OPERATIONS.............................................................................................................. 1

Aircraft Towing precautions.......................................................................................................................... 2 Towing at night or in poor visibility ............................................................................................................... 2 Towing in Strong winds ................................................................................................................................ 2 Towing on Air Capable Ships....................................................................................................................... 2

GROUND SUPPORT EQUIPMENT................................................................................................................ 2 Self-propelled Ground Support Equipment .................................................................................................. 3 Mechanically operated vehicles ................................................................................................................... 3

ELECTRICAL GROUND POWER APPLICATION......................................................................................... 3 MARSHALLING .............................................................................................................................................. 3

Marshalling Procedures................................................................................................................................ 3 Marshalling Aircraft on Air Capable Ships.................................................................................................... 4 Aircraft Arresting Cables .............................................................................................................................. 4 Aircraft departure.......................................................................................................................................... 4 Aircraft arrival ............................................................................................................................................... 4

WHEEL AND BRAKE FIRES.......................................................................................................................... 4 AIRCRAFT FUELLING OPERATIONS........................................................................................................... 5

General safety precautions .......................................................................................................................... 5 Hot refuelling ................................................................................................................................................ 5 Refuelling operations in hangars.................................................................................................................. 6 Refuelling at sea........................................................................................................................................... 6 Refuelling Bonding procedures .................................................................................................................... 6

Annexes .......................................................................................................................................................... 6 A. General Marshalling Signals for all Aircraft B. Additional Marshalling Signals Applicable to Fixed Wing Aircraft C. Additional Marshalling Signals Applicable to Rotary Wing and Fixed Wing VTOL Aircraft D. Aircraft Arresting Systems Hand Signals

INTRODUCTION

1. This chapter identifies the general precautions and actions to minimise the safety risk to both aircraft and personnel when ground handling aircraft, other than taxiing. It includes the precautions and actions required when operating Ground Support Equipment (GSE) and vehicles around aircraft. It details additional precautions to be taken in particular environments, including aircraft arrival and departure.

GROUND HANDLING OF AIRCRAFT

2. The ground handling of aircraft is only to be undertaken by appropriately qualified personnel forming a correctly structured ground handling team1. The ground handling operation is to be conducted in accordance with standard procedures with consideration given to local environmental conditions2. The ground handling supervisor, and in some cases the responsible aircrew member, is responsible for the safe conduct of a ground handling operation.

AIRCRAFT TOWING OPERATIONS

3. Aircraft towing operations must be conducted by trained and authorised personnel3. An aircraft towing team must consist of:

a. A towing supervisor;

b. An aircraft brake person, if appropriate;

c. A tow vehicle driver;

d. A steering arm operator if a steering arm is used;



2

e. Chock persons, as required;

f. Safety personnel, as required; and

g. Other personnel, as required.

Aircraft Towing precautions

4. The towing supervisor is to ensure that the team members are to be briefed on the intended activity and adhere to the following precautions:

a. all personnel are to be familiar with the danger zones for the aircraft type being moved;

b. the towing supervisor is not to undertake any other ground handling task;

c. the towing supervisor is to be positioned to have a clear all round view of the towing team, intended route, and as far as practicable the aircraft;

d. effective communications are to exist between all members of the towing team at all times. Towing supervisors may use a blast type whistle to compliment their verbal commands;

e. all personnel not involved in the movement are to reman clear of the aircraft and its intended path;

f. the towing supervisor, through the brake person, is to ensure the braking system if applicable is serviceable and there is sufficient brake pressure for the move. When conducting movements on aircraft with unserviceable brake systems, chock persons must be used;

g. all ground locks are to be fitted securely and ladders/panels secured, unless specifically authorised;

h. towing equipment is to be serviceable and correctly fitted;

i. personnel are not permitted on external surfaces of aircraft during the move;

j. the aircraft should be towed at a pace appropriate to the prevailing circumstances and conditions. Tight turns should be avoided; and

k. checks are to be carried out at all stages of the move for overhead clearance.

Towing at night or in poor visibility

5. The following additional precautions are to be followed at night or in poor visibility:

a. maximum permissible lighting, including floodlighting, aircraft navigation lights and tow vehicle lights must be used;

b. the supervisor and safety personnel are to be appropriately dressed, including high visibility vest or similar, where appropriate, and use light wands to clearly indicate orders and safe clearances;

c. the supervisor is to consider the use of additional safety personnel if hazards are expected on the route; and

d. towing is to be conducted at a pace appropriate to the prevailing circumstances and conditions.

Towing in Strong winds

6. Additional precautions are to be taken to ensure the safety of the aircraft and personnel. Precautions should also be taken to secure GSE and other loose items in the vicinity of the aircraft.

Towing on Air Capable Ships

7. The movement of rotary wing aircraft on air capable ships is to be carried out in accordance with ABR 5419—Ship Helicopter Operations Manual.

GROUND SUPPORT EQUIPMENT

8. GSE is to be positioned safely so as not to pose a hazard to the aircraft and is returned to the appropriate storage when not in use.



3

Self-propelled Ground Support Equipment

9. All operators of self-propelled GSE must be authorised4.

10. Self-propelled GSE is only to be used for the purpose it was designed.

11. Self-propelled GSE manoeuvred within 2 metres of an aircraft is to be marshalled by a safety person.

12. The Self-propelled GSE operator is to ensure that there is adequate clearance between the GSE and the aircraft and is to advise the safety person of his intentions.

13. The safety person is to advise the Self-propelled GSE operator of the proximity to aircraft or any impending situation.

14. When parked within 2 metres of an aircraft self propelled GSE is to have the wheels chocked.

Mechanically operated vehicles

15. The movement of mechanically operated vehicles within 3 metres of an aircraft is to be controlled by a marshaller, except where local condition and instructions negate this requirement.

16. Vehicles are not to approach within 15 meters of an aircraft undergoing fuelling operations.

17. Vehicles with petrol engines are not to be operated in hangars unless authorised by the SMM or delegate.

18. Equipment or vehicles with engines running are not to be left unattended.

ELECTRICAL GROUND POWER APPLICATION

19. Personnel who apply/remove ground power to/from aircraft must be appropriately authorised and competent to do so5.

MARSHALLING

20. Marshalling signals used in the ADF are in accordance with the North Atlantic Treaty Organisation (NATO) Standardisation Agreement (STANAG) No. 3117—Aircraft Marshalling Signals or where there is no NATO designated signal, Air and Space Interoperability Committee (ASIC) Air Standard (AIR STD) 25/52—Marshalling Signals for Fixed Wing and Rotary Wing Aircraft. Hand signals used for the disengagement and rewinding of aircraft arresting systems (AAS) are in accordance with ASIC AIR STD 90/29—Aircraft Arresting Systems Operating Procedures. The current ADF approved and authorised marshalling signals are illustrated in Annexes A, B, C and D6.

Marshalling Procedures

21. Marshalling personnel must ensure the area to where an aircraft is to be marshalled is capable of accepting the aircraft, both in size and weight footprint, is clear of obstructions and, where possible, clear of loose objects.

22. The Marshaller must always be clearly visible to the aircraft captain whilst remaining a safe distance from propellers, rotors, jet intakes, jet exhausts. When marshalling, the marshaller must not walk backwards, but must be able to escape should the aircraft brakes fail.

23. Where more than one marshaller is required, one marshaller must be nominated as leader of the marshalling team. The leader is to act as a safety guard/director and ensure that all members of the marshalling team understand their responsibilities.

24. Where the taxi route and parking position is clearly defined, readily visible to the aircraft captain and the approaches are clear, only one marshaller would normally be required. Where the taxi route and parking position is not clearly defined or readily visible to the aircraft captain, or the approaches are not clear, more than one marshaller would normally be required.

25. Marshalling Clothing. Aircraft marshallers are to wear a distinctive vest of fluorescent international orange or yellow colour to assist the aircraft captain to readily recognise them. Marshallers are also required to wear approved PPE in accordance with Section 8 Chapter 2—General Aircraft Safety. During marshalling of aircraft, marshallers are not to wear loose clothing or headgear and are to ensure other items, eg pens/pencils are secure on their person.

26. Wands and Bats. By day, marshalling signals may be given with hands, or using pairs of brightly coloured bats or gloves. During the hours of darkness, each marshaller is to use a pair of approved marshalling wands. Both wands must be illuminated at all times when directing an aircraft.



4

Marshalling Aircraft on Air Capable Ships

27. Marshalling of rotary wing aircraft on air capable ships is to be in accordance with ABR 54197.

Aircraft Arresting Cables

28. Hand signals in Annex D are specific to runway parties disengaging an aircraft after a hook cable arrestment. As the normal aircraft ‘BRAKES ON’ and ‘BRAKES OFF’ signals may be difficult to see over the distance between the person operating the cable rewind equipment and the person giving the signals, the following signals have been adopted to rewind equipment brakes:

a. The ‘STOP’ signal is used to indicate that the cable rewind brakes are to be applied.

b. The ‘READY FOR REWIND’ signal is used to indicate that the cable rewind brakes are to be released.

Aircraft departure

29. The team attending aircraft departure is to ensure:

a. the area is FOD free and all non essential GSE is returned to the appropriate stowage;

b. all blanks and covers are removed;

c. aircraft safety devices are removed and properly stowed;

d. assistance is provided to strap in aircrew, if required;

e. aircraft steps are removed;

f. fire extinguishers are position and manned, as required;

g. personnel vehicles and equipment are removed from the danger zone;

h. assistance is provided to conduct the engine start, as required;

i. ground power and other connecting leads are removed as directed by the pilot or authorised crew member conducting the start procedure, and associated aircraft panels are secured; and

j. chocks are removed as directed by the pilot or authorised crew member conducting the start procedure.

Aircraft arrival

30. The team attending aircraft arrival is to ensure:

a. the parking area and adjacent equipment is FOD free;

b. personnel are available to marshal the aircraft, as required;

c. personnel are available to place chocks and connect ground power, etc as required;

d. fire extinguishers are positioned, as required;

e. aircraft steps are positioned, as required;

f. assistance is available or unstrap the aircrew, as required; and

g. blanks, covers and safety devices are fitted, as required.

WHEEL AND BRAKE FIRES

31. The potential for serious injury at wheel and brake fires is such that untrained personnel should not attempt fire fighting action unless there is a danger to life or serious injury and they have assessed the risk to their own safety. Only trained personnel with correct equipment should conduct fire fighting actions.

32. The following precautions are to be adhered to in the event of a wheel or brake fire:

a. if available, professional fire services are to be alerted to the occurrence;

b. all personnel not required to fight the fire are to vacate the area;

c. the fire should be extinguished using a dry chemical extinguisher. Other extinguisher types are acceptable, although extreme caution is to be taken if water is used, as the thermal shock may cause components to fracture, resulting in flying debris;



5

d. fires should only be fought from in front of or behind the wheel, never in line with the axle, and should be extinguished at the limit of the range of the extinguisher; and

e. the wheel and brake assembly should be allowed to cool for a minimum of 30 minutes after the fire has been extinguished, unless a professional fire service representative gives differing advice, before the aircraft is to be approached.

AIRCRAFT FUELLING OPERATIONS

33. Aircraft refuelling operations must only be performed by trained and authorised personnel8. Personnel who do not have aircraft type authorisation to perform refuels, but who understand the hazards associated with working with aircraft fuel, may be used to assist authorised personnel to perform aircraft refuelling. The assistance may extend to delivery of fuel into the aircraft tanks.

34. At all times, the person with aircraft type authorisation is responsible for the aircraft refuelling operation. This responsibility extends to directing the refuelling operation and ensuring the safety of any personnel used to assist the authorised person to perform the refuelling operation.

35. Prior to using personnel to assist in aircraft refuelling operations, the authorised person must satisfy themselves that the non-type authorised person understands the hazards associated with working with aircraft fuel. The authorised person must provide personnel assisting with the refuelling operation with specific aircraft type information relevant to performing the aircraft refuelling operation and provide direction during the refuelling operation. Personnel used to assist in refuelling operations must comply with any aircraft specific direction given by the authorised person. The authorised person is responsible for opening and closing any panels and completing any documentation associated with the aircraft refuelling operation.

General safety precautions9

36. The following precautions are to be adhered to when conducting aircraft fuelling operations:

a. the fuelling point and fuelling dispenser are to be manned be appropriately authorised personnel at all times during the fuelling operation;

b. Liquid Dry Breathing Oxygen (LDBO) systems are not to be replenished during fuelling operations;

c. personnel are to ensure fuelling dispenser is serviceable;

d. personnel are to confirm the fuelling dispenser contains fuel appropriate to the aircraft being fuelled;

e. fuelling dispenser is to be sited outside the aircraft fire hazard areas where practicable;

f. appropriate first aid fire fighting equipment is to be suitable located to enable immediate use;

g. relevant personnel are to wear personnel protective equipment;

h. appropriate footwear is to be worn during fuelling operations; the wearing of iron shod or nailed footwear is prohibited;

i. aircraft and fuelling dispenser is to be electrically bonded;

j. fuelling operations are to cease when thunderstorms are present in the vicinity;

k. personnel in the immediate vicinity of the aircraft are to be advised that fuelling is taking place; and

l. fuelling operations are to cease in the event of a spillage and should not recommence until it has been cleaned up.

Hot refuelling

37. Refuelling of aircraft with engines or rotors running is classed as ‘Hot fuelling’. Due to the inherently hazardous nature of hot fuelling the following additional precautions are to be taken:

a. hot fuelling may only be conducted on aircraft cleared for the task in accordance with relevant maintenance manuals and when authorised by the SMM;

b. all personnel involved in hot fuelling, including the tanker driver are to be authorised10;

c. hot fuelling is to be at the discretion of the aircraft captain;

d. the fuel hose is to be routed so that it does not foul or damage aircraft component sand is clear of heat sources;



6

e. fuelling equipment is only to be connected when the aircraft captain signals approval to do so;

f. personnel not directly involved with the fuelling process are to keep clear; and

g. a safety person is to be positioned to maintain visual contact with the fuelling team and be in visual or speech contact with the aircraft captain. The safety person is responsible for initiating the cessation of the fuelling operation in the event an incident affecting safety of the aircraft or personnel, by using appropriate marshalling signals.

Refuelling operations in hangars

38. A fuelling operation is only to take place in a hangar when:

a. It has been authorised.

b. There is adequate ventilation and egress capability.

c. There is a high volume fire fighting vehicle in attendance.

d. There are suitable tow vehicles and trained personnel immediately available to remove any/all aircraft in the event of an incident.

e. The fuel tanker should be located outside the hangar. Where entry of the tanker into the hangar in unavoidable, there must be a clearly defined obstruction free escape route.

Refuelling at sea

39. Fuelling of aircraft on air capable ships must also conform to the requirements of ABR 5419.

Refuelling Bonding procedures

40. The bonding sequence required when fuelling of aircraft must be in accordance with AAP 7045.002–1 Section 2 Chapter 14—Earthing and Bonding of Aircraft and Ground Support Equipment. The following procedures are to be adhered to during fuelling operations:

a. ensure the aircraft is earthed to a serviceable earthing point;

b. connect the fuelling dispenser earthing lead to a serviceable earthing point;

c. connect the fuelling dispenser earthing lead to an appropriate earthing point on the aircraft;

d. connect the hose earthing lead mechanism to a conductive part of the aircraft or a specific bonding point, if available;

e. connect the fuelling hose and commence fuelling; and

f. when fuelling is complete, disconnect the bonding in the reverse order.

Annexes:

A. General Marshalling Signals for all Aircraft B. Additional Marshalling Signals Applicable to Fixed Wing Aircraft C. Additional Marshalling Signals Applicable to Rotary Wing and Fixed Wing VTOL Aircraft D. Aircraft Arresting Systems Hand Signals 1 TAREG 5.1.9b 2 TAREG 5.1.9a 3 TAREG 5.1.9b 4 TAREG 5.1.9b 5 TAREG 5.1.9b 6 TAREG 5.1.9c,d,e 7 TAREG 5.1.9c 8 TAREG 5.1.9b 9 TAREG 5.1.5 10 TAREG 5.1.9b



12A–1

GENERAL MARSHALLING SIGNALS FOR ALL AIRCRAFT

INDEX SIGNAL G–No SIGNAL G–No

ABANDON AIRCRAFT G–31 PERSONNEL APPROACH THE AIRCRAFT G–16 AFFIRMATIVE G–1 PERSONNEL IN DANGER AREA G–17 ALL CLEAR G–1 PROCEED TO NEXT MARSHALLER G–4 ARRESTING HOOK DOWN G–35 REMOVE CHOCKS (PILOT) G–19 ARRESTING HOOK NOT DOWN (OR UP) G–36 REMOVE CHOCKS G–21 ARRESTING HOOK UP G–34 REMOVE TIE DOWNS (PILOT) G–19 BRAKES ON / OFF G–9 REQUEST BY MARSHALLER TO MOVE

PERSONNEL TOWARD AIRCRAFT

G–15 CHOCKS–INSERT (PILOT) G–18 REQUEST FOR PERSONNEL TO

APPROACH AIRCRAFT (PILOT)

G–14 CHOCKS–INSERT G–20 SLOW DOWN G–5 CHOCKS–REMOVE (PILOT) G–19 SLOW DOWN ENGINE(S) ON INDICATED

SIDE

G–28 CHOCKS–REMOVE G–21 SPREAD HELICOPTER BLADES G–38 CLEARANCE FOR PERSONNEL TO APPROACH AIRCRAFT (PILOT)

G–14

SPREAD WINGS G–38

CUT ENGINE(S) G–29 START ENGINE(S) (PILOT) G–26 DISENGAGE NOSE WHEEL STEERING G–42 START ENGINES G–27 DOWN LOCKS–INSTALL G–22 STEERING ARM IN PLACE G–40 DOWN LOCKS–REMOVE G–23 STOP G–10 ENGAGE NOSE WHEEL STEERING G–41 TAILHOOK DOWN G–35 FIRE G–30 TAILHOOK NOT DOWN (OR UP) G–36 FOLD HELICOPTER BLADES G–37 TAILHOOK UP G–34 FOLD WINGS G–37 TAIL TO LEFT–TURNS WHILE BACKING G–12 GROUND ELECTRICAL POWER SUPPLY –INSERT

G–24

TAIL TO RIGHT–TURNS WHILE BACKING G–13

GROUND ELECTRICAL POWER SUPPLY –DISCONNECT

G–25

TAIL WHEEL–LOCK G–32

HELICOPTER BLADES–FOLD G–37 TAIL WHEEL–UNLOCK G–33 HELICOPTER BLADES–LOCK G–39 THIS WAY G–3 HELICOPTER BLADES–SPREAD G–38 TIE DOWNS–INSERT (PILOT) G–18 HUNG FLARE G–43 TIE DOWNS–REMOVE (PILOT) G–19 I UNDERSTAND G–1 TILLER BAR IN PLACE G–40 I WILL COMPLY G–1 TOW BAR IN PLACE G–40 I WILL NOT COMPLY G–2 TURN TO LEFT G–6 INSERT CHOCKS (PILOT) G–18 TURN TO RIGHT G–7 INSERT CHOCKS G–20 TURNS WHILE BACKING–TAIL TO LEFT G–12 INSERT TIE DOWNS (PILOT) G–18 TURNS WHILE BACKING–TAIL TO RIGHT G–13 LOCK HELICOPTER BLADES G–39 UNDERCARRIAGE PINS–INSTALL G–22 LOCK WINGS G–39 UNDERCARRIAGE PINS–REMOVE G–23 MOVE BACK G–11 WINGS–FOLD G–37 MOVE AHEAD G–8 WINGS–LOCK G–39 NEGATIVE G–2 WINGS–SPREAD G–38 NOT CLEAR G–2



12A–2

G–1 AFFIRMATIVE—ALL CLEAR / I WILL COMPLY OR I UNDERSTAND

DAY: Hand raised, thumb up.

NIGHT: Similar to the day signal with wands held as extension of the hands.

Aircrew acknowledgment:One flash.

Conforms to:

International Civil Aviation Organisation Signal NATO STANAG No. 3117 A–1 ASIC AIR STD 25/52 A–1

G–2 NEGATIVE—NOT CLEAR / I WILL NOT COMPLY

DAY: Arm held out, hand below waist level, thumb turned downward.


Aircrew acknowledgment:Steady light.

Conforms to:

NATO STANAG No. 3117 A–2 ASIC AIR STD 25/52 A–2

G–3 THIS WAY

DAY: Arms above head in vertical position with palms facing inward.

NIGHT: Similar to the day signal with wands held as extension of the arms.

Conforms to:




12A–3

G–4 PROCEED TO NEXT MARSHALLER

DAY: Right or left arm down, other arm moved across the body and extended to indicate direction to next marshaller.


Conforms to:


G–5 SLOW DOWN

DAY: Arms down with palms toward ground, then moved up and down several times.

NIGHT: Similar to the day signal with wands held horizontally as extension of the hands.

Conforms to:


G–6 TURN TO LEFT

DAY: Point right arm downward, left arm is repeatedly moved upward and backward. Speed of arm movement indicates rate of turn.


Conforms to:




12A–4

G–7 TURN TO RIGHT

DAY: Point left arm downwards, right hand repeatedly moved upward and backward. Speed of arm movement indicating rate of turn.


Conforms to:


G–8 MOVE AHEAD

DAY: Arms a little apart, palms facing backward and repeatedly moved upward and backward from shoulder height.


Conforms to:


G–9 BRAKES

‘ON’ DAY: Arms above head, open palms and fingers raised with palms toward aircraft, then fist closed.

‘ON’ NIGHT: Arms above head then wands crossed.

‘OFF’ DAY: Reverse of above.

‘OFF’ NIGHT: Crossed wands, then uncrossed.

Conforms to:




12A–5

G–10 STOP

DAY: Arms crossed above the head, palms facing forward.


Conforms to:


G–11 MOVE BACK

DAY: Arms by sides, palms facing forward, swept forward and upward repeatedly to shoulder height.

NIGHT: Similar to the day signal wands held as extension of the arms.

Conforms to:


G–12

TURNS WHILE BACKING—TAIL TO LEFT

DAY: Point right arm down and left arm brought from overhead, vertical position to horizontal forward position repeating left arm movement.


Conforms to:




12A–6

G–13 TURNS WHILE BACKING—TAIL TO RIGHT

DAY: Point left arm down and right arm brought from overhead, vertical position to horizontal forward position, repeating right arm movement.


Conforms to:


G–14 REQUEST / CLEARANCE FOR PERSONNEL TO APPROACH AIRCRAFT

DAY: A beckoning motion with right hand at eye level.

NIGHT: A continuously flashing light.

Conforms to:


G–15 REQUEST BY MARSHALLER TO MOVE PERSONNEL TOWARD AIRCRAFT

DAY: Either hand raised vertically overhead, palm toward aircraft. The other hand held horizontally and indicating personnel wishing to approach the aircraft.


Conforms to:




12A–7

G–16 PERSONNEL APPROACH THE AIRCRAFT

DAY: Either hand raised vertically overhead, palm toward aircraft. The other hand indicated to personnel concerned and gestures toward aircraft.


Conforms to:


G–17 PERSONNEL IN DANGER AREA

DAY: Raise both hands to the vertical position, palms facing forward. When pilots hands are held in view, place hands on head. If pilots hands are no longer in view raise hands to the vertical position. When personnel have finished in the danger area give the ‘Affirmative’ thumb up signal.


Conforms to:

ASIC AIR STD 25/52 B–11

G–18 INSERT CHOCKS AND / OR TIE DOWNS (PILOT)

DAY: Swing arms inward together, thumbs extended inward. In single piloted aircraft, pilot may swing one arm alternately from each side, thumb extended inward.

NIGHT: Using hand held light or flashlight, move at eye level in horizontal plane alternately inward form each side.



12A–8

G–19 REMOVE CHOCKS AND / OR TIE DOWNS (PILOT)

DAY: Swing arms outward together, thumbs extended outward. In single piloted aircraft, pilot may swing one arm alternately from each side, thumb extended outward.

NIGHT: Using hand held light or flashlight, give on/off signals at one second intervals.

G–20 INSERT CHOCKS

DAY: Arms down, fists closed, thumbs extended inward swing arms from extended position inward.


Conforms to:


G–21 REMOVE CHOCKS

DAY: Arms down, fists closed, thumbs extended outward swing arms outward.


Conforms to:




12A–9

G–22 DOWN LOCKS / UNDERCARRIAGE PINS—INSTALL

DAY: Left arm bent vertically in front with fist clenched, right arm bent horizontally in front with fist clenched and held motionless at left elbow.


Conforms to:


G–23 DOWN LOCKS / UNDERCARRIAGE PINS— REMOVE

DAY: Left arm bent vertically in front with fist clenched, right arm bent horizontally in front with fist clenched and held motionless at left elbow. Right fist moves horizontally away from left elbow.


Conforms to:


G–24 GROUND ELECTRICAL POWER SUPPLY—INSERT

DAY: Hands above head, left fist partially clenched, right hand moved in direction of left hand with first two fingers extended and inserted into circle made by fingers of the left hand.


Conforms to:




12A–10

G–25 GROUND ELECTRICAL POWER SUPPLY— DISCONNECT

DAY: Hands above head, left fist partially clenched, right hand moved away from left hand, withdrawing first two fingers from circle made by fingers of the left hand.

NIGHT: Similar to the day signal with wands held as extension of hands.

Conforms to:


G–26 START ENGINE(S) (PILOT)

DAY: Left or right hand indicates engine to be started and other hand in circular motion followed with ‘Affirmative’ thumb up signal.

NIGHT: Using hand held light or flashlight, flashed the appropriate number of times to indicate the engine to be started followed by circular motion of illuminated hand held light or flashlight.

G–27 START ENGINE(S)

DAY: Left hand overhead with appropriate number of fingers extended to indicate the number of the engine to be started, and circular motion of right clenched hand at head level.

NIGHT: Similar to the day signal except that the wand in the left hand will be flashed the appropriate number of times to indicate the engine to be started.

Conforms to:




12A–11

G–28 SLOW DOWN ENGINE(S) ON INDICATED SIDE

DAY: Arms down, with either right or left arm moved up and down, palm facing down indicating that left or right side engines respectively should be slowed down.


Conforms to:


G–29 CUT ENGINE(S).

DAY: Either arm and hand level with shoulder, hand moving across throat, palm downward.


Conforms to:


G–30 FIRE

DAY: Make rapid horizontal figure-of-eight motion at waist level with either arm, pointing at source of fire with the other.


Conforms to:




12A–12

G–31 ABANDON AIRCRAFT

DAY: Simulate unfastening seat belt and shoulder straps and throwing them up and off.


Conforms to:

NATO STANAG No. 3117 A–45

G–32 TAIL WHEEL—LOCK

DAY: Wrists together overhead, hands opened from the wrists in a V, then closed suddenly.


Conforms to:


G–33 TAIL WHEEL—UNLOCK

DAY: Hands overhead, palms together then hands opened from the wrists to form a ‘V’, wrists remaining together.


Conforms to:




12A–13

G–34 ARRESTING HOOK / TAILHOOK UP

DAY: Right fist, thumb extended upward, raised suddenly to meet horizontal palm of left hand at chest level.


Conforms to:


G–35 ARRESTING HOOK / TAILHOOK DOWN

DAY: Right fist, thumb extended downward, lowered suddenly to meet horizontal palm of left hand at waist level.


Conforms to:


G–36 ARRESTING HOOK / TAILHOOK NOT DOWN (OR UP)

DAY: Short chopping motion to the side with arms to indicate ‘hook not down’ or ‘hook not up’. Meaning depends on position of hook when signal given.

NIGHT: Same as the day signal with the addition of wands.

Conforms to:

ASIC AIR STD 25/52 A–35



12A–14

G–37 FOLD WINGS / HELICOPTER BLADES

DAY: Arms extended horizontally sideways, palms facing forward, then swept forward and hugged around shoulders.


Conforms to:


G–38 SPREAD WINGS / HELICOPTER BLADES

DAY: Arms hugged around shoulders then swept forward and extended horizontally sideways, palms facing forward. Hold signal until wings/blades are locked, then give ‘Affirmative’ thumb up signal.


Conforms to:


G–39 LOCK WINGS / HELICOPTER BLADES

DAY: Hit right elbow with palm of left hand.


Conforms to:

ASIC AIR STD 25/52 A–31



12A–15

G–40 TILLER BAR / TOW BAR / STEERING ARM IN PLACE

DAY: Hold nose with left hand, right hand moving horizontally at waist level:

(a) The ‘Affirmative’ thumb up signal immediately following this signal means; ‘SOMEONE IS TENDING BAR’.

(b) A ‘Negative’ thumb down signal immediately following this signal means; ‘NO ONE IS TENDING BAR’.


Conforms to:


G–41 ENGAGE NOSE WHEEL STEERING

DAY: Point to nose with index finger while indicating direction of turn with other index finger.


Conforms to:




12A–16

G–42 DISENGAGE NOSE WHEEL STEERING

DAY: Point to nose with index finger, lateral wave with open palm of other hand at shoulder height.


Conforms to:


G–43 HUNG FLARE

DAY: With arms extended and fists closed, place one fist on top of the other and extend the index finger of the fist to point to the hung flare. The marshaller continues pointing to the hung flare with the upper finger to indicate the location.




12B–1

ADDITIONAL MARSHALLING SIGNALS APPLICABLE TO FIXED WING AIRCRAFT

INDEX SIGNAL FW–No SIGNAL FW–No

AIR / SPEED BRAKES–CLOSE FW–5 WEAPON BAY(S) DOOR(S)–OPEN FW–6 AIR / SPEED BRAKES–OPEN FW–4 WEAPON BAY(S) PIN(S)–INSERT FW–8 HOT BRAKES FW–10 WEAPON BAY(S) PIN(S)–REMOVE FW–9 TAKE OFF FW–1 WING FLAPS–LOWER FW–2 WEAPON BAY(S) DOOR(S)–CLOSE FW–7 WING FLAPS–RAISE FW–3

FW–1

TAKE OFF

DAY: Director conceals left hand and makes circular motion of right hand over head in horizontal plane ending in a throwing motion of the arm towards direction of take-off.


Conforms to:


FW–2 LOWER WING FLAPS

DAY: Marshaller faces aircraft with hands in front, palms together horizontally then opened from the wrist crocodile-mouth fashion.


Conforms to:

NATO STANAG No. 3117 A–31 ASIC AIR STD 25/52 B–1



12B–2

FW–3 RAISE WING FLAPS

DAY: Marshaller faces aircraft with hands in front, horizontally with palms open from the wrists, then suddenly closed.


Conforms to:


FW–4 OPEN AIR / SPEED BRAKES

DAY: Hands in front, palms together vertically, then opened from the wrists.


Conforms to:


FW–5 CLOSE AIR / SPEED BRAKES

DAY: Hands in front, vertically with palms open from the wrists, then suddenly closed.


Conforms to:




12B–3

FW–6 OPEN WEAPON BAY(S) DOOR(S)

DAY: Body bent forward at the waist, hands held with fingertips touching in front of body and elbows bent at approximately 45 degrees, then arms swing downward and outward.


Conforms to:


FW–7 CLOSE WEAPON BAY(S) DOOR(S)

DAY: Body bent forward at the waist and arms extended horizontally, then arms swing downward and in until fingertips touch in front of the body with elbows bent at approximately 45 degrees.


Conforms to:


FW–8 WEAPON BAY(S) PIN(S)—INSERT

DAY: Left arm bent horizontally across the body at waist level, palm facing downward. Right fist, thumb extended raised to meet left palm at waist level.




12B–4

FW–9 WEAPON BAY(S) PIN(S)—REMOVE

DAY: Left arm bent horizontally across the body at waist level, palm facing downward. Right fist, thumb extended lowered from left palm.


FW–10 HOT BRAKES

DAY: Make rapid fanning motion with one hand in front of the face. Point to the affected wheel with the other hand.


Conforms to:

ASIC AIR STD 25/52 B–9



12C–1

ADDITIONAL MARSHALLING SIGNALS APPLICABLE TO ROTARY WING AND FIXED WING VTOL AIRCRAFT

INDEX SIGNAL RW–No SIGNAL RW–No

CUT WINCH CABLE RW–21 MOVE TO RIGHT RW–5 DOWN CARGO HOOK RW–22 RELEASE LOAD RW–17 DROOP STOP OUT RW–12 REMOVE BLADE TIE DOWNS RW–14 DROOP STOP IN RW–13 SPREAD PYLON RW–24 ENGAGE ROTORS RW–15 TAKE OFF RW–1 FOLD PYLON RW–25 TROUBLE WITH LOAD RW–18 HOOK UP LOAD RW–16 TURN TO LEFT (SPOT TURN) RW–6 HOVER RW–2 TURN TO RIGHT (SPOT TURN) RW–7 LAND RW–11 UP CARGO HOOK RW–23 LANDING POSITION RW–9 WAVE OFF RW–8 MOVE UPWARD RW–3 WINCH DOWN RW–20 MOVE DOWNWARD RW–10 WINCH UP RW–19 MOVE TO LEFT RW–4

RW–1 TAKE OFF

DAY:Arms extended horizontally sideways beckoning upwards. NIGHT:Similar to the day signal with wands held as extension of the arms. Conforms to: NATO STANAG No. 3117 B–1 ASIC AIR STD 25/52 C–4



12C–2

RW–2 HOVER

DAY:Arms extended horizontally sideways, palms downward. NIGHT:Similar to the day signal wands held as extension of the arms. Conforms to:

International Civil Aviation Organisation Signal NATO STANAG No. 3117 B–2

ASIC AIR STD 25/52 C–3

RW–3 MOVE UPWARD

DAY:Arms extended horizontally sideways beckoning upward, with palms turned up. Speed of movement indicates rate of ascent. NIGHT:Similar to the day signal wands held as extension of the arms. Conforms to:



RW–4 MOVE TO LEFT

DAY:Right arm extended horizontally sideways in direction of movement and other arm swung over the head in the same direction in a repeating movement. NIGHT:Similar to the day signal with wands held as extension of the arms. Conforms to:

International Civil Aviation Organisation Signal NATO STANAG No. 3117 B–4 ASIC AIR STD 25/52 C–5



12C–3

RW–5 MOVE TO RIGHT

DAY:Left arm extended horizontally sideways in direction of movement and other arm swung over the head in the same direction in a repeating movement. NIGHT:Similar to the day signal with wands held as extension of the arms. Conforms to:

International Civil Aviation Organisation Signal NATO STANAG No. 3117 B–5 ASIC AIR STD 25/52 C–6

RW–6 TURN TO LEFT (SPOT TURN)

DAY:Point right arm downward, left arm is repeatedly moved upward and backward. Speed of arm movement indicates rate of turn. NIGHT:Similar to the day signal with wands held as extension of the arms. Conforms to: International Civil Aviation Organisation Signal NATO STANAG No. 3117 A–6 ASIC AIR STD 25/52 A–6

RW–7 TURN TO RIGHT (SPOT TURN)

DAY:Point left arm downwards, right hand repeatedly moved upward and backward. Speed of arm movement indicating rate of turn. NIGHT:Similar to the day signal with wands held as extension of the arms.

Conforms to:




12C–4

RW–8 WAVE OFF

DAY:Waving of arms over the head. NIGHT:Similar to the day signal with wands held as extension of the arms. Conforms to:



RW–9 LANDING POSITION

DAY:Marshaller turns and faces towards point where aircraft is to land, the arms are lowered repeatedly from a vertical position to a horizontal position, stopping finally in the horizontal position. NIGHT:.Similar to the day signal with the addition of wands. Conforms to:



RW–10 MOVE DOWNWARD

DAY:Arms extended horizontally sideways beckoning downward, with palms turned down. Speed of movement indicates rate of descent. NIGHT:Similar to the day signal with wands held as extension of the arms. Conforms to:





12C–5

RW–11 LAND

DAY: Arms crossed and extended downward in front of the body.

NIGHT:Similar to the day signal with wands held as extension of the arms.

Conforms to: International Civil Aviation Organisation Signal NATO STANAG No. 3117 B–11 ASIC AIR STD 25/52 C–9

RW–12 DROOP STOPS OUT

DAY:When rotor starts ‘run down’ Marshaller stands with both hands raised above head, fists closed, thumbs pointing outward. NIGHT:Similar to the day signal with wands held as extension of the hands.

Conforms to: NATO STANAG No. 3117 B–12


RW–13 DROOP STOPS IN

DAY:When droop stops go in, Marshaller turns thumbs inward. NIGHT:Similar to the day signal with wands held as extension of the hands.

Conforms to: NATO STANAG No. 3117 B–13 ASIC AIR STD 25/52 C–11



12C–6

RW–14 REMOVE BLADE TIE-DOWNS

DAY:Left hand above head, right hand pointing to individual boots for removal. NIGHT:Similar to the day signal with the addition of wands.


RW–15 ENGAGE ROTORS

DAY:Circular motion in horizontal plane with right hand above head. NIGHT:Similar to the day signal with the addition of wands. Conforms to:

NATO STANAG No. 3117 B–15 ASIC AIR STD 25/52 C–13

RW–16 HOOK UP LOAD

DAY:Rope climbing motion with hands. NIGHT:Similar to the day signal with wands held as extension of the hands. Conforms to:




12C–7

RW–17 RELEASE LOAD

DAY:Left arm extended forward horizontally, fist clenched. Right hand (palm downward) making horizontal slicing movement below the left fist. NIGHT:Similar to the day signal wands held as extension of the arms. Conforms to:


RW–18 TROUBLE WITH LOAD

DAY: Bend left arm horizontally across chest, with fist clenched, palm downward; open right hand pointing up vertically to centre of left fist.



RW–19 WINCH UP

DAY:Left arm horizontal in front of body at shoulder height, fist clenched. Right arm with palm turned upward make upward motion. NIGHT:Similar to the day signal with wands held as extension of the arms.




12C–8

RW–20 WINCH DOWN

DAY:Left arm horizontal in front of body at shoulder level, fist clenched. Right arm with palm facing downward make downward motion. NIGHT:Similar to the day signal with wands held as extension of the arms.


RW–21 CUT WINCH CABLE

DAY:A signal similar to ‘Release Load’ except that the right hand has the palm downwards and not clenched. Rapid repetition of right hand movement indicates urgency. NIGHT:Similar to the day signal with the addition of wands.


RW–22 DOWN CARGO HOOK

DAY:Right fist, thumb extended downward, repeatedly raised and lowered to meet palm of left hand at waist level. NIGHT:Similar to the day signal with wands held as extension of the hands.

Conforms to: ASIC AIR STD 25/52 C–17



12C–9

RW–23 UP CARGO HOOK

DAY:Right fist, thumb extended upward, repeatedly raised and lowered to meet palm of left hand at waist level. NIGHT:Similar to the day signal with wands held as extension of the hands.

Conforms to: ASIC AIR STD 25/52 C–18

RW–24 SPREAD PYLON

DAY:Bend right arm across chest, palm downward. Extend arm outward to horizontal position, keeping palm open and facing down. NIGHT:Similar to the day signal with wands held as extension of the arms.


RW–25 FOLD PYLON

DAY:Extended right arm horizontally, palm downward. Bend arm across chest, keeping palm down. NIGHT:Similar to the day signal with wands held as extension of the arms.




12C–10

Blank Page



12D–1

AIRCRAFT ARRESTING SYSTEMS HAND SIGNALS

INDEX SIGNAL AAS–No SIGNAL AAS–No

BRAKES ON / OFF AAS–1 PULSATING HOOK AAS–11 COMMENCE REWIND AAS–7 READY TO REWIND AAS–6 HOOK DOWN AAS–2 REWIND BOTH SIDES AAS–8 HOOK DOWN AAS–3 REWIND ONLY ON SIDE INDICATED AAS–9 MOVE OFF AAS–5 SLOW DOWN REWIND AAS–10 PROCEED TO NEXT MARSHALLER AAS–5 STOP AAS–4

AAS–1 BRAKES ON / OFF

‘ON’ DAY: Arms above head, open palms and fingers raised with palms toward aircraft, then fist closed.

‘ON’ NIGHT: Similar to day signal with wands held as extension of the arms and then crossed.

‘OFF’ DAY: Reverse of above.

‘OFF’ NIGHT: Crossed wands, then uncrossed.

Conforms to:


AAS–2 HOOK UP

DAY: Right fist, thumb extended upward, raised suddenly to meet horizontal palm of left hand at chest level.


Conforms to:

NATO STANAG No. 3117 A–35 ASIC AIR STD 25/52 A–34 ASIC AIR STD 90/29 C–1b



12D–2

AAS–3 HOOK DOWN

DAY: Right fist, thumb extended downward, lowered suddenly to meet horizontal palm of left hand at waist level.


Conforms to:

NATO STANAG No. 3117 A–36 ASIC AIR STD 25/52 A–33 ASIC AIR STD 90/29 C–1c

AAS–4 STOP

DAY: Arms crossed above the head, palms facing forward.


Conforms to:

International Civil Aviation Organisation Signal NATO STANAG No. 3117 A–10 ASIC AIR STD 25/52 A–9 ASIC AIR STD 90/29 C–1f

AAS–5 MOVE OFF—PROCEED TO NEXT MARSHALLER

DAY: Right or left arm down, other arm moved across the body and extended to indicate direction to next marshaller.


Conforms to:

International Civil Aviation Organisation Signal NATO STANAG No. 3117 A–4 ASIC AIR STD 25/52 A–3 ASIC AIR STD 90/29 C–1g



12D–3

AAS–6 READY TO REWIND OR STOP REWIND

DAY: Arms above head held at 11 o’clock and 1 o’clock with palms facing forward.


Conforms to:

ASIC AIR STD 90/29 C–2a

AAS–7 COMMENCE REWIND

DAY: Arms above head held at 11 o’clock and 1 o’clock with palms facing forward and both arms moved vertically downward.


AAS–8 REWIND BOTH SIDES

DAY: Arms above head held at 11 o’clock and 1 o’clock with palms facing forward and repeatedly moved vertically upward-downward.


Conforms to:

ASIC AIR STD 90/29 C–2b



12D–4

AAS–9 REWIND ONLY ON SIDE INDICATED

DAY: Arms above head held at 11 o’clock and 1 o’clock with palms facing forward and arm on side of rewind repeatedly moved vertically upward-downward.


Conforms to:

ASIC AIR STD 90/29 C–2c

AAS–10 SLOW DOWN REWIND

DAY: Arms down with palms toward ground, then moved up and down between 9 o’clock and 7 o’clock repeatedly.

NIGHT: Similar to the day signal with wands held horizontally as extension of the hands.

Conforms to:


AAS–11 PULSATING HOOK

DAY: Right arm moved upward and downward between 7 o’clock and 9 o’clock repeatedly.




1

SECTION 3

CHAPTER 13

FATIGUE MANAGEMENT AND DUTY/REST PERIODS

Table of Contents

INTRODUCTION ............................................................................................................................................. 1 FATIGUE MANAGEMENT.............................................................................................................................. 1

Fatigue Determinants ................................................................................................................................... 1 Identification of Fatigue ................................................................................................................................ 2 Reducing the Effects of Fatigue ................................................................................................................... 2

DUTY AND REST PERIODS .......................................................................................................................... 3 Duty Period................................................................................................................................................... 3 Embarked Operations .................................................................................................................................. 3 Duty/Rest Period .......................................................................................................................................... 3 Duty/Rest Period Extension/Reduction ........................................................................................................ 3 Duty/Rest Schedule...................................................................................................................................... 3

ETHICAL AND LEGAL RESPONSIBILITIES OF ADF MANAGERS IN RESPECT TO OCCUPATIONAL HEALTH AND SAFETY (WORK HEALTH AND SAFETY EFFECTIVE 01 JAN 2012)............................. 4

INTRODUCTION

NOTE

• The current ‘Occupational Health and Safety Act 1991’ will cease existence and be replaced by the ‘Work Health and Safety Act 2010’ from 01 Jan 2012.

1. All supervisors are accountable for the safety and integrity of maintenance tasks for which they are responsible. Fatigue is a state of tiredness or weariness, which impairs the ability of an individual to continue performing tasks safely and correctly. The ADF has a duty of care to ensure maintenance personnel work in a safe environment, free from unacceptable hazards, including fatigue. This chapter provides general information on fatigue management and specifies requirements for working outside normal duty periods.

2. The informed and active management of fatigue can reduce errors and prevent safety incidents and accidents. Fatigue in Defence cannot always be avoided, but it can always be managed. Detailed information regarding the management of fatigue is contained within SAFETYMAN, Vol 1 Part 7 Chapter 3—Defence Fatigue Management Policy and includes, but is not limited to:

a. roles and responsibilities for:

(1) commanders, managers and supervisors, and

(2) individual Defence personnel.

b. resources for fatigue management and awareness training,

c. outline of approach for fatigue risk management,

d. fatigue likelihood calculations work sheet, and

e. guideline for rostering duty/shift periods.

3. This chapter prescribes the Approved Maintenance Organisation responsibilities to effectively manage fatigue in support of Technical Airworthiness Regulation 4. 5. 4—Human Factors and Maintenance Error Management.

FATIGUE MANAGEMENT

4. Managing fatigue requires an understanding of fatigue determinants, strategies for managing fatigue, identification of fatigue at an early stage and strategies to reduce the effects of fatigue.

Fatigue Determinants

5. Four significant determinants of fatigue are:

a. time continuously awake,



2

b. the time of day,

c. any fatigue prior to the commencement of duty, and

d. sleep debt or cumulative fatigue.

6. Time Continuously Awake. After 17 hours continuously awake, the performance of an individual will decrease to a level equivalent to a blood alcohol level concentration of 0.05 of one percent (1%). This does not take into account the effects of other fatigue determinants, such as temperature extremes, noise and cognitive workload that may serve to worsen the experience of fatigue.

7. Time of Day. The consistency and effectiveness with which a task is completed during a day shift is higher than during a night shift. In addition, fatigue recovery during a night off-duty period is considerably more efficient than recovery during a day off-duty period. The lowest level of function (alertness, performance and mood) occurs between 0300 h and 0600 h. A less marked but significant increase in sleepiness also occurs between 1500 h and 1700 h regardless of whether or not a meal has been taken. The greatest relative frequency of incidents occurs on night shift between 0200 h and 0400 h. During these times, extra vigilance against fatigue is required by all personnel.

8. Fatigue Prior to Duty. Seven to eight hours sleep is required in order for personnel to cope with ordinary daily work demands. Failure to meet this need may lead to acute fatigue and consequently performance will deteriorate as on-duty time increases, especially on tasks requiring reasoning and judgement.

9. Following day duty, individuals are to be provided with enough time off to allow for eight hours sleep. Following night duty, individuals will require extra time off-duty because of the relative inefficiency of sleeping during the day. If practicable, individuals are not to be required to attend meetings or complete administrative activities during their off-duty time.

10. Sleep Debt or Cumulative Fatigue. Although the loss of a small amount of sleep on a single night may not have a significant effect on performance, sleep loss is cumulative and should it continue for several nights, it will build into a significant sleep debt. The repeated loss of a small amount of sleep each night over an extended period of time will have a significant affect on performance. To manage the fact that it is not always possible for individuals to get all the sleep that they require every night, they must be offered periodic opportunities to recover sleep loss.

Identification of Fatigue

11. Supervisors are to continuously monitor personnel and be able to recognise the onset of fatigue. The first abilities to be compromised by fatigue are those related to cognitive processing, decision-making and judgement. Unfortunately, these are the very abilities that come into play when making safety related maintenance decisions.

12. The most common signs that personnel exhibit which may indicate the onset of fatigue are:

a. lack of situational awareness;

b. lack of judgement and reasoning;

c. distraction and reduced ability to concentrate;

d. complacency and acceptance of lower performance standards than normal;

e. irritability and lack of communication, teamwork and assertiveness; and

f. basic mistakes and clumsiness.

Reducing the Effects of Fatigue

13. Reducing the effects of fatigue normally does not require the cessation of work at the onset of fatigue. Strategies that can be employed to reduce the effects of fatigue and maintain an acceptable risk level include:

a. taking a short break away from the workplace;

b. increasing maintenance checks and inspections;

c. increasing supervision levels;

d. rotation of tasks; and

e. employing additional personnel, including non-technical personnel to perform menial tasks.

14. Ultimately, if the risk posed by fatigue becomes unacceptable, maintenance is to cease and the availability of other personnel to complete the tasks is to be investigated1. If other personnel are unavailable, the maintenance requirement and associated implications, eg cancelling a mission, must be considered.



3

DUTY AND REST PERIODS

Duty Period

15. Duty periods begin when personnel are required to report for duty, regardless of the activity being undertaken. The nature of transits and any other activities whilst on duty are to be factored into risk assessments conducted when carrying out authorisations to exceed normal duty periods.

Embarked Operations

16. Maintenance personnel duty/rest period procedures for embarked operations are detailed within ABR5150—Naval Aviation Instructions.

Duty/Rest Period

17. The parameters in Table 13–1 are prescribed for normal operations. After a rest period, personnel must be able to commence duty in a fit and rested state. After the maximum number of consecutive duty days, a rest period of at least 36 hours is to be provided.

Duty/Rest Period Extension/Reduction

NOTES

• The decision to extend duty periods and/or decrease rest periods are not to be taken lightly, personnel authorising these extensions/decreases are to consider all ramifications of such authorisations.

• All authorisations to extend duty periods and/or decrease rest periods are to be recorded and auditable, eg record of conversation in the shift log.

18. On occasions, maintenance operations outside normal planning limits may be required, necessitating either an extension of the duty period or a reduction in the rest period. Tables 13–2, 13–3, and 13–4 provide the minimum authority levels required for operating outside of Table 13–1. In all cases, aspects of fatigue management and Occupational Health and Safety (OHS) (Work Health and Safety (WHS) effective 01 Jan 2012) must be considered. Approvals, in accordance with Tables 13–2, 13–3 or 13–4, must be gained prior to deviation from the duty periods specified in Table 13–1. Commanding Officers must be advised of all deviations from the duty periods in Table 13–1.

Duty/Rest Schedule

19. Rest Period Activity. Maintenance personnel are responsible for the management of their activity during the rest period to ensure that the objectives of the rest period are met and fatigue is minimised. Maintenance personnel are also to ensure that they report for duty with a blood alcohol level of zero and without the physical or physiological effects of alcohol consumption.

20. Rosters. The parameters at Table 13–1 apply for all shift operations, irrespective of the number of shifts operated. Should the length of deployed operations provide an opportunity for shift rotation, shift patterns are to rotate forward, with all shifts provided with the maximum rest period between duties.

21. Supervisors Responsibilities. Regardless of whether personnel are working within the requirements of this chapter, should any supervisor believe or be informed that the safety or integrity of maintenance may be compromised by fatigue, the supervisor has a responsibility to act immediately and remove effected personnel from the work environment2.

Maintenance operations are a team effort. All supervisors are to be aware that fatigue affects judgement, and they have a responsibility to monitor the fatigue levels of personnel, as well as other supervisors. When considering risk and deciding a course of action to prevent an accident or incident, eg compromise of maintenance integrity versus the cost of such action, supervisors are to be aware that operational considerations are not to be regarded as the paramount consideration during peacetime operations.



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Table 13–1 Normal Duty Periods Table 13–2 Authority for Duty Period Extension

Normal Duty Period 12 hours Duty Period (hours) Minimum Authority

Minimum Rest Period 12 hours

Maximum Number of Consecutive Days

5 days

From 12 to 16 hours Senior Maintenance Manager (SMM) or delegate, Commanding Officer (CO) delegate, eg Detachment Commander

More than 16 hours CO or delegate, eg Detachment Commander

Table 13–3 Authority for Rest Period Reductions

Table 13–4 Authority to Increase Consecutive Days Worked

Rest Period (hours) Reduction

Minimum Authority Increase to Consecutive Days Worked

Minimum Authority

From 12 to 8 hours SMM or delegate, CO delegate, eg Detachment Commander

From 5 to 12 days SMM or delegate

From 8 to 0 hours CO More than 12 days CO or delegate, eg Detachment Commander

ETHICAL AND LEGAL RESPONSIBILITIES OF ADF MANAGERS IN RESPECT TO OCCUPATIONAL HEALTH AND SAFETY (WORK HEALTH AND SAFETY effective 01 Jan 2012)

22. The ADF is committed to the provision of a safe and healthy work environment for all ADF personnel. The OHS Act applies to all Defence personnel.

23. The OHS Act imposes on the Commonwealth, as the employer, and its employees both a general duty of care and specific obligations in respect of workplace health and safety. The central obligation of the OHS Act is a codification of the employer’s common law duty of care. All supervisors and managers have a responsibility to provide safe premises, safe systems of work, competent staff, effective training, clear instructions and competent supervision.

24. OHS responsibility applies to situations which are identifiable, foreseeable or preventable, a description which includes shift work conditions where there is likelihood that fatigue caused by excessive work hours may increase the risk of an incident or accident. This applies not only to the workplace, but also an accident or incident occurring outside the workplace which may be attributable to excessive working hours, eg returning to accommodation or home after cessation of duty.

1 TAREG 4.5.4b(1) 2 TAREG 4.5.4b(1)



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SECTION 4

CHAPTER 1

AUTHORISED MAINTENANCE DATA


Senior Maintenance Manager ...................................................................................................................... 1 LEGISLATIVE REQUIREMENTS ................................................................................................................... 2 AUTHORISED MAINTENANCE DATA AUTHORITY .................................................................................... 2

Authorised Maintenance data format ........................................................................................................... 2 AUTHORISED MAINTENANCE DATA SOURCES ....................................................................................... 2

Permanent Orders/Instructions .................................................................................................................... 3 Foreign Source Data .................................................................................................................................... 3 Technical Orders/Instructions ...................................................................................................................... 3 Locally issued orders and instructions ......................................................................................................... 3 Special Technical Instructions...................................................................................................................... 4 Technical directives and memorandum ....................................................................................................... 4

CONFLICTS, DISCREPANCIES AND OMISSIONS IN AUTHORISED MAINTENANCE DATA.................. 4 Conflicts and discrepancies in authorised maintenance data ...................................................................... 4 Omissions in authorised maintenance data ................................................................................................. 4

CONTROL OF AUTHORISED MAINTENANCE DATA ................................................................................. 5 AMENDMENTS AND AMENDMENT PROPOSALS ...................................................................................... 5

Form AO011—Publication Improvement Report and Reply ........................................................................ 5 Form AO011–1—AAP 7001.059(AM1) Improvement Proposal and Reply ................................................. 5 Form EE400—Technical Maintenance Plan (TMP)–Proposed Amendment ............................................... 5 Form EE401—Servicing Schedule Proposed Amendment.......................................................................... 5

AMENDMENT INCORPORATION.................................................................................................................. 5 Annex .............................................................................................................................................................. 6 A. List of Local Issues

INTRODUCTION

1. Authorised maintenance data comes in many formats and must be authorised by the Directorate General of Technical Airworthiness–ADF (DGTA–ADF) or responsible System Program Office (SPO) prior to use. The use of unauthorised maintenance data may result in damage to/or loss of aircraft and aeronautical product or injury to personnel.

2. Authorised maintenance data must be complete, accurate, current, maintained in good order and accessible to personnel. Users are responsible for providing feedback to the sponsor on the following conditions; any inaccuracies, incomplete or ambiguous procedures, instructions or other relevant information.

3. This chapter prescribes the requirements for the management and control of authorised maintenance data by Approved Maintenance Organisations (AMO) in support of ADF Technical Airworthiness Regulation: 5. 1. 1—Authorised Maintenance Data.

RESPONSIBILITIES


4. The Senior Maintenance Manager (SMM) is responsible for ensuring:

a. the AMO has authorised maintenance data required for the maintenance activities within their assigned scope and level1;

b. a master record is maintained and held by the AMO which identifies authorised maintenance data, including date of issue, amendment status and sponsor2;

c. the AMO has a process for informing all maintenance personnel of any additional, change and amendment to, authorised maintenance data3;



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d. the sponsor is notified when the AMO cannot reasonably comply with the authorised maintenance data4;

e. the AMO has a system for the management and review of authorised maintenance data in use5;

f. reference data not authorised as authorised maintenance data, is clearly identified as not for maintenance use6;

g. that local maintenance procedures and issues required to amplify or clarify DGTA–ADF or SPO maintenance data are promulgated;

h. that all maintenance personnel are aware of the local procedures and issues that have been promulgated; and

i. locally issued orders and instructions are reviewed on a periodic basis not exceeding 24 months, unless otherwise specified and if considered no longer applicable or current; cancelled or amended.

LEGISLATIVE REQUIREMENTS

5. DI(G) ADMIN 0–0–001—The System of Defence Instructions, DI(AF) ADMIN 6–1—The System of Orders, Instructions and Publications of the Royal Australian Air Force, DI(N) ADMIN 1–1—Production of Defence Instructions (Navy) and DI(A) ADMIN 20–14—Authorisations of Publications for Use in the Army describe the system of orders, instructions and publications that are used to manage and control the flow of executive, procedural, instructional, and informative material within the ADF.

AUTHORISED MAINTENANCE DATA AUTHORITY

6. Authorised maintenance data is issued as instructions in accordance with DI(G) ADMIN 0–0–001 and AAP 7001.053(AM1)—Technical Airworthiness Management Manual and the requirement to abide by these instructions is enforceable under the Defence Force Discipline Act 1982 (Cwlth) (DFDA). Such instructions issued may be legally enforceable against personnel if they know of, or could reasonably be expected to know of, the instructions.

7. In the case where personnel fail to comply with the instruction, they may be charged under the DFDA for failure to comply with a lawful general order. ADF personnel and employees are expected to act in accordance with all Department of Defence issued instructions that are intended to be applicable to the ADF.

8. To satisfy the requirements of AAP 7001.053(AM1), only authorised maintenance data approved by DGTA–ADF or the responsible SPO must be used when conducting maintenance on aircraft and aeronautical product. Failure to comply with authorised maintenance data or the use of unauthorised maintenance data is an offence under both military and civil law.

Authorised Maintenance data format

9. The most common format of authorised maintenance data is Australian Air Publications (AAPs), Naval Air Publications (NAPs) Australian Books of Reference (ABRs) and Air Publications (Royal Australian Navy) (AP(RAN)), but this is not always the case. On occasion maintenance data not yet converted to an acceptable format is required to operate and maintain aircraft and aeronautical product. This data must be authorised by DGTA–ADF or the responsible SPO prior to use.

10. With the introduction of new aircraft types the revision of maintenance data used to support in-service ADF aircraft and aeronautical product, the traditional paper version of maintenance data is being supported by electronic versions, eg Maintenance Manuals on CD ROM, Engineering Drawings on Microfiche Cards. Electronic maintenance data must be treated in the same manner as other formats of maintenance data.

AUTHORISED MAINTENANCE DATA SOURCES7

11. There are a number of sources from which authorised maintenance data for aircraft and aeronautical product may be issued, eg paper-based, electronic, microfiche cards, etc. The maintenance data will fall into one of the following categories:

a. Permanent Orders/Instructions; these relate to the management of AMO activities;

b. Foreign Source Data;

c. Technical Orders/Instructions; these relate to the servicing of aircraft and aeronautical product;

d. Locally issued orders and instruction; these provide guidance on procedures and issues peculiar to an AMO;



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e. Special Technical Instructions; these are technical instructions of an urgent nature; and

f. Technical directives and memorandum.

Permanent Orders/Instructions

12. Permanent Orders/Instructions contain information on the administration, operation, limitations, servicing, modification and repair of aircraft and aeronautical product.

13. Permanent Orders/Instructions include the following types of publications:

a. Australian Air Publications (AAPs);

b. Naval Aviation Publications (NAPs);

c. Australian Books of Reference (ABRs); and

d. Air Publications (Royal Australian Navy) (AP(RAN)).

Foreign Source Data

14. Foreign Source Data (FSD) is data obtained from sources outside the ADF. Examples of FSD are:

a. United States Air Force Technical Orders (TOs), United States Army Technical Manuals (TMs),

b. United States Naval Air Systems Command Technical Manuals (NAVAIRs),

c. Manufacturers Manuals, and

d. Original Equipment Manufactures (OEM) Service Bulletins.

15. OEMs may issue Service Bulletins as a means of communicating urgent technical data to operators and maintenance organisations. Examples of Service Bulletins are; Alert Service Bulletins (ASB), Customer Service Notices (CSN), Customer Service Letters (CSL), and Technical Alert Bulletins (TAB).

16. FSD and OEM Service Bulletins are normally received by the responsible SPO. There may be situations where an AMO obtains copies of OEM Service Bulletins or FSD before the SPO, eg from OEM field service representatives or other defence force exchange personnel. In this situation, AMOs must advise the responsible SPO of the receipt of the FSD. FSD is NOT authorised maintenance data until reviewed, approved and released by DGTA–ADF or the responsible SPO.

Technical Orders/Instructions

17. Technical instructions and orders include:

a. Technical Maintenance Plan (TMP). A TMP prescribes the planned maintenance policy of an aircraft or aeronautical product. The TMP promulgates in a single document, the maintenance policy for a given application and its Maintenance Managed Items (MMIs).

b. Modification Orders. The instructions relating to modifications are detailed in Section 4 Chapter 5—Modifications.

c. Technical Orders and Bulletins. Technical Bulletins, Maintenance Manuals, Leaflets, Orders and Instructions are produced periodically by various aircraft and aeronautical product manufacturers, SPOs and DGTA–ADF.

Locally issued orders and instructions

18. AMOs may issue orders, instructions and memoranda for the guidance of personnel within their area of responsibility.

19. Aircraft and aeronautical product is maintained and managed in accordance with authorised maintenance data. However, because of variations in AMO responsibilities, equipment, facilities, and manning, there may be a need to detail the local procedures and issues peculiar to the function of an AMO.

20. Examples of locally issued orders and instructions are:

a. Standing Instructions (SIs)/Unit Maintenance Orders (UMOs), and/or

b. Routine Instructions (RIs)/Routine Orders (ROs).

21. The purpose, structure and management of locally issued orders and instructions are detailed in AAP 5030.004—RAAF Publication System–Orders and Instructions.



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22. Standing Instructions/Unit Maintenance Orders. SIs/UMOs are used to promulgate local issues of a permanent nature. This information must be peculiar to the management and operation of specific aeronautical product at the local level. SIs/UMOs are not to repeat or conflict with the content of current maintenance data, but must complement or clarify instructions within.

23. SIs/UMOs remain current until cancelled by the issuing authority; they must be reviewed by the SMM or delegate on a periodic basis not exceeding 24 months. Local issues promulgated in SIs/UMOs which have potential for the improved management of all aeronautical product across the ADF must be forwarded to the sponsor of the related maintenance data to be considered for incorporation.

24. Each AMO is unique with respect to the aeronautical product it maintains and operates, the management of the resources, practices and procedures necessary to support the particular aeronautical product and the interaction with other AMOs and facilities within the same geographical location. As such, the local issues documented in SIs/UMOs may vary between AMOs. Annex A is a list of the generic local issues which must be considered when establishing SIs/UMOs.

25. Routine Instructions/Routine Orders. RIs/ROs are used to promulgate local management issues of a temporary nature. Information normally promulgated in RIs/ROs is as follows:

a. duty rosters,

b. appointments, and

c. temporary maintenance management procedures.

26. RIs/ROs are current for a maximum of one year from their date of issue and must be reviewed every three months or, for Army every six months. Local issues promulgated in RIs/ROs which will evolve as enduring guidance must be promulgated as an SI/UMO before the particular RI/RO currency expires.

Special Technical Instructions

27. Special Technical Instructions (STIs) are technical instructions of an urgent nature and are usually issued as a result of a defect experienced in aircraft or aeronautical product by the responsible SPO.

Technical directives and memorandum

28. Technical directives and memorandum are authoritative instructions, which may cover changes to processes, procedures or materiel, administrative procedures and safety. These may be issued by varying stakeholders, for example Command Headquarters, DGTA–ADF, FEG Headquarters (FEGHQ), SPOs, SMMs etc.

CONFLICTS, DISCREPANCIES AND OMISSIONS IN AUTHORISED MAINTENANCE DATA

29. The SPO is responsible for maintaining maintenance data to support aviation maintenance. DGTA–ADF also sponsor generic maintenance data. Maintenance data sponsored by the responsible SPO are the primary reference for the applicable aircraft and aeronautical product. If no weapon system specific maintenance data exist, the SPO may authorise the use of applicable DGTA–ADF sponsored maintenance data as a reference for aircraft or aeronautical product maintenance processes.

30. The SMM may authorise a local maintenance procedure, through promulgated locally issued orders and instructions, to amplify or clarify DGTA–ADF or SPO authorised maintenance procedures8. Local maintenance procedures must not change or contradict DGTA–ADF or SPO authorised maintenance data.

Conflicts and discrepancies in authorised maintenance data9

31. If there is a conflict or discrepancy between authorised maintenance data, then authoritative instruction, clarification or guidance must be sought from the relevant sponsors.

32. Resolution of conflicts and discrepancies. If there is a conflict or discrepancy between authorised maintenance data, then the aircraft or aeronautical product specific maintenance data takes precedence. If further clarification is required or confusion exists, authoritative instruction must be sought from the relevant sponsor.

Omissions in authorised maintenance data

33. If an omission is identified or insufficient clarity exists within the authorised maintenance data, then authoritative instruction must be sought from the relevant sponsor.



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CONTROL OF AUTHORISED MAINTENANCE DATA

34. Where maintenance data is copied from an Electronic Format or Master Set, the copy must be marked: ‘Uncontrolled Copy - Not Subject to Amendment’ and dated. The copies must only be used for the current task, after which they must be destroyed. Copies must not be made from an uncontrolled copy of maintenance data.

AMENDMENTS AND AMENDMENT PROPOSALS

35. Amendments to AAPs, NAPs, ABRs, AP(RAN), and FSD are carried out in accordance with AAP 5030.001CD—Defence Aviation and Australian Air Publication Systems and Specifications Manual and NAP 7000.001–2—RAN Air Technical Publication System as applicable.

36. Amendment proposals must be submitted using one of the following forms, as applicable:

NOTE

• If the SMM considers that the anomaly has airworthiness, safety or operational implications, independent action must be formally reported, in the first instance to the responsible FEGHQ, DCA or equivalent and SPO, and if necessary DGTA–ADF. A comprehensive statement justifying the proposal, and the priority required, as well as all other supporting data, must be attached to enable such action to proceed with minimum investigation.

a. Form AO011—Publication Improvement Report and Reply. (All AAPs (except AAP 7001.059(AM1)), NAPs, ABRs, AP(RAN), and FSD.

b. Form AO011–1—AAP 7001.059(AM1) Improvement Proposal and Reply. (AAP 7001.059(AM1) only).

c. Form EE400—Technical Maintenance Plan (TMP)–Proposed Amendment.

d. Form EE401—Servicing Schedule Proposed Amendment.

37. All amendment proposals must be forwarded directly to the publication sponsor, except for AAP 7001.059(AM1) which must be forwarded to the sponsor through the responsible FEGHQ, DCA or equivalent.

Form AO011—Publication Improvement Report and Reply

38. Form AO011 (PIRR) (except for AAP 7001.059(AM1) use Form AO 011–1) must be used to report deficiencies or suggest improvements to maintenance data to the publication sponsor. PIRRs must be raised in accordance with AAP 5030.001CD.

Form AO011–1—AAP 7001.059(AM1) Improvement Proposal and Reply

39. Form AO011–1 must be used to report deficiencies or suggest improvements to maintenance management processes and procedures to the AAP 7001.059(AM1) sponsor. Form AO011–1 must be raised in accordance with the form instructions.

Form EE400—Technical Maintenance Plan (TMP)–Proposed Amendment

40. Form EE400 must be used to report deficiencies in Technical Maintenance Plans to the sponsor in accordance with AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual.

Form EE401—Servicing Schedule Proposed Amendment

41. Form EE401 must be used to report deficiencies in Planned Servicing Schedules to the sponsor in accordance with AAP 7001.038(AM1).

AMENDMENT INCORPORATION

42. Publications are subject to amendment by the following methods:

a. Interim Amendments (INAM);

b. Rapid Action Changes (RAC); or

c. Amendment List (AL).



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43. In accordance with DI(AF) ADMIN 6–8—Production and Control of Australian Air Publications and AAP 5030.001CD, amendments must be incorporated as follows:

a. INAMs and RACs immediately on receipt, and

b. ALs within seven working days of receipt of the amendment list.

44. Where issued, Packing Notes must be returned to the relevant Technical Publications Office (TPO) on incorporation of the amendment.

Annex:

A. List of Local Issues. 1 TAREG 5.1.1b 2 TAREG 5.1.1e(5) 3 TAREG 5.1.1f 4 TAREG 5.1.1d 5 TAREG 5.1.1g 6 TAREG 5.1.1h 7 TAREG 5.1.1a 8 TAREG 5.1.1h 9 TAREG 5.1.1c



1A–1

LIST OF LOCAL ISSUES 1. The following paragraphs detail the local issues, which may be considered for promulgation in locally issued orders and instructions. This list is not exhaustive and individual requirements must be determined and documented by each Approved Maintenance Organisation (AMO).

Management

2. The following local management issues must be considered for promulgation:

a. details of an AMOs management system,

b. delegations of authority,

c. procedures for co-ordination of operations and maintenance, and

d. procedures for co-ordination of activities with other government agencies and with contractors.

Technical Administration

3. The following local technical administrative issues must be considered for promulgation:

a. control and distribution of Special Technical Instructions (STIs);

b. control of amendments to Defence Instructions (DIs), AAPs, NAPs, AP(RAN) and ABRs;

c. administration of condition monitoring programs; and

d. administration of:

(1) Aviation Hazard, Aviation Safety Occurrence and Aviation Investigation reports,

(2) Report on aircraft and aeronautical product including;

(a) defect reports,

(b) deficiency reports,

(c) aircraft damage reports, and

(d) condition reports.

(3) hazard reports, and

(4) ground incident reports.

Training

4. The following local training issues must be considered for promulgation:

a. field training including:

(1) continuation,

(2) conversion,

(3) on-job and off-job training,

(4) familiarisation,

(5) safety, and

(6) cross-training.

b. Engine ground running of aircraft engine(s);

c. Ground Support Equipment (GSE) operator training;

d. technical training of aircrew; and

e. technical training of non-technical personnel.



1A–2

Inventory Management

5. The following local inventory management issues must be considered for promulgation:

a. Handling of unserviceable equipment.

b. Urgency of Need Designator–Aircraft (Aircraft Operationally Grounded) (UNDA(AOG)) demands.

c. Section sub-stores.

d. Maintenance Management Items (MMIs) handling and production control.

e. Fly Away Kit (FAK) control.

f. Shelf life control procedures of aeronautical product.

Duty Personnel

6. The following duty personnel issues must be considered for promulgation:

a. Statements of responsibilities.

b. Access to other areas if not covered by other instructions.

c. Call-out of specialists.

Supervision and Inspection

7. The following local supervision and inspection issues must be considered for promulgation:

a. AMO requirements.

b. Safety Critical Items and Systems specific to AMO aircraft and aeronautical product.

c. Aircrew supervision and inspection requirements.

Authorisation of Personnel

8. The following local authorisation issues must be considered for promulgation:

a. The AMOs authorisation process.

b. Personnel responsible for the formalisation of authorisations.

c. Currency requirements.

d. Documentation requirements.

Occupational Health and Safety

9. Where an AMO has unique issues regarding Occupational Health and Safety (OHS), the issues must be investigated by qualified personnel to assess the hazard and produce control measures. References given as a guide to topics only and must be used in conjunction with other relevant policy instructions.

10. The following local OHS issues must be considered for promulgation:

a. Control of Flammable Liquids. Refer SAFETYMAN Vol 1 Part 5 Chapter 01—Management of Hazardous Substances (Excluding Explosives and Radioactive Materials) and AS1940—The Safety and Handling of Flammable and Combustible Liquids;

b. Fuelling Precautions. Refer DEF(AUST)5695B—Petroleum, Oils and Lubricants Manual, SAFETYMAN Vol 1 Part 5 Chapter 01 and Vol 1 Part 7 Chapter 11—Personal Protective Equipment, and AS 1940-2004—The Storage and Handling of Flammable and Combustible Liquids;

c. Electrical Safety. Refer AS/NZS 3760:2003—In-service Safety Inspection and Testing of Electrical Equipment;

d. Flight Line Safety. Refer SAFETYMAN Vol 1 Part 1 Chapter 7—Managing the Safety Risks within the Australian Defence Organisation;

e. General Workshop Precautions. Refer SAFETYMAN Vol 1 Part 7—Work Environment—General and SAFETYMAN Vol 2 Part 1—Work Environment—Military;

f. Personal Protective Equipment. Refer SAFETYMAN Vol 1 Part 7 Chapter 11;



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g. Foreign Object Control. Refer Section 3 Chapter 8—Foreign Object Control;

h. Management of Hazardous Material. Refer SAFETYMAN Vol 1 Part 4—Working in Confined Spaces, Vol 1 Part 5 Chapter 01—Management of Hazardous Substances, and OPSMAN 3;

i. Working in Confined Spaces. Refer SAFETYMAN Vol 1 Part 7 Chapter 04 and AS 2865-2009—Confined Spaces;

j. Fuel Tank Entry Requirements. Refer AS 2865 paragraph 12;

k. Lifting Requirements and Precautions Associated with the use of Slings, Cranes, Gantries and Lifting Hardware. Refer AS 2550 Set - 2008—Cranes, Hoists and Winches – Safe Use Set;

l. Zoning and Licensing of Hangars and Maintenance Areas with Respect to Explosive Environments. Refer OPSMAN 3—Defence Operations Manual—Safety Principles for the Handling of Explosive Ordinance; and

m. Working at Heights. Refer SAFETYMAN Vol 2 Part 4 Chapter 05—Working at Heights.



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SECTION 4

CHAPTER 2

RECORDING AND CERTIFICATION OF AIRCRAFT AND AERONAUTICAL PRODUCT MAINTENANCE

Table of Contents INTRODUCTION ............................................................................................................................................. 1 RECORDING OF MAINTENANCE ................................................................................................................. 2

Purpose of Recording Maintenance............................................................................................................. 2 CERTIFICATION OF MAINTENANCE ........................................................................................................... 2

Purpose of Certification ................................................................................................................................ 2 Certification Methods.................................................................................................................................... 2 Specimen Signatures ................................................................................................................................... 2

ENTRIES IN THE RECORDING AND CERTIFICATION SYSTEM................................................................ 3 Recording ..................................................................................................................................................... 3 Certification .................................................................................................................................................. 3 Recording an unserviceability ...................................................................................................................... 4 Recording the corrective action.................................................................................................................... 5 Certification of the corrective action ............................................................................................................. 5

ERRORS IN THE RECORDING AND CERTIFICATION SYSTEM................................................................ 5 Paper-based system .................................................................................................................................... 5 Electronic system ......................................................................................................................................... 5

AIRCRAFT SUPPLEMENTARY INFORMATION........................................................................................... 5 Aircraft leading particulars............................................................................................................................ 6 Deferment of required maintenance............................................................................................................. 6 Special Maintenance Requirements ............................................................................................................ 7 Changes of Configuration............................................................................................................................. 7

AERONAUTICAL PRODUCT CHANGE......................................................................................................... 7 REPLENISHMENT OF CONSUMABLES AND EXPENDABLES.................................................................. 8 OPERATIONAL SERVICINGS ....................................................................................................................... 8 MAINTENANCE RELEASE OF AIRCRAFT................................................................................................... 8

Maintenance following Maintenance Release and before Captains Acceptance ........................................ 8 CAPTAINS ACCEPTANCE ............................................................................................................................ 8

Captains Acceptance ................................................................................................................................... 8 Maintenance following Maintenance Release and Captains Acceptance ................................................... 9

CAPTAINS RELEASE..................................................................................................................................... 9 ADF APPROVED PAPER-BASED RECORDING AND CERTIFICATION SYSTEM .................................... 9 ELECTRONIC RECORDING AND CERTIFICATION SYSTEM..................................................................... 9 AUTHORITATIVE DATA SOURCE .............................................................................................................. 10 AIRCRAFT LOG PACK................................................................................................................................. 10 QUARANTINE OF MAINTENANCE RECORDS FOLLOWING AIRCRAFT ACCIDENT OR INCIDENT ... 10 RETENTION AND ARCHIVING OF MAINTENANCE RECORDS ............................................................... 10 Annexes ........................................................................................................................................................ 10 A. Continuous Charge B. Aircraft Log Pack C. Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records

INTRODUCTION

1. An integral part of flight safety and airworthiness is the maintenance recording and certification system, which ensures traceability and accountability for all maintenance carried out. The recording and certification system may be paper-based, electronic or a combination of both.

2. The functions of the recording and certification system used in aircraft and aeronautical product maintenance must provide:

a. A method of identifying the current serviceability state of the aircraft or aeronautical product.

b. A means of recording and certifying maintenance that has been carried out.



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c. The technical history of the aircraft or aeronautical product.

d. Forecasting of when maintenance becomes due.

e. Part of the record of aircraft and aeronautical product configuration.

3. This chapter details the requirements of Approved Maintenance Organisations (AMO) for the recording and the certification of maintenance carried out on aircraft and aeronautical product, whether paper-based or electronic.

RECORDING OF MAINTENANCE1

4. Personnel must record all maintenance required and performed on aircraft and aeronautical product by making an entry in the recording and certification system.

Purpose of Recording Maintenance

5. Maintenance required and performed on aircraft and aeronautical product is recorded to readily identify current configuration and serviceability state.

CERTIFICATION OF MAINTENANCE2

6. All maintenance carried out on aircraft and aeronautical product must be recorded and certified. Only authorised personnel may certify in the recording and certification system. When certifying, personnel are stating that they performed, supervised or inspected the maintenance task in accordance with relevant authorised maintenance data. Personnel performing the maintenance task must accurately describe the rectification action taken, and must make reference to the authorised maintenance data used to carry out the task3.

Purpose of Certification

7. Certification of aircraft and aeronautical product maintenance is required to provide a record of maintenance carried out and identifies the person responsible for carrying out the maintenance. The persons certification signifies:

a. They are authorised to perform the maintenance task.

b. Acceptance of responsibility for the maintenance in the capacity they performed.

c. The date and time that the maintenance was carried out.

d. The requirements of Section 3 Chapter 1—Supervision, Inspection and Management of Maintenance and Flight Line Operations within an AMO have been met.

Certification Methods

8. The method of certifying in the paper-based recording and certification system is a signature and date time group (DTG) however; initials, in place of a signature, are permitted under certain circumstances. When electronic certification is used, the certification of maintenance is legally equivalent to certification in the paper-based recording and certification system.

Specimen Signatures

9. AMOs must maintain a system to identify and record specimen signatures for all personnel authorised to certify within the AMOs recording and certification system. The recording system must include the following information, as applicable:

a. Rank/Title;

b. Surname and First Name;

c. PMKeys No/Service No/Employee No;

d. Electronic User ID;

e. Signature, Initials and Stamp; and

f. Date of registration.



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10. The Maintenance Control Office (MCO) or equivalent must be able to readily access the records containing specimen signatures. These records must be reviewed in accordance with Section 4 Chapter 1—Authorised Maintenance Data. However, the records must be updated on the following occasions:

a. inward postings,

b. promotions,

c. name changes, and

d. when a persons signature changes significantly.

ENTRIES IN THE RECORDING AND CERTIFICATION SYSTEM

11. Entries in a recording and certification system constitute a legal certificate. To make entries in the recording and certification system incorrectly, negligently and/or in the knowledge that it is false, is an offence under both military and civil law4.

Recording

12. Paper-based system. Entries in paper-based recording and certification systems must be in accordance with the systems approved instruction, printed, legible and made using a blue/black ballpoint pen, unless otherwise specified5.

13. Where an instruction calls for highlighting or shading of completed entries, the highlighting or shading is to be in a contrasting colour.

14. All unused and not required certification and information fields must be ruled through.

15. Electronic system. Entries in an electronic recording and certification system must be in accordance with the relevant systems approved instruction.

Certification6

16. Certification is indicated by either entering a signature and DTG in a paper-based recording and certification system, unless otherwise specified or electronically in accordance with the electronic recording and certification system instruction.

17. There are three levels of certification, which are determined by the criticality of the task. Each level has specific responsibilities and personnel must comply with the requirements of Section 3 Chapter 1 Annex B—AMO Personnel Responsibilities. The levels of certification are:

a. Level 1 Certification (Tradesperson)7. Level 1 certification, is typically performed by a tradesperson and may or may not require supervision and inspection at Level 2 and Level 3 certification. The person certifying this level of certification must do so in the area allocated to the Level 1 (Tradesperson) in the recording and certification system.

b. Level 2 Certification (Trade Supervisor)8. Level 2 certification is typically performed by a trade supervisor following Level 1 certification. The person certifying this level of certification must do so in the area allocated to the Level 2 (Trade Supervisor) in the recording and certification system.

c. Level 3 Certification (Independent Inspector)9. Level 3 certification is typically performed by an independent inspector following Level 1 and Level 2 certification. The person certifying this level of certification must do so in the area allocated to the Level 3 (Independent Inspector) in the recording and certification system10.

18. Certification Time Limits11. To ensure task integrity, authorised maintenance personnel must certify tasks in the recording and certification system as soon as reasonably practicable after its completion. Best practice is for certification to be within 30 minutes of completion of the task.

19. Where an SMM believes best practice is impractical, then the time period for certification must be determined by the AMO. However, all tasks performed must have their certifications completed prior to the end of the working day or shift.

20. Personnel being mentored. Personnel being mentored who are not task authorised cannot fulfil any certification requirements for the mentored task. Personnel who are being mentored are required to enter their details in the corrective action or unserviceability and transfer details of the recording and certification system. The surname and/or User ID of the mentored person must be entered directly after the corrective action or unserviceability and transfer details statement.



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21. Single Signature Task12. When certifying for a designated Single Signature Task (SST), only one certification is required. The person performing the task must indicate that it is an SST and certify in accordance with the recording and certification system.

22. Self Certifying Maintainer13. When certifying for a designated Self Certifying Maintainer (SCM) task, only one certification is required. The person performing the task must indicate that it is an SCM task and certify in accordance with the recording and certification system.

23. Maintenance Manager. Maintenance Managers (MM) perform stand-alone certification of administrative maintenance actions, eg paperwork closure, transfers etc, and certify the action in accordance with the recording and certification system.

24. Independent Maintenance Inspections14. Independent Maintenance Inspections (IMI) must be performed on safety critical items and systems, as prescribed by the Systems Program Office (SPO) or as additional as determined by the SMM or MM, in accordance with Section 3 Chapter 1. IMIs must be recorded in the recording and certification system as follows:

a. SPO Prescribed Independent Maintenance Inspections; must be recorded in the recording and certification system by either annotating the letters ‘REF’ where the inspection is detailed in the authorised maintenance data, or by annotating the Independent Maintenance Inspection Card (IMIC) number.

b. Additional Independent Maintenance Inspections; must be recorded as a discrete unserviceability entry, eg ‘Additional IMI to be carried out on ...(enter System/Item)… for …(Reason, eg freedom of movement)…’. Additional IMIs must be certified in the field allocated to the ‘Independent Inspector’. Additional IMIs do not require Level 1 and Level 2 certification.

25. Where it is determined an IMI is required, the requirement must be indicated in the recording and certification system.

26. Date Time Group. The Date Time Group (DTG) is used to identify a defined point in time, and is mandatory for all levels of certification.

27. The DTG takes the form of six digits, one letter, followed by the abbreviated month and year, eg 050900ZFEB95. This example indicates the day of the month (05), the hour of the day using the 24 hour system (0900), the time zone (Z), the month (FEB) and the year (95). Time zones would normally be expressed in Co-ordinated Universal Time (UTC), ie ZULU (Z) time.

28. Manhours. With the exception of flight servicing, manhours expended on maintenance tasks may need to be recorded.

Recording an unserviceability

29. An unserviceability is a fault, suspect fault or servicing which must be rectified or carried out before the aircraft can be released for flight. All unserviceabilities must be recorded in the allocated field and must clearly describe the unserviceable condition. The unserviceability must be worded so that the required corrective action does not leave the aircraft in an unserviceable state, eg ‘RH Aileron to be removed’ is not an acceptable unserviceability entry as the corrective action ‘RH Aileron removed’ will leave the aircraft in an unserviceable state15.

30. The recording of an unserviceability places the aircraft unserviceable. Personnel recording the unserviceability must include16, as applicable:

a. Name and DTG;

b. How found;

c. a complete description of the unserviceability; and

d. the trade responsible for the corrective action.

31. Where an abnormal condition occurs during normal operation, the unserviceability must only state the condition or abnormality that occurred, eg ‘Loud thump heard and felt through the airframe during undercarriage retraction.

32. Where the removal of aeronautical product is required during the course of a rectification, the entry must detail the aeronautical product, and the reason for removal, eg ‘No 1 hydraulic pump cover removed for access’.

33. Where a maintenance inspection is required during the removal operation, the MM must enter an additional unserviceability to cover the inspection requirement, eg ‘Winch CAD independent inspection to be carried out post-removal, IAW AAP …, Ref nnnnn–*’.



5

34. Aircraft changes of configuration, such as Alternate Mission Equipment (AME) removal and installation must be recorded by entering an unserviceability in the recording and certification system. This allows for clear traceability and a means to record the removal or installation of aeronautical product that affect aircraft configuration.

35. Tool Control17. All tools and support equipment must be controlled in accordance with Section 3 Chapter 7—Control of Tools and Support Equipment. Where tools and support equipment are to be used, maintenance personnel must ‘Open’ and ‘Close’ tool control in accordance with Section 3 Chapter 7 and the recording and certification systems instructions.

Recording the corrective action18

36. The corrective action must accurately describe the rectification action taken, and must make reference to the authorised maintenance data used to carry out the task. All corrective action must be recorded in the allocated field and must clearly describe the action taken and authorised maintenance data used to rectify the unserviceability. The corrective action must place the aircraft in a serviceable condition for that unserviceability.

Certification of the corrective action19

37. All maintenance carried out on aircraft and aeronautical product must be certified. When certifying for the corrective action, personnel are stating they performed, supervised or inspected the maintenance task in accordance with authorised maintenance data. Certification is carried out in accordance with the recording and certification system instructions.

ERRORS IN THE RECORDING AND CERTIFICATION SYSTEM20

Paper-based system

38. Where a general clerical error, or an incorrect entry is made in a paper-based system, the error is to be corrected as follows:

a. For a general clerical error, the person correcting the entry must:

(1) circle the error and annotate ‘Entered in error’ or ‘EIE’;

(2) enter the correction as closely and clearly as possible to the error, without obscuring the original entry; and

(3) initial the correction;

b. For an incorrect entry, the person making the entry must:

(1) annotate the words ‘Entered in Error’ in the ‘Corrective Action’ field;

(2) ensure the corrective action is certified by the MM; and

(3) if applicable, re-enter the task correctly;

c. For a not applicable or not required entry, the person identifying the error must:

(1) annotate ‘N/A’ in an appropriate field against the entry; and

(2) ensure the corrective action is certified by the MM.

39. Correction fluids and tapes must not to be used to amend errors in the paper-based system.

Electronic system

40. The correction of erroneous entries in an electronic system must be approved by an MM and corrected in accordance with the systems instructions.

AIRCRAFT SUPPLEMENTARY INFORMATION

41. The Aircraft Supplementary Information (ASI) is a collective term which identifies:

a. Aircraft Leading Particulars;

b. Deferment of Required Maintenance, (Carried Forward Unserviceabilities (CFU));

c. Special Maintenance Requirements (SMR); and

d. Changes of Configuration affecting Flying Characteristics and Operating Role.



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42. All ASI details must be readily available and accessible to personnel to ascertain current aircraft operational status and overall serviceability state.

Aircraft leading particulars

43. The Aircraft Leading Particulars lists the aircraft type, aircraft designated prefix and tail number and may include details of:

a. specifications, alternatives and codes for oils, lubricants and fuel used on the aircraft; and

b. information associated with the starting systems and landing gear of the aircraft.

Deferment of required maintenance21

44. Deferment of required maintenance allows an AMO to make an aircraft available to meet operational requirements with inoperable or defective aeronautical product. Deferment of required maintenance is applicable to both ‘Corrective Maintenance’ and ‘Preventive Maintenance’.

45. Where the rectification of an unserviceability is to be deferred, the assessment and authorisation to defer must be conducted in accordance with Section 3 Chapter 11—Deferment of Required Maintenance and local instructions.

46. The CFU section provides for a consolidated list of deferred maintenance and is used as reference for:

a. maintenance planning by forecasting expiration of deferred maintenance; and

b. providing visibility to the aircrew with the current state of the aircraft and any operational limitation.

47. The CFU section records:

a. The CFU serial number reference for the deferred maintenance entered.

b. The unserviceability reference of the original unserviceability, eg Serial Number of Work (SNOW).

c. A transcription of the original unserviceability.

d. The period of deferment.

e. A means of indicating if the deferment carries an operational limitation or restriction.

f. On rectification, the unserviceability reference the deferred maintenance was transferred to, and a certification of the person transferring the deferment.

48. Recording the deferment of required maintenance. The unserviceability must be recorded in the recording and certification system prior to being transferred to the CFU section. Further unserviceabilities must be raised where further monitoring, inspections and servicing are required in support of the deferred maintenance, eg Special Maintenance Requirements (SMR). The recording and transfer of the deferred maintenance must be in accordance with the recording and certification system instructions.

49. Following the transfer of the unserviceability, the CFU authority must certify the corrective action field in accordance with the recording and certification system instructions. This certification indicates:

a. the aircraft is safe for flight without prejudice to airworthiness, or the safety of personnel;

b. the deferred maintenance has been transferred verbatim into the CFU section;

c. the serial number is linked to corrective action field;

d. the period of deferment has been recorded into the CFU section;

e. associated maintenance tasks have been linked and forecast in the SMR section and referenced in the CFU section and corrective action field; and

f. operational limitations and restrictions have been highlighted.

50. Under some circumstances aircraft captains may need to defer an unserviceability. The aircraft captain must assess the unserviceability as suitable for safe flight and must certify such assessment. On release to maintenance, deferred maintenance entered by the aircraft captain must be brought to the attention of the SMM or delegate for review and assessment.

51. When deferred maintenance is to be rectified or the period of deferment expires, an unserviceability must be recorded in accordance with the recording and certification system instructions.



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Special Maintenance Requirements

52. Special Maintenance Requirements (SMR) are used to control supplementary maintenance tasks resulting from the assessment and justification of deferred maintenance or other maintenance task. The SMR is typically restricted to maintenance:

a. of a short-term sequential nature arising from prior maintenance or events, eg re-torques, oil sampling or crack propagation monitoring; or

b. as a consequence of operating in a particular environment or role, eg compressor washes after operation in salt/smoke laden atmosphere.

53. Recording Special Maintenance Requirements. When it is determined that an SMR is required, an unserviceability must be recorded in accordance with the recording and certification system instructions. Each SMR entry must record, as a minimum:

a. Details of the task to be carried out.

b. The unserviceability that raised the SMR.

c. The deferral periodicity (for ‘Recurrent SMRs’) and/or the period of currency.

d. An SMR authorised certification.

54. When a ‘Recurrent SMR’ becomes due or the ‘Period of SMR Currency’ expires, an unserviceability must be recorded and completed in accordance with the recording and certification system instructions.

Changes of Configuration

55. Changes of aircraft configuration affecting aircraft flying characteristics and operating role must be recorded in accordance with the applicable recording and certification system instructions. All removal and installation details must be recorded in the unserviceability field of the recording and certification system.

56. Each change of configuration entry must record the following information:

a. reference to the related unserviceability, eg SNOW, and DTG when the aeronautical product was installed/removed,

b. a brief description of the aeronautical product effecting the changes to configuration, and

c. for closure, reference to the related unserviceability, when the aeronautical product was removed/installed, and DTG.

57. Recording Changes of Configuration. When a change of configuration requires the aircraft to be ‘changed from or returned to standard configuration’, the MM must ensure:

a. the change from or returned to standard configuration is recorded in the unserviceability field of the recording and certification system; and

b. the details of the unserviceability is transferred to the Changes of Configuration Section (CCS) in accordance with the recording and certification system instructions.

AERONAUTICAL PRODUCT CHANGE 58. All removal and installation of aeronautical product in aircraft must be recorded in the recording and certification system. A maintenance control label must be raised in accordance with Section 5 Chapter 1—Aeronautical Product and attached to removed aeronautical product22.

59. Where the removal involves the rectification of a Maintenance Managed Item (MMI), a job number will be allotted to the control label which must be recorded in the field allocated in the recording and certification system.

60. During the removal and installation process of an MMI, the following information must be recorded in the recording and certification system:

a. an unserviceability stating the reason for the removal;

b. Item Name;

c. Logistics support analysis control number (LCN)/Alternate LCN (ALC);

d. Work Area Code/Zone

e. Serial No OFF; and

f. Serial No ON.



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REPLENISHMENT OF CONSUMABLES AND EXPENDABLES

61. All replenishments of consumables, eg petroleum, oil and lubricants, water methanol and oxygen system, as applicable and expendables, eg armament/stores, sonobuoys and life rafts, as applicable must be recorded and certified in accordance with recording and certification system instructions23.

62. All replenishments must be carried out in accordance with authorised maintenance data24. Replenishments must be in the same units as indicated on the aircraft gauges, or as per the container units used to replenish the system, if there are no aircraft gauges.

63. All expendables loaded and unloaded should be identified by: type, position and quantity loaded and unloaded in accordance with authorised maintenance data25.

OPERATIONAL SERVICINGS

64. All operational servicing and other servicing must be conducted, recorded and certified, as applicable and recorded in accordance with the recording and certification system instructions. All operational servicing must be carried out in accordance with authorised maintenance data26.

MAINTENANCE RELEASE OF AIRCRAFT27

65. Prior to an aircraft being accepted for flight by the aircraft captain, the aircraft must be released from maintenance by an MM. The maintenance release indicates that the aircraft has had all required maintenance and preparatory activities carried out and is in a fit state for flight, as indicated below:

a. Any pre-launch requirement, eg leak check, referenced with the applicable unserviceability reference in accordance with the recording and certification system.

b. No maintenance, CFU and SMR will fall due, during the programmed flight/period.

c. All unserviceability and corrective action entries have been completed and certified, since the last ‘CAPTAINS RELEASE.

d. All aircraft servicing data and replenishments, as required, have been carried out and certified.

e. The aircraft is in the required configuration for the flight/period.

f. All composite tool kits and test equipment used have been accounted for, checked and cleared.

g. Where the aircraft is to operate under CC, record the requirement in accordance with Annex A.

h. The location/base the aircraft was released from.

i. A maintenance release process has been conducted and recorded in accordance with the recording and certification system instructions.

Maintenance following Maintenance Release and before Captains Acceptance

66. Maintenance following ‘MAINTENANCE RELEASE’ and before ‘CAPTAINS ACCEPTANCE’ maintenance may be conducted as follows:

a. the ‘MAINTENANCE RELEASE’ certification is negated in accordance with the recording and certification system instructions;

b. normal maintenance procedures are adhered to;

c. on completion, a Partial Before Flight (PBF) servicing (zonal) is performed on the area affected: and

d. the ‘MAINTENANCE RELEASE’ is then certified in accordance with the recording and certification system instructions.

CAPTAINS ACCEPTANCE

Captains Acceptance

67. Captain’s acceptance is the means by which the aircraft captain acknowledges the current state of the aircraft and assumes responsibility for the aircraft until release to maintenance. The captain’s acceptance process is conducted and recorded in accordance with the recording and certification system instructions.



9

68. Where the recording and certification system permits, multiple aircraft captain acceptances may be conducted. This allows for changes of aircraft captain following the first aircraft captains acceptance, without release to maintenance.

69. When an aircraft captain accepts the aircraft from another aircraft captain or from maintenance the acceptance must be in accordance with the recording and certification system. This certification indicates the aircraft is acceptable for the programmed flight/period. Specifically:

a. the loading state, configuration and replenishment state of the aircraft;

b. no maintenance, CFUs and SMRs will fall due during the programmed flight/period.

c. all CFUs are acceptable for the programmed flight/period;

d. the applicable flight servicing has been carried out;

e. the releasing base has been recorded;

f. the ‘MAINTENANCE RELEASE’ has been completed, if applicable; and

g. applicable pre-launch maintenance have been noted, if applicable.

Maintenance following Maintenance Release and Captains Acceptance

70. Where an operational requirement exists, maintenance may be performed on the aircraft following acceptance, provided the task28:

a. is authorised by the Aircraft Captain; and

b. has been authorised by the SMM.

71. The SMM must document in local instructions:

a. a list of pre-authorised maintenance tasks permissible following captains acceptance; and

b. the process by which the aircraft captain authorises maintenance tasks to be performed following aircraft acceptance, which may be verbal or written.

72. Where maintenance is to be carried out following acceptance, the maintenance must be recorded in accordance with the recording and certification system instructions. If the required maintenance develops beyond the scope of the pre-authorised maintenance, the requirement may be either referred to the SMM for authorisation or the aircraft released to maintenance.

CAPTAINS RELEASE

73. The ‘Captains Release’ has provision to record multiple aircraft captain releases. This allows for changes of aircraft captaincy without release to maintenance.

74. When an aircraft captain releases the aircraft to another aircraft captain or to maintenance, their certification indicates as applicable the following has been recorded in the recording and certification system:

a. all flight and operational details;

b. all unserviceabilities, including deferment of required maintenance;

c. the aircraft armament state;

d. the aircraft has been secured in a safe condition; and

e. all replenishments.

ADF APPROVED PAPER-BASED RECORDING AND CERTIFICATION SYSTEM

75. The ADF approved and authorised paper-based recording and certification system is detailed in Section 4 Chapter 3—ADF Approved Paper-Based Recording and Certification System.

ELECTRONIC RECORDING AND CERTIFICATION SYSTEM

76. The ADF approved and authorised electronic recording and certification systems take varying forms which must be operated in accordance with the systems instructions.



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AUTHORITATIVE DATA SOURCE

77. If any discrepancy arises between the operational data recorded in the recording and certification system and the data recorded in the Form EE360, Flight Authorisation Book/Aircrew Authorisation Log or other recording document, the recording and certification system shall be the authoritative data source.

AIRCRAFT LOG PACK

78. Before an aircraft is accepted into the ADF, an Aircraft Log Pack must be raised. Instructions on the raising and use of an Aircraft Log Pack are detailed in Annex B29.

QUARANTINE OF MAINTENANCE RECORDS FOLLOWING AIRCRAFT ACCIDENT OR INCIDENT30

79. When an aircraft accident or incident is reported, the SMM or delegate must ensure that the aircraft’s applicable recording and certification system and any associated record is placed in quarantine.

RETENTION AND ARCHIVING OF MAINTENANCE RECORDS

80. AMOs must retain and dispose of aircraft and aeronautical product maintenance records in accordance with Annex C.

Annexes:

A. Continuous Charge B. Aircraft Log Pack C. Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records 1 TAREG 5.2.1 2 TAREG 5.1.2 3 TAREG 5.1.1 and TAREG 5.1.2.b 4 TAREG 5.2.2 5 TAREG 5.2.1f(2) 6 TAREG 5.1.2 7 TAREG 5.1.2d 8 TAREG 5.1.2d 9 TAREG 5.1.2d 10 TAREG 5.1.3a 11 TAREG 5.1.2b 12 TAREG 5.1.2b 13 TAREG 5.1.2b 14 TAREG 5.1.3 15 TAREG 5.3.1 16 TAREG 5.2.1c 17 TAREG 5.4.1c,e 18 TAREG 5.1.2b,d 19 TAREG 5.1.2 20 TAREG 5.2.2 21 TAREG 5.1.6 22 TAREG 5.4.3c(6) 23 TAREG 5.1.2 24 TAREG 5.1.1e 25 TAREG 5.1.1e 26 TAREG 5.1.1e 27 TAREG 5.1.4 28 TAREG 5.1.4c 29 TAREG 3.5.4a 30 TAREG 5.5.1b



2A–1

CONTINUOUS CHARGE

Table of Contents INTRODUCTION ............................................................................................................................................. 1 DURATION LIMITS ......................................................................................................................................... 1 OPERATIONAL PROCEDURE....................................................................................................................... 1

Authorisation for Continuous Charge ........................................................................................................... 1 Maintenance Release................................................................................................................................... 2 Aircraft Captains Acceptance....................................................................................................................... 2 Aircraft Captaincy Transfer........................................................................................................................... 2 Release to Maintenance............................................................................................................................... 2

SERVICINGS AND REPLENISHMENTS........................................................................................................ 2 Operational and Special Servicings ............................................................................................................ 2 Replenishment procedures .......................................................................................................................... 2 Armament loading procedures ..................................................................................................................... 3

CHANGES OF CONFIGURATION ................................................................................................................. 3 MAINTENANCE WHILST UNDER CONTINUOUS CHARGE........................................................................ 3

INTRODUCTION

1. Continuous Charge (CC) permits continuous operation of an aircraft under one or more consecutive Aircraft Captains without release to maintenance. CC allows the loading/replenishment of consumables, weapons and expendable air stores, the carrying out of flight servicing and engine starts/shutdowns, within a period not exceeding the Engineering Limit specified by the Senior Maintenance Manager (SMM) or delegate in the recording and certification system.

NOTE

• CC is currently used by Navy and meets technical airworthiness requirements. Although the procedure laid down in this Annex may be used by all services, because of potential operational airworthiness implications, Air Force and Army AMOs must obtain approval from their respective Force Element Group (FEG) Commander prior to implementing CC procedures.

2. This annex prescribes the AMO responsibilities when operating State aircraft under CC in support of ADF Technical Airworthiness Regulation 5. 1. 4—Maintenance Release of Aircraft.

DURATION LIMITS

3. CC commences on acceptance of the aircraft by the Aircraft Captain and ceases when:

a. the Engineering Limit expires,

b. an unserviceability arises that is not within the Aircraft Captains authority to carry forward,

c. a major configuration change is required,

d. the accepting Aircraft Captain considers the aircraft state is unsuitable for the intended mission or airworthiness has been compromised, or

e. the Aircraft Captain releases the aircraft back to maintenance.

OPERATIONAL PROCEDURE

Authorisation for Continuous Charge1

4. On each occasion an aircraft is to operate under CC, the MM authorising CC must identify the aircraft is under ‘CC’ and the Engineering Limit in accordance with the recording and certification system instructions. For example, an aircrafts current airframe hours (AFHR) is 4379.2, no maintenance is due until 4395.8 AFHR. Therefore, the MM enters ‘CC – 4395.8 AFHR’. This entry must be certified in accordance with the recording and certification system instructions.



2A–2

NOTE

• CC is permissible for any period of time up to the next scheduled maintenance. In the example above a maximum CC of 16.6 AFHR up to 4395.8 AFHR.

Maintenance Release2

5. The MM is responsible for completing the maintenance release in accordance with the recording and certification instructions.

Aircraft Captains Acceptance

6. Upon Captains Acceptance under CC, the aircraft captain is certifying acceptance of the aircrafts Engineering Limit specified in the maintenance release field and the aircraft will be returned to maintenance when one of the occurrences in paragraph 3 occurs.

Aircraft Captaincy Transfer

7. On completion of each aircraft captaincy transfer, the releasing Aircraft Captain must enter in the recording and certification system flight details, any unserviceability, replenishment of consumables and expendables in the allocated fields3.

NOTE

• If any unserviceability, or any previously authorised Carried Forward Unserviceability (CFU), is considered unacceptable by the accepting Aircraft Captain, the aircraft must be released to maintenance.

8. Unserviceabilities considered acceptable for CC must be transferred to the ‘CFU’ field in accordance with the recording and certification system instructions4.

9. On completing the recording requirements for release, the releasing Aircraft Captain must certify the ‘Captains Release’ field and then carry out a ‘Maintenance Release’ for the next Aircraft Captain. The releasing Aircraft Captain is responsible for the aircraft until it is transferred to another Aircraft Captain or the aircraft is Released to Maintenance (RTM). The releasing Aircraft Captain must complete the ‘Maintenance Release’ in accordance with Section 4 Chapter 2 and in accordance with the recording and certification instructions.

Release to Maintenance

10. On completion of CC, when the aircraft is RTM, the releasing aircraft captain must release the aircraft in accordance with the recording and certification system instructions. The releasing aircraft captain must notify the MM of all CFUs made under CC. The releasing Aircraft Captain must ensure all unserviceabilities arising during the last flight are entered in the recording and certification system5. All CFUs arising during the CC period must be actioned by the MM as appropriate.

SERVICINGS AND REPLENISHMENTS

Operational and Special Servicings

11. The requirement to carry out operational and special servicings remains applicable during CC. If the period of CC extends across an operational or special servicing, eg Before Flight (BF) or Night Flying Special Servicing, the BF or Special Servicing must be undertaken at the next shutdown without cessation of CC. Whilst operating under CC, the operational and special servicings must be carried out by authorised maintenance personnel, and must be recorded and certified in accordance with Section 4 Chapter 2 and the recording and certification system instructions.

Replenishment procedures

12. During CC operations the consumable states, petroleum, oil and lubricants, oxygen etc as applicable must be recorded and certified in accordance with Section 4 Chapter 2 and the recording and certification system instructions. If the aircraft was replenished, authorised aircrew must record the state, source and quantity of the replenishment and certify in accordance with Section 4 Chapter 2 and the recording and certification system instructions.



2A–3

Armament loading procedures

13. During CC, authorised maintenance personnel loading and unloading armament must record and certify in accordance with Section 4 Chapter 2 and the recording and certification system instructions. Authorised aircrew must enter current armament state in accordance with the recording and certification system instructions.

CHANGES OF CONFIGURATION

14. The MM may authorise changes of configuration during CC. Changes of configuration tasks that may be carried out during CC must be promulgated.

15. When a requirement for a change of configuration occurs during CC, an entry must be made in the allocated field of the recording and certification system: ‘Change of configuration to be carried out, aircraft to remain under CC’.

16. The change of configuration must be recorded and certified in accordance with Section 4 Chapter 2 and the recording and certification system instructions.

17. On completion of the change of configuration, the entry for the requirement for the change of configuration must be closed with an entry in the corrective action field: ‘Change of configuration carried out, SNOW refers’, and certified in accordance with the recording and certification system instructions.

MAINTENANCE WHILST UNDER CONTINUOUS CHARGE

18. Where operational requirements exist, maintenance is permissible whilst the aircraft is under CC. Maintenance performed under CC is considered ‘Maintenance following captains acceptance’ and must be performed in accordance with Section 4 Chapter 26. 1 TAREG 5.1.2 2 TAREG 5.1.4 3 TAREG 5.2.1.b,c 4 TAREG 5.1.6.d 5 TAREG 5.2.1.b,c 6 TAREG 5.1.4.c



2A–4

Blank Page



2B–1

AIRCRAFT LOG PACK

Table of Contents INTRODUCTION ............................................................................................................................................. 1 AIRCRAFT LOG PACK CONTENTS.............................................................................................................. 1

Log Format ................................................................................................................................................... 1 Aircraft Log ................................................................................................................................................... 2 ADF Usage Monitoring Data ........................................................................................................................ 2 Component Log............................................................................................................................................ 2 Engine Log ................................................................................................................................................... 3 Engine Module Log ...................................................................................................................................... 3 Inspection and Test Certificate–Aircraft or Engine....................................................................................... 4 Aircraft Corrosion Record............................................................................................................................. 4 Wing Log ...................................................................................................................................................... 4

LOG PACK MANAGEMENT........................................................................................................................... 4 Inspection ..................................................................................................................................................... 4 Closing a Log Pack ...................................................................................................................................... 4

Appendix: ....................................................................................................................................................... 5 1. ADF Usage Monitoring Data

INTRODUCTION

1. The Aircraft Log Pack is a consolidated record of all maintenance activity and operations undertaken on a specific Aircraft, and is required to comply with AAP 7001.053(AM1) Technical Airworthiness Regulation 5.2.1— Maintenance Records and Documentation Requirements.

AIRCRAFT LOG PACK CONTENTS

2. Aircraft Log Pack records may be paper-based records, in electronic format, or as combination of both. The Aircraft Log Pack may include, but is not limited to, the following:

a. Aircraft Log,

b. ADF Usage Monitoring Data1,

c. Component Log,

d. Aircraft Engine Log,

e. Aircraft Engine Module Log,

f. Inspection and Test Certificate–Aircraft or Engine,

g. Aircraft Corrosion Record,

h. Aircraft Wing Log, and

i. other records as defined by the Systems Program Office (SPO).

3. Further records to be considered for inclusion are detailed in Section 4 Chapter 2 Annex C—Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records

Log Format

4. With the advent of electronic maintenance management systems, the format of a log is to be determined by the relevant SPO. However, where the SPO has not defined a format, the following format can be applied:

a. Section 1—Aircraft log section contains the technical history of the aircraft, engine or engine module or wings;

b. Section 2—Modification log section contains a summary of the modifications;

c. Section 3—Technical instructions log section contains a summary special technical instructions;



2B–2

d. Section 4—Miscellaneous log section contains: applicable certificates, eg weight and balance data, wear debris analysis, etc; noteworthy occurrences and incidents, eg overtorques, aircraft accidents, etc; and information as required by the SPO; and

e. Continuation binder—The continuation binder contains completed hardcopy aircraft maintenance documentation, including Form EE500, Form EE505, Form EE508, servicing schedule work cards, worksheets and aircraft supplementary information.

Aircraft Log

5. The Aircraft log is a record of the operational, technical and maintenance history of an aircraft. The following information must be recorded:

a. operational utilisation and cumulative totals of aircraft events specified in the type Technical Maintenance Plan (TMP) or equivalent;

b. scheduled and unscheduled servicing, maintenance, rectification and repair performed on the aircraft;

c. removal, installation and installed scheduled and unscheduled servicings, maintenance, rectification of aircraft engines, engine modules, Auxiliary Power Units (APU), Gas Turbine Compressors (GTC) and fatigue critical components;

d. significant aircraft accidents, incidents, occurrences and associated reports;

e. flight test reports and results;

f. allotment details of the aircraft;

g. aircraft weight and balance;

h. Modifications (Mods), Special Technical Instructions (STIs) and Maintenance Directives (MDs) incorporation;

i. authorised and applied deferment of required maintenance, maintenance interval extensions, deviations, and other dispositions; and

j. history for installed aeronautical product.

ADF Usage Monitoring Data 6. ADF Usage Monitoring data is a record of the expended fatigue life of an aircraft. The use and operation of the data must be in accordance with this Annex and Appendix 1.

Component Log 7. The component log is used as the component history recording system for monitoring the history of aeronautical product which must not or is not recorded in other recording and certification systems, eg non-MMIs, CCIs etc. The paper-based component log is Form EE515—Component Log. The Component Log must contain the following information:

a. a description of the aeronautical product, including Technical Maintenance Code (TMC) or End item Acronym Code/Logistics System Analysis Control Number/Alternate Logistics System Analysis Control Number (EIAC/LCN/ALC), Serial No and Engineering Name;

b. ‘time since new’ of the aeronautical product;

c. hours of operation or number of events of the aeronautical product on each installation;

d. number of overhauls or bay services carried out on the aeronautical product;

e. hours of operation or number of events for the aeronautical product since the last overhaul or bay service;

f. hours of operation or number of events at which the next overhaul or bay service is due;

g. reason for removal of the aeronautical product;

h. historical details of aeronautical product unserviceabilities;

i. repair or overhaul details for the aeronautical product;

j. MODs and STIs incorporated in the aeronautical product; and

k. details of work carried out on the aeronautical product during the current overhaul cycle.



2B–3

Engine Log

8. The Engine Log is a record of the operational, technical and maintenance history of an aircraft engine, Auxiliary Power Unit (APU) or Gas Turbine Compressor (GTC). The paper based Aircraft Engine Log is Form EE516—Aircraft Engine Log. The Aircraft Engine Log must contain the following records:

a. identification details of the aircraft engine, APU or GTC by serial number, part number, application, TMC, or EIAC/LCN/ALC and name;

b. current cumulative totals of aircraft engine, APU or GTC events as specified in the type TMP or equivalent;

c. scheduled and unscheduled servicing, maintenance, rectification and repair performed on the aircraft engine, APU or GTC, and the event total at which the activity occurred;

d. removal and installation details of the aircraft engine, APU or GTC, and the event total at which the activity occurred;

e. allotment details of the aircraft engine, APU or GTC;

f. significant accidents, incidents, occurrences and associated reports;

g. Modification (MOD), Special Technical Instruction (STI) and Maintenance Directive (MD) incorporation;

h. maintenance documentation issued in support of scheduled and unscheduled maintenance, rectification and repair performed on the aircraft engine, APU or GTC;

i. test bed and uninstalled aircraft engine, APU or GTC operating events as specified in the type TMP; and

j. authorised and applied deferment of required maintenance, maintenance interval extensions, deviations, and other dispositions.

Engine Module Log

9. The Engine Module Log is a record of the technical history of an aircraft engine module. The paper based Aircraft Engine Module is Form AM203—Aircraft Engine Module Log. The Engine Module Log must contain the following records:

a. identification details of the aircraft engine module by serial number, part number, application, TMC or EIAC/LCN/ALC and name;

b. current cumulative totals of aircraft engine module events as specified in the type TMP or equivalent;

c. scheduled and unscheduled servicing, maintenance, rectification and repair performed on the aircraft engine module, and the event total at which the activity occurred;

d. removal and installation details of the aircraft engine module, and the event total at which the activity occurred;

e. allotment details of the aircraft engine module, if applicable;

f. significant accidents, incidents, occurrences and associated reports;

g. Modification (MOD), Special Technical Instruction (STI) and Maintenance Directive (MD) incorporation;

h. maintenance documentation issued in support of scheduled and unscheduled maintenance, rectification and repair performed on the aircraft engine module;

i. test bed and uninstalled aircraft engine module operating events as specified in the type TMP or equivalent; and

j. authorised and applied deferment of required maintenance, maintenance interval extensions, deviations, and other dispositions.



2B–4

Inspection and Test Certificate–Aircraft or Engine

10. The Inspection and Test Certificate is provided to indicate an aircraft or engine is fit for service. The certificate must be retained in the appropriate Log. The Inspection and Test Certificate may come in different forms, such as a Form AM055—Inspection and Test Certificate–Aircraft or Engine, Certificate of Conformance (CoC) or SG001—Supplies Acceptance Certificate. The SMM or delegate must complete the certificate on the following occasions:

a. on initial acceptance of the aircraft or engine,

b. on completion of an aircraft servicing or repair at a Deeper Maintenance (DM) Approved Maintenance Organisation (AMO), and

c. on completion of an engine servicing or repair at a DM AMO.

Aircraft Corrosion Record

11. The Aircraft Corrosion Record is used to record all corrosion rectification carried out on an aircraft. The record must contain a brief description of the type and amount of corrosion and must be transcribed from the Aircraft primary recording and certification system. The paper based Corrosion record is Form TAM019–1—Aircraft Corrosion Record. Each aircraft type has its own form for the diagrammatical recording of the position of the corrosion.

12. Corrosion must be identified with a ‘RED’ marker to indicate internal corrosion, and a ‘BLUE’ marker to indicate external corrosion. The Aircraft Corrosion Record must be retained in the applicable Aircraft Log.

Wing Log

13. The Wing Log is a history of events which are significant over the life of readily interchangeable aircraft wings. The Wing Log must record the following records:

a. wing history and maintenance,

b. wing modifications,

c. wing technical instructions and results,

d. specialised structural build standards unique to each wing,

e. engineering concessions,

f. all non-standard repairs carried out, and

g. wing related Non Destructive Testing (NDT) results.

LOG PACK MANAGEMENT

Inspection

14. The AMO must ensure that Log Packs are reviewed for record security, condition, completeness and accuracy on a periodic basis not exceeding 12 months.

Closing a Log Pack

15. Where the SPO has authorised an aircraft or aeronautical product to be written off, converted to components or disposed of, the AMO, on receipt of SPO authority, must carry out the following:

a. update the current forms and record significant occurrences and incidents up to the date the aircraft or aeronautical product was written off or converted to components;

b. rule off the current form in RED after the last entry;

c. write ‘LOG CLOSED’ and the authority for this action, date and sign the current form;

d. place a copy of the condition report, if raised, in the Miscellaneous Log of the applicable Log;

e. complete any applicable electronic transactions; and

f. print any applicable electronic reports.



2B–5

16. The AMOs SMM or delegate must:

a. examine the Log Pack and ensure all actions have been taken;

b. sign Section 1 of the hardcopy log or complete any equivalent electronic transaction; and

c. forward the Log Pack to the responsible SPO for further action or retention in accordance with Annex C.

Appendix:

1. ADF Usage Monitoring Data 1 TAREG 3.5.4a



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AAP 7001.059(AM1) Appendix 1 to Annex B to Sect 4 Chap 2

2B1–1

ADF USAGE MONITORING DATA

INTRODUCTION

1. All ADF aircraft are required to employ a usage monitoring system to adequately provide a method for through life fatigue assessment. The usage of all ADF aircraft is monitored using a usage monitoring system particular to each platform, whether this be a paper-based system (Form EE360) or an electronic equivalent. Usage data is completed according to the specific platform requirements and always at the end of every flight. Aircrew and flight line or Maintenance Control Office (MCO) personnel for all ADF owned aircraft complete these forms. Usage data collected on these forms represents a fundamental tool in the management of ADF technical airworthiness and is therefore to be regarded with the utmost importance.

2. All Form EE360 usage data, including fatigue meter data for Air Force aircraft, are stored centrally on the Fatigue Analysis Management Information System 2 (FAMIS2) server. This server is managed by Aircraft Structural Integrity (ASI) section of the Directorate General Technical Airworthiness (DGTA). Some AMOs enter data into FAMIS2 directly using specialist terminals in the MCO whilst others return completed forms to the contractor via mail/email for data entry.

GENERAL REQUIREMENTS

3. ADF aircraft are not to be maintenance released for next flight until the Form EE360 line(s) or electronic equivalent entries associated with the previous flight, have been fully completed by both aircrew and flight line or MCO personnel in their respective areas. Flight line and MCO personnel are to check all entries, advising aircrew of discrepancies for corrective action.

COMPLETION OF ADF USAGE MONITORING FORMS

4. The specific to type codes and instructions to be used when recording Form EE360 data are listed on the inside cover of each Form EE360 pad or provided separately in the case of the Navy Form EE360. These are the authoritative source of acceptable codes for all aircraft types unless advised otherwise by DGTA–ADF. As the sponsor of all variants of the Form EE360, any errors are to be reported to DGTA-ASI3A.

AIRCREW/FLIGHT LINE MAINTENANCE PERSONNEL RESPONSIBILITIES

5. The aircraft captain is responsible for completing all generic flight information including the date of flight, the duration of flight, the take-off base code, stores and weight information as well as mission or type of flight codes, immediately after each flight. For multi-flight Form EE360 variants, where multiple sets of weight or other generic flight information is to be recorded for the one flight, a new line is to be completed for each flight.

6. For aircraft fitted with fatigue meters, aircrew or flight line maintenance personnel, depending on aircraft type, are to read and record fatigue meter data following each flight.

MCO MANAGER RESPONSIBILITIES

7. The OIC MCO must maintain a sequential filing system for copies of the Form EE360 variant used by the AMO, and ensure that:

a. The sheets are raised in accordance with the instructions on the inside front cover of the book of sheets, or as provided separately for Navy aircraft.

b. The sheet serial number (SSN) is correctly recorded in sequence when a new sheet is raised.

c. All recorded information is entered onto the sheet for each flight (including ground runs) and checked for accuracy in accordance with the instructions, before the sheet is dispatched.

d. Duplicate sheets are filed by aircraft number and are to be retained in accordance with Section 4 Chapter 2 Annex C—Retention and Archiving of Aircraft and Aeronautical Product Maintenance Documentation.

e. On allotment of an aircraft, the duplicate sheet remains with the aircraft log book while current and completed original sheets are to be dispatched or entered into the FAMIS2 system.



2B1–2

f. Semi-completed sheets for aircraft that are to undergo scheduled maintenance or modification lasting in excess of one calendar month are ruled off, details of the maintenance/modification recorded and dispatched or entered into the FAMIS2 system as normal.

g. At the beginning of each month, all EE360 forms containing usage data, regardless of whether space remains for further flights, are reported to the FAMIS2 System by the 10th working day of the month. For:

(1) Forms submitted to QinetiQ AeroStructures for reporting—Detach all completed and partially completed forms from the Form EE360 booklet and despatch to QinetiQ AeroStructures early enough to ensure they arrive prior to the 10th day of each month.

(2) Forms Reported on Site—Ensure all completed and partially completed sheets are entered into the FAMIS2 System and despatch to QinetiQ AeroStructures early enough to ensure they arrive prior to the 10th day of each month.

(3) Aircraft on deployment—Take the necessary steps to achieve the timings identified above, or where not possible, advise QinetiQ AeroStructures by telephone or email of the potential delays.

ADF USAGE MONITORING KEY CONTACT DETAILS

8. Form EE360 sponsor and DGTA–ASI point of contact is:

DGTA–ASI3A Bldg L474–B2–Sth RAAF Williams LAVERTON VIC 3027

Tel: (03) 9256 3950 Fax: (03) 9256 3488

9. For the processing of Forms EE360 and electronic data or any issues/queries relating to usage monitoring data, contact QinetiQ AeroStructures at:

Usage Monitoring QinetiQ AeroStructures Level 3, 210 Kingsway SOUTH MELBOURNE VIC 3205

Tel: (03) 9694 1000 (Reception – ask for Usage Section) Fax: (03) 6964 1001 Email: [email protected]



2C–1

RETENTION AND ARCHIVING OF AIRCRAFT AND AERONAUTICAL PRODUCT MAINTENANCE RECORDS

INTRODUCTION

1. Records Disposal Authority (RDA) No. 832—Equipment and Component Records is the authority for the retention and disposal of aircraft and aeronautical product maintenance records. This authority is used to sentence records and allows the sentencing officer to determine the appropriate retention and disposal action for the records. Advice on sentencing can be obtained from the regional Australian Archives office.

2. Records with a security classification of Confidential and above may require specific management in accordance with POLMAN3—Defence Records Management Policy Manual; and DSM—Defence Security Manual or ADFP 6.0.3.1—Communications Security Instructions, as applicable.

ARCHIVAL PROCEDURES

3. Records to be archived must be forwarded to the regional Australian Archives office in archive boxes. The Defence recommended archive box is the ‘Fellowes 800 Mini Archive Box’ which is the responsibility of the Approved Maintenance Organisation (AMO) to purchase.

4. Each box must contain maintenance records pertaining to only one aircraft or aeronautical product. Security classifications must not be displayed on the box. Once the boxes are packed with maintenance records, the following information must be annotated at one end of each box:

a. the allocated reference number; and

b. the box number.

APPROVED MAINTENANCE ORGANISATION RECORDING

5. Where aircraft and aeronautical product records are to be forwarded to the regional office of Australian Archives, the AMO must ensure all information relating to the aircraft and aeronautical product records are readily identifiable, available and accessible.

Aircraft Maintenance Records

6. AMOs are required to develop a spreadsheet to record the following information for future reference:

a. the responsible Systems Program Office (SPO);

b. allocated consignment reference number;

c. box number;

d. tail number of the relevant aircraft;

e. security classification, eg unclassified or restricted;

f. the date of the first entry on the first record in the box;

g. the date of the last entry on the last record in the box;

h. range of Form EE500 serial numbers placed in the box, if applicable; and

i. the anticipated time when the aircraft will be withdrawn from service, if known.

Aeronautical Product Maintenance Records

7. AMOs are required to develop a spreadsheet to record the following information for future reference:

a. responsible SPO;

b. allocated consignment reference number;

c. box number;

d. item name;

e. item Maintenance Reference Number/Manufactures CAGE Code;

f. item Serial number;

g. date or range of dates for records, and

h. security classification, eg unclassified or restricted.



2C–2

8. The AMO may include additional information in the spreadsheet if it will enhance record/box recognition for retrieval.

RETRIEVAL OF ARCHIVED RECORDS

9. Aircraft and aeronautical product records may be withdrawn for official reference purposes through the Australian Archives lending service.

CONSIDERATION FOR RETENTION OF MAINTENANCE RECORDS

10. Although not exhaustive, the following list identifies aircraft and aeronautical product records that must be considered for retention:

1. ACLOGP (Historical). 2. MILOGP (Historical). 3. Compass/Fourier Analysis Log Book. 4. Vibration Analysis Reports. 5. Wear Debris Analysis. 6. Corrosion Record. 7. Weight and Balance Sheets. 8. Inspection and Test Certificates. 9. Maintenance Test Flight Reports. 10. Engine Power Performance Records. 11. Summary of Significant Occurrences and Events. 12. Survey Reports. 13. Allotment/Transfer Certificates. 14. Certificate of Conformance. 15. SG001—Supplies Acceptance Certificate. 16. Form AM055—Inspection and Test Certificate–Aircraft or Engine. 17. Form EE360—General Fatigue Data Record. 18. Form EE435M3—Maintenance Activity Analysis and Reporting System. 19. CAMM2 SERV TRAVTAG. 20. CAMM2 Down TRAVTAG. 21. Maintenance Form Raised Record. 22. Form EE500—Maintenance Form original, including ASI sheets. 23. Form EE500 yellow sheet where the Form EE500 white sheet is missing or has not been recovered. 24. Form EE500–A—Maintenance Form Simulator original, including ASI sheets. 25. Form EE500–A yellow sheet where the Form EE500–A white sheet is missing. 26. Used CFU sheets not transferred to the superseding recording and certification system. 27. Form EE505—Servicing Record Certificate. 28. Form EE507—Aeronautical Product Maintenance Record. 29. Form EE508—Record of Unserviceabilities and Component Changes. 30. Form EE515—Component Log. 31. Maintenance Work Packs. 32. Guided Weapon Maintenance Documentation. 33. Aeronautical Life Support Equipment Documentation. 34. Servicing Schedule Work Cards. 35. Maintenance Worksheets. 36. CFU Records. 37. CFU Authorisation Forms. 38. Maintenance Interval Extension Requests (MIERS). 39. MIER Approvals. 40. AMO Specimen Signature Log.



1

SECTION 4

CHAPTER 3

ADF APPROVED PAPER-BASED RECORDING AND CERTIFICATION SYSTEM

Table of Contents

INTRODUCTION ............................................................................................................................................. 1 Form EE500—Maintenance Form ............................................................................................................... 1 Form EE500–A—Maintenance Form Simulator........................................................................................... 1 Form EE515—Component Log.................................................................................................................... 1 Guided Weapon Maintenance Documentation ............................................................................................ 2 Maintenance Work Pack .............................................................................................................................. 2 Form EE507—Aeronautical Product Maintenance Record.......................................................................... 2 Form EE502—Maintenance Notification ...................................................................................................... 2 Form EE505—Servicing Record Certificate................................................................................................. 2 Form EE508—Record of Unserviceabilities and Component Changes ...................................................... 2 Servicing Schedule Work Cards .................................................................................................................. 2 Maintenance Worksheets............................................................................................................................. 2

AUTHORITATIVE DATA SOURCE ................................................................................................................ 2 RETENTION AND ARCHIVING OF MAINTENANCE RECORDS ................................................................. 2 Annexes .......................................................................................................................................................... 3 A. Form EE500—Maintenance Form B. Form EE500–A—Maintenance Form Simulator C. Form EE515—Component Log D. Guided Weapon Maintenance Documentation E. Maintenance Work Pack F. Form EE507—Aeronautical Product Maintenance Record G. Form EE502—Maintenance Notification H. Form EE505—Servicing Record Certificate I. Form EE508—Record of Unserviceabilities and Component Changes J. Servicing Schedule Work Cards K. Maintenance Worksheets

INTRODUCTION

1. The ADF approved and authorised paper-based recording and certification system documents are as follows.

Form EE500—Maintenance Form

2. Form EE500—Maintenance Form is the primary paper-based record and certificate for the current operational and serviceability status of an aircraft. The Form EE500 is sponsored by the sponsor System Program Office (SPO), and may be applicable to more than one aircraft type.

3. The use and operation of the Form EE500 must be in accordance with Annex A1. However, where a SPO requires specific information to be recorded, which is not covered at Annex A, the recording and certification requirements must be documented in authorised maintenance data2.

Form EE500–A—Maintenance Form Simulator

4. Form EE500–A—Maintenance Form Simulator is the primary paper-based record and certificate for the current operational and serviceability status of a simulator. The use and operation of the Form EE500–A must be in accordance with Annex B3.

Form EE515—Component Log

5. Form EE515—Component Log is the primary paper-based record and certificate for the current operational and serviceability status of equipment/component which cannot or must not be recorded on other primary recording and certification systems. The use and operation of the Form EE515 must be in accordance with Annex C4.



2

Guided Weapon Maintenance Documentation

6. The ADF system for guided weapon maintenance documentation provides a standardised format for the gathering and presentation of technical information. The use and operation of Guided Weapon Maintenance Documentation must be in accordance with Annex D5.

Maintenance Work Pack

7. Maintenance documentation must be able to accurately reflect the maintenance tasks carried out and identify personnel who completed each maintenance task6. A Maintenance Work Pack provides a means of control of paper-based maintenance documentation for scheduled and unscheduled maintenance. The use and operation of the Maintenance Work Pack must be in accordance with Annex E7.

Form EE507—Aeronautical Product Maintenance Record

8. Form EE507—Aeronautical Product Maintenance Record may be used to record maintenance and detail the serviceability state of aeronautical product removed from an aircraft8. Its intended use is for aeronautical product that is not TMP managed to facilitate the recording of maintenance conducted within an AMO. The completed Form EE507 provides traceability of maintenance conducted on aeronautical product and the recording of removal and installation details. The Form EE507 provides an alternative to using Form EE508, Form EE435, Form EE059 and Form EE209. The use and operation of the Form EE507 must be in accordance with Annex F9.

Form EE502—Maintenance Notification

9. Form EE502—Maintenance Notification form is used to initiate maintenance requirements not called out by Form EE505, Form EE508 and Servicing Schedules. The use and operation of the Form EE502 must be in accordance with Annex G10.

Form EE505—Servicing Record Certificate

10. Form EE505—Servicing Record Certificate is used to control a series of Form EE508 worksheets, Servicing Schedule Work Cards and/or maintenance worksheets, as required. The use and operation of the Form EE505 must be in accordance with Annex H11.

Form EE508—Record of Unserviceabilities and Component Changes12

11. Form EE508—Record of Unserviceabilities and Component Changes is used to provide a record of unserviceabilities, corrective actions and certifications performed on an aircraft. Form EE508 can be used as an extension to the Form EE500, or for discrete tasks. The use and operation of the Form EE508 must be in accordance with Annex I.

Servicing Schedule Work Cards

12. Servicing Schedule Work Cards are used to detail tasks required to be conducted in a Scheduled Servicing, overhaul (OH), bay service (BS), modification (MOD) or repair task on an aircraft or aeronautical product where the responsible SPO has deemed the task as complex, eg engine change. The use and operation of Servicing Schedule Work Cards must be in accordance with Annex J13.

Maintenance Worksheets

13. Maintenance Worksheets are used where the removal and installation task is complex and Servicing Schedule Work Cards have not been raised. They are used to document certification points in the task with one or more trades. The use and operation of Maintenance Worksheets must be in accordance with Annex K14.

AUTHORITATIVE DATA SOURCE

14. If any discrepancy arises between the operational data recorded in the recording and certification system and the data recorded in the Form EE360, Flight Authorisation Book/Aircrew Authorisation Log or other recording document, the recording and certification system (document) shall be the authoritative data source.

RETENTION AND ARCHIVING OF MAINTENANCE RECORDS

15. AMOs must retain and dispose of aircraft and aeronautical product maintenance records in accordance with Section 4 Chapter 2 Annex C—Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records.



3

Annexes:

A. Form EE500—Maintenance Form B. Form EE500–A—Maintenance Form Simulator C. Form EE515—Component Log D. Guided Weapon Maintenance Documentation E. Maintenance Work Pack F. Form EE507—Aeronautical Product Maintenance Record G. Form EE502—Maintenance Notification H. Form EE505—Servicing Record Certificate I. Form EE508—Record of Unserviceabilities and Component Changes J. Servicing Schedule Work Cards K. Maintenance Worksheets 1 TAREG 5.1.2 and TAREG 5.2.1 2 TAREG 5.1.1a 3 TAREG 5.1.2 and TAREG 5.2.1 4 TAREG 5.1.2 and TAREG 5.2.1 5 TAREG 5.1.2 and TAREG 5.2.1 6 TAREG 5.1.2b and TAREG 5.2.1b,c,d 7 TAREG 5.1.2 and TAREG 5.2.1 8 TAREG 5.1.2b and TAREG 5.2.1b,c,d 9 TAREG 5.1.2 and TAREG 5.2.1 10 TAREG 5.1.2 and TAREG 5.2.1 11 TAREG 5.1.2 and TAREG 5.2.1 12 TAREG 5.1.2 and TAREG 5.2.1 13 TAREG 5.1.2 and TAREG 5.2.1 14 TAREG 5.1.2 and TAREG 5.2.1



4

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3A–1

FORM EE500—MAINTENANCE FORM

Table of Contents INTRODUCTION ............................................................................................................................................. 1 DEFINITIONS .................................................................................................................................................. 2

Worksheet .................................................................................................................................................... 2 Serial Number of Work ................................................................................................................................. 2

FORM EE500 MAINTENANCE FORM ........................................................................................................... 2 AIRCRAFT SUPPLEMENTARY INFORMATION........................................................................................... 2

Additional ASI Sheets................................................................................................................................... 2 AIRCRAFT LEADING PARTICULARS .......................................................................................................... 3 CARRIED FORWARD UNSERVICEABILITY................................................................................................. 3

Recording the Carried Forward Unserviceability.......................................................................................... 3 Rectification of Carried Forward Unserviceabilities ..................................................................................... 4 Transferring Multiple Unserviceabilities to the CFU Section........................................................................ 4

SPECIAL MAINTENANCE REQUIREMENTS................................................................................................ 5 Recording of Special Maintenance Requirements....................................................................................... 5

CHANGES OF CONFIGURATION ................................................................................................................. 5 Recording Changes of Configuration ........................................................................................................... 6

MAINTENANCE WORKSHEET PAD ............................................................................................................. 6 Green Sheet ................................................................................................................................................. 6 White Sheet .................................................................................................................................................. 6 Yellow Sheet ................................................................................................................................................ 7

USING THE MAINTENANCE WORKSHEET PAD ........................................................................................ 7 Captains Release ......................................................................................................................................... 7 Recording Unserviceabilities........................................................................................................................ 7 Recording the corrective action.................................................................................................................... 9 Certification of the corrective action ............................................................................................................. 9 Aeronautical Product Change ...................................................................................................................... 9 Replenishment ............................................................................................................................................. 9 Operational Servicing Data ........................................................................................................................ 10 Routine/Special Servicing .......................................................................................................................... 10 Next Maintenance ...................................................................................................................................... 10 Maintenance Release of Aircraft ................................................................................................................ 10 Captains Acceptance ................................................................................................................................. 11

RAISING A NEW FORM EE500 ................................................................................................................... 12 Transferring Aircraft Supplementary Information ....................................................................................... 12 Expired Form EE500 .................................................................................................................................. 13

DOCUMENT CONTROL ............................................................................................................................... 13 Appendix....................................................................................................................................................... 13 1. Recording Continuous Charge

INTRODUCTION

1. The Form EE500—Maintenance Form is the ADF approved aircraft paper-based maintenance and operational certificate which details its current configuration and serviceability state. The information detailed below is the minimum requirement and forms an integral part of aircraft technical airworthiness.

2. This annex prescribes the information required to be completed on the Form EE500. AMOs must promulgate in locally issued orders and instructions the operation of the Form EE500 for information other than that covered in this Annex.



3A–2

DEFINITIONS

Worksheet

3. The worksheet is the current white sheet of the Form EE500 in use. Where consecutive white worksheets are opened, they collectively become the ‘Worksheet’, and are used in the same way as a single worksheet. Where a Maintenance Work Pack or Form EE508—Record of Unserviceability and Component Changes has been raised as a worksheet extension, the term ‘Worksheet’ then applies to the additional sheets together with the original Form EE500 white worksheet.

Serial Number of Work

4. The Serial Number of Work (SNOW) is the unique identification number for an individual unserviceability. It comprises the Form EE500 worksheet registration number, and the worksheet line entry number as a suffix, eg 1234–5. The Maintenance Work Pack/Form EE508 Serial Number is the Form EE500 SNOW and the sheet number, alpha/numeric of the Maintenance Work Pack/Form EE508. Guidelines are detailed in Annex E.

FORM EE500 MAINTENANCE FORM

5. Each State aircraft must be allotted an approved Systems Program Office (SPO) Form EE500 containing two parts:

a. Aircraft Supplementary Information (ASI) section, and

b. The maintenance worksheet pad.

AIRCRAFT SUPPLEMENTARY INFORMATION

6. The Aircraft Supplementary Information (ASI) is a collective term which must record, as a minimum:

a. Aircraft Leading Particulars;

b. Deferment of Required Maintenance (hereinafter referred to as Carried Forward Unserviceabilities (CFU));


d. Changes of Configuration affecting Flying Characteristics and Operating Role;

7. The AMO must detail in local instructions any information or additional instructions on the recording and tracking of ASI relevant to the aircraft type.

8. Providing the respective recording requirements for CFUs, SMRs and Changes of Configuration are met, they may be managed by an alternate management system to the Form EE500. The procedures for the use of these alternate management systems must be promulgated in local instructions.

9. All ASI details must be readily available and accessible to personnel to ascertain current aircraft operational status and overall serviceability state.

Additional ASI Sheets

10. Where there is a requirement to produce additional ASI sheets, the Senior Maintenance Manager (SMM) or delegate may authorise the production of these ASI sheets. When additional ASI sheets are raised, the AMO must ensure:

a. all sheets, including the original ASI sheet, are sequentially identified either numerically or alphabetically;

b. the previous ASI sheet identifies the addition of new ASI sheets;

c. all sheets are placed and attached over the previous ASI sheet; and

d. the control, use and management of additional ASI sheets is promulgated in local instructions.

11. Due to the many and varying ADF weapon platforms and specific SPO requirements this Annex only covers generic ASI applicable to all aircraft type.



3A–3

AIRCRAFT LEADING PARTICULARS

12. The Aircraft Leading Particulars section lists the aircraft type, aircraft designated prefix and tail number and may include details of:

a. specifications, alternatives and codes for petroleum, oils and lubricants used on the aircraft; and

b. information associated with the starting systems and landing gear of the aircraft.

CARRIED FORWARD UNSERVICEABILITY

13. Where the rectification of an unserviceability must be deferred, the authorisation to defer must be in accordance with Section 3 Chapter 11—Deferment of Required Maintenance and local instructions. The CFU section provides a consolidated list of outstanding CFUs and is used as a reference for:

a. Maintenance planning by forecasting expiration of CFUs; and

b. the aircraft captain with the current state of the aircraft and any operational limitation.

14. The CFU section is divided into ‘Carried Forward Details’ and ‘Rectification Details’. Each entry line of the CFU section records the following information:

a. The sequential serial number reference for the CFUs entered.

b. The SNOW of the original unserviceability.

c. A transcription of the original unserviceability.

d. The period of deferment.

e. A means of indicating if the deferment carries an operational limitation or restriction.

f. On rectification, the SNOW reference the CFU was transferred to, and a certification and DTG for the person transferring the CFU.

15. The unserviceability must be entered on a worksheet prior to being transferred to the CFU section. Further unserviceabilities must be raised where further monitoring, inspections and servicings are required in support of the CFU.

Recording the Carried Forward Unserviceability

16. Following the approval to defer the unserviceability, the MM must complete the following:

a. In the CFU Section:

(1) Enter the applicable SNOW number in the appropriate field.

(2) Transcribe verbatim the ‘Details of Unserviceability’, including any spelling mistakes.

(3) Indicate if the CFU carries operational limitations or restrictions by highlighting/shading the first column in red.

(4) Enter the Period of Deferment. This must be a definitive occurrence, ie date (DD/MM/YY) or airframe hours (AFHR) based.

(5) Spares demand details, as required.

(6) Certify with a signature/initial and DTG in the ‘Entered by’ and ‘DTG’ fields.

b. In the EE500/EE508:

(1) Enter in the ‘Corrective Action’ field, ‘Transferred to CFU Serial No ### (insert CFU serial number), Authority … (insert appointment)…, Period of deferment ### (insert period of deferment), Reg No ### (insert CFU Authorisation Form registration number).

(2) If required, transfer any associated maintenance tasks arising from the CFU to the SMR section. The SMR periodicity must be obtained from the CFU authorisation form.

(3) Follow-on tasks arising from the CFU are entered in the SMR section, also enter ‘SMR Raised’ and referenced in the ‘Corrective Action’ and the CFU section ‘Details of Unserviceability’ fields.

17. The SMM or delegate authorising the CFU must certify the corrective action with a signature and DTG in the area allocated to the Trade Supervisor.



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18. Under some circumstances aircraft captains may need to carry forward an unserviceability. The aircraft captain must assess the unserviceability as suitable for safe flight and must certify such assessment. CFUs authorised by aircraft captains must have the period of deferment placed as ‘URM’ (Until Released to Maintenance) in both the ‘Corrective Action’ field of the worksheet and the ‘Period of Deferment’ field in the CFU section. On release to maintenance, CFUs entered by the aircraft captain must be brought to the attention of the SMM or delegate for review and assessment.

Rectification of Carried Forward Unserviceabilities

19. When a CFU is to be rectified or the period of deferment expires, the MM must:

a. Transfer verbatim the details of the CFU to the ‘Details of Unserviceabilities’ field of the worksheet;

b. Transfer and close any associated maintenance tasks in the SMR section;

c. Close the CFU by entering the worksheet SNOW in the ‘Rectification details’ fields in the CFU section, and certify and DTG; and

d. Highlight/shade the completed CFU section entry line whilst retaining legibility.

20. When an unserviceability is to be re-entered in the CFU section and provided there is no change to the original engineering and airworthiness decision basis, authorised personnel may extend the ‘Period of Deferment’ in the CFU section by directly amending the original entry in red, as follows:

a. Locate original CFU authorisation form, rule through the period of deferment and enter new period of deferment, initial and DTG the extension.

b. Locate original worksheet which authorised the CFU, rule through the period of deferment period in the ‘Corrective Action’ field, enter the new period of deferment, initial and DTG the new entry.

c. Rule through the period of deferment in CFU section, enter new period of deferment, initial and DTG the new entry. Where legibility of entering the new period of deferment, initial and DTG is likely to become obscured, the CFU must be entered in accordance with paragraph 16.

Transferring Multiple Unserviceabilities to the CFU Section

21. Normally multiple unserviceabilities in a Maintenance Work Pack may not be transferred to the CFU section as a single entry. However, periodic physical inspections/surveys raised on a Maintenance Work Pack, as the consequence of the Quality Management requirements of Section 1 Chapter 4 Annex A—Responsibilities of Key Management Appointments or other organisational quality requirements, may be transferred to the CFU section as a single entry which when considered in isolation and in total do not compromise the technical integrity and airworthiness of the aircraft.

22. The Maintenance Work Pack (MWP) must be transferred directly from the Form EE500 worksheet and must not be deferred for a total period exceeding 28 calendar days. The worksheet ‘Corrective Action’ column entry must state, as applicable:

a. ‘MWP Serial No ### (insert Form EE505 SNOW), TX to CFU Serial No ### (insert CFU serial number), Authority … (insert Appointment)…;

b. Period of deferment ### (insert period of deferment); and

c. Reg No ### (insert CFU Authorisation Form registration number)’.

23. When transferred, the original Maintenance Work Pack worksheets must be photocopied and the copies attached to the CFU section. Each photocopied worksheet must be marked in red pen or red stamp, ‘COPY ONLY—REMOVE WHEN CFU No ### (insert CFU serial number) IS TRANSFERRED TO FORM EE500 WORKSHEET’. The original Maintenance Work Pack must be placed in the Aircraft Log Pack with the Form EE500 white worksheet referencing the CFU authorisation form registration number.

24. CFUs in the Maintenance Work Pack must not be rectified while in the CFU section.

25. When the deferred Maintenance Work Pack is to be rectified, the aircraft must be placed unserviceable by transferring the Maintenance Work Pack to the ‘Details of Unserviceability’ field of the Form EE500 worksheet. The original worksheets must be recovered from the Aircraft Log Pack, and when the task(s) are completed, certified for completion in the original worksheet. The Maintenance Work Pack photocopies must then be destroyed.



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26. If there is a further requirement for the Maintenance Work Pack to be returned to the CFU section, the Maintenance Work Pack must be treated as a new unserviceability; however the period of deferment must remain as authorised at the original justification.

27. When all the tasks have been completed, the Maintenance Work Pack must be cleared and closed and forwarded to MCO for updating and validation.

SPECIAL MAINTENANCE REQUIREMENTS

28. SMRs must be entered in the ‘Details of Unserviceability’ field prior to being transferred to the SMR section. Each line entry of the SMR section must record the following information:

a. Details of the task to be carried out.

b. The SNOW that raised the SMR.

c. The periodicity and/or period of currency ‘Date Due and Hours’, for example:

(1) the forecast periodicity, eg Each A/F, and the period of currency, ie when it will expire, of the task, eg ‘Each A/F Till DD/MM/YY’ or ‘Each A/F Till ### AFHR’, or

(2) when the period of currency expires, if applicable, eg ‘DD/MM/YY’ or ‘### AFHR’.

Recording of Special Maintenance Requirements

29. When an SMR is initially transferred to the SMR section, the MM must:

a. transcribe the SMR description and original SNOW reference to the ‘Task’ field in the SMR section, and enter the forecast periodicity and/or period of currency, as applicable; and

b. enter ‘TX to SMR Section’ into the Corrective Action field of the worksheet, and certify with a signature and DTG in the area allocated to the Trade Supervisor.

30. Recurrent SMRs, except for the periodicity and period of currency, may be entered in pencil to allow for the SMR section to be updated without the need to re-enter the SMR.

31. Recurrent SMR. When a recurrent SMR becomes due, the MM must:

a. enter the SMR requirement in the worksheet;

b. if the SMR is linked to a CFU, ensure the CFU still applies;

c. ensure the corrective action identifies the resultant of the task; and

d. following the certification of the SMR task, enter the new forecast Date/Hours in the ‘Date/Hours Due’ field in the SMR section.

32. If the parameters of the recurrent SMR are exceeded during the SMR task, the MM must ensure:

a. A new unserviceability is raised detailing the fault,

b. if the SMR was linked to a CFU, the CFU must be transferred to the ‘Details of Unserviceability’ field of the worksheet, and

c. as the SMR period of currency is considered expired, the entry in the SMR section must be closed in accordance with paragraphs 33b and 33c and reference made to the new unserviceability raised.

33. Period of SMR Currency expires, and is completed. When the period of currency expires and is completed, the MM must:

a. Enter the SMR requirement in the ‘Details of Unserviceability’ of the worksheet.

b. In the SMR section enter the worksheet SNOW into the ‘Completed’ field.

c. Highlight/shade the SMR section line entry whilst retaining legibility.

CHANGES OF CONFIGURATION

34. This section provides for the recording of installation and removal of aeronautical product that causes changes to the aircrafts approved standard aircraft configuration. This section is the primary point of reference for the configuration of the aircraft.



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35. The SMM may authorise a list of aeronautical product for permanent entry into the Change of Configuration Section (CCS). Where this occurs, the worksheet references and DTG for the installation and removal in the CCS may be in pencil.

36. All removal and installation details must be entered into the ‘Details of Unserviceability’ field of the worksheet prior to being transferred to the CCS.

Recording Changes of Configuration

37. Changed from Standard Configuration. When a change of configuration requires the aircraft to be ‘changed from standard configuration’, the MM must ensure:

a. the change from standard configuration is recorded in the ‘Details of Unserviceabilities’ field of the worksheet; and

b. the details of the unserviceability is transferred to the CCS with the Form EE500/Form EE508 SNOW and DTG in the applicable ‘ON/OFF’ field.

38. Returned to Standard Configuration. When a change of configuration requires the aircraft to be ‘returned to standard configuration’ the MM must ensure:

a. The return to standard configuration is recorded in the ‘Details of Unserviceabilities’ field of the worksheet.

b. The details of the unserviceability is transferred to the CCS with the Form EE500/Form EE508 SNOW and DTG in the applicable ‘ON/OFF’ field.

c. Single use entries. Highlight or shade the completed entry in the CCS. This action closes that particular departure from the standard configuration.

d. Permanent entries. The existing SNOW and DTG must be erased and the new SNOW and DTG must be pencilled in the appropriate field.

39. A discrete entry may need to be entered in the worksheet ‘Details of Unserviceabilities’ field to record the CCS changes in the CCS, eg ‘CCS to be updated for SNOW ###’. On completion of updating the CCS, the CCS change entry must be closed in the ‘Corrective Action’ and certified with a signature and DTG in the area allocated to the Trade Supervisor.

MAINTENANCE WORKSHEET PAD

40. Each maintenance worksheet pad contains 50 sequentially numbered self-carbonising worksheet sets. Each worksheet contains three sheets, green, white and yellow. The green and white sheets of each worksheet set have perforated edges for ease of removal, while the yellow sheet is bound to the maintenance worksheet pad.

Green Sheet

41. The green sheet is used to collect flight and operational data. The green sheet details, as a minimum:

a. Aircraft tail number.

b. Date.

c. Unit.

d. Aircraft hours, Flight duration and progressive aircraft hours.

e. Captains release.

White Sheet

42. The white sheet is the original record and certificate of an aircrafts serviceability state and may provide fields to record the following information:

a. Aircraft operations information and Captains release. This may be a duplicate from the green sheet.

b. Person and DTG identifying the unserviceability and the details of the unserviceability.

c. Corrective action and maintenance activity used to rectify the fault, certification and DTG of personnel involved in the corrective action and maintenance activity.

d. Aeronautical Product Change details.



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e. Replenishment details.

f. Operational Servicing Data.

g. Routine/Special Servicing.

h. Next Maintenance details.

i. Maintenance Release of Aircraft.

j. Captains Acceptance.

43. As the original record and certificate, the completed white worksheet is not permitted to travel with the parent aircraft.

Yellow Sheet

44. The yellow sheet provides a carbonised copy of the green and white sheets. This sheet remains in the maintenance worksheet pad providing a follow on reference in lieu of the detached white worksheet.

USING THE MAINTENANCE WORKSHEET PAD

Captains Release

45. The ‘Captains Release’ section has provision to record multiple aircraft captain releases. This allows for changes of aircraft captaincy without release to maintenance. When an aircraft captain releases the aircraft to another aircraft captain or to maintenance, the certification requirement is a signature and DTG in the ‘CAPTAINS RELEASE’ field. Where the aircraft has operated under Continuous Charge (CC), record the release to maintenance in accordance with Appendix 1.

46. When the aircraft has been released to maintenance, the MM is responsible for:

a. Calculating and recording the progressive aircraft hours.

b. Entering any scheduled servicing and/or flight servicing due following period of operation.

c. Recording cumulative refuelling totals.

d. Detaching and forwarding the green sheet to MCO or equivalent.

47. Where the aircraft is on short-term away base operations the green sheet may remain in the Form EE500 until the aircraft returns to the parent AMO.

Recording Unserviceabilities

48. All unserviceabilities must be recorded in ‘Details of Unserviceability’ field and are only to describe the unserviceable condition; the field is not to indicate what has to be carried out.

49. The ‘Details of Unserviceability’ field provides for the recording of unserviceabilities. This entry places the aircraft unserviceable and ‘OPENS’ the worksheet. Personnel recording the unserviceability are responsible for entering in the line entry, as applicable:

a. their ‘Name and DTG’,

b. How found,

c. a complete description of the unserviceability, and

d. the trade responsible for the corrective action.

50. The Form EE500 ‘Details of Unserviceability’ certification fields do not require to be certified.

51. Where it is determined an Independent Maintenance Inspection (IMI) is required, the Independent Inspector fields must be outlined in red.

52. Extending Line Entries. Where there is insufficient line entry field space to place all the unserviceability, the entry may be extended onto the next line entry field. The first line entry becomes the SNOW, whilst conversely the corrective action is certified on the last line entry used. All unused and not required fields must be ruled through.



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53. Extending the Worksheet. If there is insufficient space on the worksheet, the MM may extend to the next white worksheet, raise either a single Form EE508 or a Maintenance Work Pack:

a. Next White Worksheet:

(1) Rule through the ‘MAINTENACE RELEASE’ and ‘CAPTAINS ACCEPTANCE’ fields on the current worksheet.

(2) On the next Form EE500 worksheet set, enter the Unit, Date, Aircraft Tail Number, ‘NOT FLOWN’ in the ‘Flight Duration’ and the ‘CAPTAINS RELEASE’ fields. Transfer the progressive flight hours from the previous white worksheet, remove the green sheet and forward to the MCO.

b. Single Form EE508:

(1) Enter in the Form EE500 ‘Details of Unserviceability’ field, ‘All rectifications to be carried out as per EE508 Serial No ### (insert Form EE508 SNOW) and cleared’ or ‘EE508 Serial No ### (insert Form EE508 SNOW) raised for …(insert reason)...’. Unserviceabilities are then processed directly on the Form EE508 worksheet.

(2) Close the Forms EE508 in accordance with Section 4 Chapter 3 Annex I.

(3) Close the Form EE500 unserviceability line entry by entering ‘All rectifications carried out and EE508 Serial No (insert Form EE508 SNOW) cleared’ or ‘EE508 Serial No ### (insert Form EE508 SNOW) cleared and closed’ in the ‘Corrective Action’ field, then certify with a signature and DTG in the area allocated to the Trade Supervisor.

(4) Attach the completed Form EE508 worksheet extension to the original Form EE500 white worksheet that raised the extension.

c. Maintenance Work Pack

(1) Enter in the Form EE500 ‘Details of Unserviceability’ field, ‘### Servicing/Rectifications to be carried out as per MWP Serial No ### (insert Form EE505 SNOW) and MWP cleared’ or ‘MWP Serial No (insert Form EE505 SNOW) raised for …(insert reason)…’. Where an AMO registration number is required, the registration number must be recorded in the, text of the unserviceability entry.

(2) Close the Maintenance Work Pack in accordance with Section 4 Chapter 3 Annex E.

(3) Close the Form EE500 unserviceability line entry by entering ‘### Servicing/Rectifications carried out and MWP Serial No (insert Form EE505 SNOW) cleared’ or ‘MWP Serial No ### (insert Form EE505 SNOW) cleared and closed’ in the ‘Corrective Action’ field, then certify with a signature and DTG in the area allocated to the Trade Supervisor.

(4) Forward the Maintenance Work Pack to MCO or equivalent.

54. Tool Control. All tools and support equipment must be controlled in accordance with Section 3 Chapter 7—Control of Tools and Support Equipment. Where tools and support equipment will be used, maintenance personnel must ‘Open’ and ‘Close’ tool control for the relevant aircraft using one of the following methods:

a. Method 1:

(1) ‘Open’ tool control by recording in the ‘Details of Unserviceability’ field ‘CTK ### in use, to be cleared and closed’.

(2) ‘Close’ tool control by recording in ‘Corrective Action’ field ‘CTK ### cleared and closed’.

b. Method 2:

(1) ‘Open’ tool control by recording in the ‘Details of Unserviceability’ field ‘Tool Control OPEN’.

(2) ‘Close’ tool control by recording in ‘Corrective Action’ field ‘Tool Control Cleared and Closed’.

55. Trade Supervisors or MM clearing and closing tool control must certify with a signature and DTG in the area allocated to the Trade Supervisor.



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Recording the corrective action

56. The ‘Corrective Action’ field provides for the rectification of unserviceabilities. The corrective action must accurately describe the rectification action taken, and must make reference to the authorised maintenance data used to carry out the task. The corrective action must place the aircraft in a serviceable condition for that line entry.

Certification of the corrective action

57. Maintenance personnel performing tasks, as required must certify the ‘Corrective Action’ in the area allocated with a signature/compliance stamp and DTG on completion of their respective task.

58. Single Signature Task. When certifying for a designated Single Signature Task (SST), only one certification is required. The person who performed the task must certify in the area allocated to the Tradesperson and enter ‘SST’ in the area allocated to the Trade Supervisor.

59. Self Certifying Maintainer. When certifying for a designated Self Certifying Maintainer (SCM) task, only one certification is required. The person who performed the task must enter ‘SCM’ in the area allocated to the Tradesperson and certify in the area allocated for the Trade Supervisor.

60. All unused and not required certification fields must be ruled through.

61. ADF Vertically Integrated Programmed Engineering Repair (ADF VIPER). For AMOs utilising ADF VIPER, the MM must record in the Form EE500 the following:

a. In the ‘Details of Unserviceability’ field, ‘### Servicing …(insert servicing)… to be carried out. ADF VIPER sign-out Reg No ### (insert registration number) to be cleared and closed’.

b. In ‘Corrective Action’ field, eg ‘### Servicing …(insert servicing)… complete. ADF VIPER sign-out Reg No ### (insert registration number) cleared and closed’ then certify with a signature and DTG in the area allocated to the Trade Supervisor.

Aeronautical Product Change

62. All removal and installation of aeronautical product must have an entry in the ‘Details of Unserviceabilities’ field of the white worksheet.

63. Where rectification involves the removal of an aeronautical product, a maintenance control label must be attached to the aeronautical product. The report number of the label, if applicable must be entered in the field allocated on the Form EE500. This links the aeronautical product back to the aircraft following removal.

64. During the removal and installation process of a Maintenance Managed Item (MMI), the following information must be recorded in the Form EE500 ‘Component Change Section’:

a. The line entry number raising the requirement.

b. Item Name.

c. Logistics support analysis control number (LCN)/ Alternate LCN (ALC).

d. Work Area Code.

e. Serial No OFF.

f. Serial No ON.

Replenishment

65. The Form EE500 provides a means to record and certify replenishments of aircraft petroleum, oil and lubricant, water methanol and oxygen systems, etc, as applicable. All replenishments must be in the same units as indicated on the aircraft gauges, or as per the container units used to replenish the system, if there are no aircraft gauges.

66. Where the replenishment field is already filled and further entries are required, the worksheet must be extended onto the next worksheet in accordance with paragraph 53.

67. Fuel Section. Maintenance personnel responsible for the fuelling operation must, as applicable:

a. identify the operation with ‘+’ for refuelling or ‘–’for defueling;

b. enter the total fuel in the ‘total’ field(s); and



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c. certify in the allocated fuel field.

68. For refuelling following release from maintenance, enter fuel added on the green sheet or white worksheet, or in accordance with authorised maintenance data.

69. Where fuel replenishment occurs away from home base, the location must be identified on the Form EE500.

70. Water Methanol Section. Where applicable, the ‘Water Methanol’ section is used to record and certify the total contents of either the water methanol system or the hydraulic system. Maintenance personnel responsible for the replenishment must enter the total contents of the system.

71. Armament and expendable stores. Where applicable, the Form EE500 may record armament and expendable air stores loaded/unloaded to/from the aircraft. All armament/stores loaded and unloaded must be identified by: type, position and quantity.

72. Certification. Maintenance personnel must certify with an initial and DTG in the replenishment field. This certification indicates:

a. authorised products, eg petroleum, oils, lubricants, liquids, armament and expendable stores, etc have been used;

b. when refuelling from other than military ships or establishments, the quality assurance acceptance test has been carried out;

c. the system has been secured; and

d. the replenishment task was in accordance with authorised maintenance data.

Operational Servicing Data

73. The Form EE500 provides a section where operational servicings and other servicings can be recorded. Maintenance personnel must certify with an initial and DTG against the servicing carried out.

74. The DTG must be entered by the first person certifying completion of an operational servicing. For a Before Flight (B/F) servicing, this DTG signifies the commencement of the B/F currency period.

Routine/Special Servicing

75. The ‘Routine/Special’ servicing section provides for recording and certification of routine/special servicings carried out.

Next Maintenance

76. The MM enters the next due servicing/maintenance task, eg routine maintenance, CFU or SMR in the ‘Next Maintenance’ field and the date or airframe hours that the task will fall due in the ‘Due’ field.

Maintenance Release of Aircraft

77. The MM performing the maintenance release of aircraft must verify the following before certifying with a signature and DTG in the field allocated for the ‘MAINTENANCE RELEASE’:

a. no forecast maintenance, CFUs and SMRs will fall due, during the programmed flight/period;

b. all ‘Unserviceability and Corrective Action’ entries have been completed and certified, since the last ‘CAPTAINS RELEASE’ except any pre-launch requirement which is referenced with the applicable SNOW in the ‘All Maintenance Completed Except’ field;

c. the aircraft is in the required configuration for the flight/period;

d. all aircraft servicing data and replenishments, as required, have been carried out and certified;

e. all unused and not required certification and information fields have been ruled through;

f. all composite tool kits and test equipment used have been accounted for, checked and cleared;

g. where the aircraft is to operate under CC, record the requirement in accordance with Appendix 1; and

h. the releasing base and the next maintenance, if applicable are recorded.



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78. Maintenance following maintenance release and before captains acceptance. If maintenance is required following ‘MAINTENANCE RELEASE’ and before ‘CAPTAINS ACCEPTANCE’, maintenance may be processed on the worksheet provided:

a. the MMs signature and DTG are ruled through;

b. normal maintenance procedures are adhered to;

c. on completion, a Partial Before Flight (PBF) servicing (zonal) is performed on the area affected; and

d. the MM certifies the ‘MAINTENANCE RELEASE’ with a signature and DTG.

Captains Acceptance

79. The ‘Captains Acceptance’ section has provision to record multiple aircraft captain acceptances. This allows for changes of aircraft captaincy following the first aircraft captains acceptance, without release to maintenance.

80. When an aircraft captain accepts the aircraft from another aircraft captain or from maintenance, the certification requirement is a signature and DTG in the ‘CAPTAINS ACCEPTANCE’ field.

81. Following the ‘CAPTAINS ACCEPTANCE’ and dependant on type of flight or deployment and whether the Form EE500 is travelling with the aircraft, the MM must apply the following guidelines:

a. if the Form EE500 is not travelling with the aircraft, remove all completed worksheets, including extensions after the aircraft is launched; or

b. if the Form EE500 is travelling with the aircraft, remove all completed worksheets, including extensions before the aircraft is launched.

82. Depending on the aircrafts location, worksheets must be:

a. forwarded to MCO,

b. placed in another aircraft for despatch to parent MCO,

c. handed to a responsible person for despatch to parent MCO, or

d. stored in safe location with details of the location transmitted to home-base or other acceptable means.

83. Completed Form EE500 white worksheets and any original Form EE505 and Form EE508s are not permitted to travel with the parent aircraft. However, duplicate copies may travel with the parent aircraft.

84. Maintenance following maintenance release and captains acceptance. Where maintenance is to be carried out following maintenance release and captains acceptance, the maintenance must be carried out on the next Form EE500 worksheet set, as follows:

a. rule through the ‘Flight Duration’ field;

b. enter ‘MAINTENANCE’, in the ‘CAPTAIN’S RELEASE’ field; and

c. enter ‘Maintenance to be carried out under captains acceptance’ on the first line in the ‘Details of Unserviceability’ field.

85. The aircraft captain, or MM with aircraft captains endorsement, must enter the unserviceability on the next line entry. The MM must also enter any additional unserviceability relevant to the maintenance, eg CTK nn in use.

86. Following completion and certification of the maintenance, the MM must enter ‘Maintenance carried out, Refer SNOW(s) ### (enter SNOW(s) which closed the unserviceability)’, in the ‘Corrective Action’ field against the first line entry. The MM must certify with a signature and DTG in the area allocated to the Trade Supervisor and rule through the area allocated to the Tradesperson. This certification indicates that the maintenance has been completed. The MM must detach the green and white sheets and forward to MCO.

87. If the maintenance develops beyond the capacity of the pre-authorised maintenance, the aircraft must be released to maintenance. In this situation, the ‘Corrective Action’ field against the first line entry must read; ‘Further maintenance required, aircraft released to maintenance’. All open unserviceabilities raised in relation to the maintenance task must be transferred to the worksheet where the aircraft captain releases the aircraft to maintenance.



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RAISING A NEW FORM EE500

88. A new Form EE500 is prepared by initially inserting the aircraft identification details on the new Form EE500. Generally, the current Form EE500 expires when the final worksheet set within the pad is completed. All entries must be closed and unused worksheet fields ruled through in the expired Form EE500.

89. To open the new Form EE500, the MM must enter the following information in the ‘Details of Unserviceability’ fields of the first worksheet set:

a. On the first line entry ‘Form EE500 No ### (insert the Registration Number of the last used white Worksheet of the expired Form EE500) expired’.

b. On the second line entry ‘All outstanding CFUs entries to be transferred from expired Form EE500 No ### (insert registration number), to be reviewed and authorised’.

c. On the third line entry ‘All current SMR entries to be transferred from expired Form EE500 No ### (insert registration number)’.

d. On the fourth line entry ‘All current CCS entries to be transferred from expired Form EE500 No ### (insert registration number)’.

Transferring Aircraft Supplementary Information

90. All outstanding and current supplementary information must be transferred from the expired Form EE500 to the new Form EE500. This can be achieved by one or a combination of the following two methods:

a. Method 1. Attach the ASI information sheet(s) from the expired Form EE500 directly to the new Form EE500, or

b. Method 2. Transcribe verbatim all outstanding ASI from the expired Form EE500 to the new Form EE500 ASI Sheets. In this case, the MM must:

(1) From Expired Form EE500. Enter all open CFU, SMR and CCS entries from the expired Form EE500 to the new Form EE500 ASI sheet.

(2) In Expired Form EE500. Close all CFU, SMR and CCS entries in the expired Form EE500, by entering; ‘TX to EE500 No ### (insert new Form EE500 Registration Number)’ in the following:

(a) ‘Rectification Details’ field, of the CFU section,

(b) ‘Completed’ field, of the SMR section,

(c) ‘OFF/Return to Standard Configuration’ field of the CCS, and

(d) Initial and DTG, and highlight or shade across as each entry is transferred.

(3) In New Form EE500. As CFUs are transferred to the new Form EE500, enter ‘TX’ in the ‘Entered by’ field and enter the DTG.

91. On completion of the transfer of the supplementary information, the MM must enter the following information in the ‘Corrective Action’ field against the entries in paragraph 89 of the new Form EE500:

a. On the first line entry; ‘Form EE500 ### (insert registration number) raised in accordance with AAP 7001.059(AM1) Sect 4 Chap 3 Annex A’.

b. On the second line entry ‘### (insert quantity) CFUs transferred, reviewed and authorised’.

c. On the third line entry ‘### (insert quantity) SMRs transferred’.

d. On the fourth line entry ‘### (insert quantity) CCS transferred’.

92. Certification. The MM and SMM must certify entries as follows:

a. Maintenance Manager. The MM must certify with a signature and DTG in the area allocated to the:

(1) ‘Tradesperson’ against the CFU entry, and

(2) ‘Trade Supervisor’ for the other entries.

b. Senior Maintenance Manager. The SMM or delegate must review and authorise the transferred CFUs in accordance with the requirements of Section 3 Chapter 11, and certify with a signature and DTG in the area allocated to the Trade Supervisor against the CFU entry.



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Expired Form EE500

93. To maintain visibility of the most recent entries, the expired Form EE500 may need to be retained with the new Form EE500 for a specified period before being forwarded to the MCO for filing.

94. All yellow sheets and unused CFU section sheets of the expired Form EE500 may be discarded when:

a. all ASI is transferred and certified on the new Form EE500,

b. all white worksheets are accounted for and filed or the corresponding yellow sheet is filed in lieu of the white worksheet, and

c. the next Form EE500 has been completed and placed in the Aircraft Log Pack.

DOCUMENT CONTROL

95. The MCO must perform the following functions:

a. Collect the completed green and white sheets.

b. Update/validate the data from white and green sheets; and CHRS, MOD and STI data; to the AMOs recording system, if applicable.

c. File the white worksheets in numerical sequence in a separate standard loose-leaf binder for each aircraft, the green sheet being temporarily filed in lieu of the white worksheet if it is unavailable. If the white worksheet has not been received, the corresponding yellow sheet from the completed Form EE500 pad must be placed in the Aircraft Log Pack and the data updated/validated to the AMOs recording system in lieu of the white worksheet.

d. If a green sheet contains information which is not duplicated on the white worksheet, the green sheet must be permanently stored with the corresponding white worksheet. Other applicable green sheets may be destroyed once the corresponding white worksheet becomes available.

e. Initial the appropriate maintenance control ‘ACTION’ fields of the white worksheet. This certifies that worksheet data has been updated/validated in the AMOs recording system; if applicable.

f. Crosscheck all expired Form EE500 pads against the filed worksheets. Where applicable, replace green sheets with the yellow sheets of the same registration number from the expired Form EE500. The replaced green sheets and the remainder of the expired Form EE500 yellow sheets may then be destroyed.

Appendix:

1. Recording Continuous Charge



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AAP 7001.059(AM1) Appendix 1 to Annex A to Sect 4 Chap 3

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RECORDING CONTINUOUS CHARGE

Table of Contents INTRODUCTION ............................................................................................................................................. 1 OPERATIONAL PROCEDURE....................................................................................................................... 1

Authorisation for Continuous Charge ........................................................................................................... 1 Maintenance Release................................................................................................................................... 1 Aircraft Captains Acceptance....................................................................................................................... 1 Aircraft Captaincy Transfer........................................................................................................................... 1 Release to Maintenance............................................................................................................................... 2

SERVICINGS/REPLENISHMENTS ................................................................................................................ 2 Operational Servicings ................................................................................................................................. 2 Replenishment Procedures.......................................................................................................................... 2 Armament Loading Procedures ................................................................................................................... 2

CHANGE OF CONFIGURATION.................................................................................................................... 2

INTRODUCTION

1. Continuous Charge (CC) permits continuous operation of an aircraft under one or more consecutive Aircraft Captains without release to maintenance. CC allows the replenishment of petroleum, oils and lubricants (POL), oxygen and the loading of weapons, expendable air stores and the carrying out of operational servicings and special servicings and engine starts/shutdowns, within a period not exceeding the Engineering Limit specified by the AMOs Senior Maintenance Manager (SMM) or delegate in the Form EE500—Maintenance Form.

2. This appendix prescribes the AMO responsibilities in recording Continuous Charge in Form EE500.

OPERATIONAL PROCEDURE

Authorisation for Continuous Charge

3. On each occasion an aircraft is to operate under CC, the MM authorising CC must enter the letters ‘CC’ and the Engineering Limit in the ‘All Maintenance Completed Except’ field of the ‘MAINTENANCE RELEASE’ field of the Form EE500. For example, an aircrafts current airframe hours (AFHR) is 4379.2, no servicing or maintenance is due until 4395.8 AFHR as entered in the ‘Next Service Due’ field. Therefore, the MM enters ‘CC – 4395.8 AFHR’. This entry is then certified by the MM initialling the entry in the ‘All Maintenance Completed Except’ field.

Maintenance Release

4. The MM responsible for the maintenance release must close the Form EE500 by completing the ‘MAINTENANCE RELEASE’ field in accordance with Section 4 Chapter 3 Annex A.

Aircraft Captains Acceptance

5. Upon Captains Acceptance under CC, the aircraft captain is certifying acceptance of the aircrafts Engineering Limit specified in the ‘MAINTENANCE RELEASE’ field, and that the aircraft must be returned to maintenance prior to the expiry of the specified Engineering Limit.

Aircraft Captaincy Transfer

6. On completion of each aircraft captaincy, the releasing Aircraft Captain must total the aircraft flight details on the Form EE500 green sheet and then record the unserviceabilities, and POL, weapon and expendable air stores states in the designated areas on the Form EE500 white worksheet.

7. Unserviceabilities considered acceptable for CC must be transferred to the ‘CFU’ section by entering in the ‘Corrective Action’ field:

a. ‘TX to CFU Serial No ### (insert CFU serial number), Authority …(insert appointment)…’;

b. ‘Period of deferment URM’ (Until Released to Maintenance);

c. ‘Reg No ### (insert CFU Authorisation Form registration number)’; and

d. certifying with a signature and DTG diagonally through the certification field.



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8. On completing the recording requirements for release, the releasing Aircraft Captain must sign the ‘CAPTAINS RELEASE’ field and then act as the MM for the accepting Aircraft Captain. As MM, the releasing Aircraft Captain is responsible for the aircraft until it is accepted by another Aircraft Captain or the aircraft is released to maintenance. Acting as MM, the releasing Aircraft Captain must transcribe the letters ‘CC’, the original Engineering Limit and worksheet number to the ‘All Maintenance Completed Except’ field, check that the current aircraft state is correctly recorded, ensure all MM documentation responsibilities in accordance with Section 4 Chapter 3 Annex A are completed and sign the ‘MAINTENANCE RELEASE’ field as the MM. After acceptance the white worksheet is removed in accordance with Section 4 Chapter 3 Annex A.

Release to Maintenance

9. On completion of CC, when the aircraft is Released To Maintenance (RTM), RTM must be annotated in the upper right hand corner of the releasing Captains signature field of the Captains Release field of the worksheet, an example is shown in Figure 3–A1–1. The releasing Aircraft Captain must notify the MM of all CFUs made under CC. The releasing Aircraft Captain must ensure all unserviceabilities arising during the last flight of the CC period are entered into the worksheet. All CFUs arising during the total CC period must be actioned by the MM as appropriate.

Captains Release

Signature DTG

Pilot RTM 131045ZJUL08

Figure 3–A1–1 Captains Release

SERVICINGS/REPLENISHMENTS

Operational Servicings

10. The requirement to carry out operational and special servicings remains applicable during CC. If the period of CC extends across an operational or special servicing, eg Before Flight (B/F) or Night Flying Special Servicing, the B/F or Special Servicing can be undertaken at the next shutdown without cessation of CC. Whilst operating under CC, the operational and special servicings must be carried out by authorised maintenance personnel, and must be recorded in accordance with Section 4 Chapter 3 Annex A.

11. The Operational Servicing field must be certified and the white worksheet closed by the Aircraft Captain by ruling through the letters ‘CC’ in the ‘MAINTENANCE RELEASE’ field. If the aircraft remains under the current Aircraft Captain the white worksheet is removed.

Replenishment Procedures

12. During CC operations, the replenishment states must be recorded in the areas allocated in the Form EE500 by the releasing Aircraft Captain. If the aircraft was refuelled, the releasing Aircraft Captain must record the fuel state, source and quantity.

Armament Loading Procedures

13. During CC, maintenance personnel must record armament loading in the ‘Armament’ field. After acceptance, re-arming must be recorded on a separate worksheet for each occasion. Each worksheet is closed by the MM, by ruling through the letters ‘CC’ in the ‘MAINTENANCE RELEASE’ field. The white worksheet is then removed. Upon release, an entry detailing the current weapon state, if applicable must be recorded by the releasing Aircraft Captain.

CHANGE OF CONFIGURATION

14. When a requirement exists to carry out a change of configuration during CC, an entry must be made in the ‘Details of Unserviceability’ field of the Form EE500, detailing that the change of configuration is to be carried out whilst the aircraft is under CC, eg ‘Change of configuration to be carried out, aircraft to remain under CC’.

15. The configuration change is then carried out and recorded in the Form EE500 in accordance with Section 4 Chapter 3 Annex A. On completion of the change of configuration, the entry for the change of configuration must be closed in the ‘Corrective Action’ field, eg ‘Change of configuration carried out, SNOW refers’.



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16. An MM or Aircraft Captain, as appropriate, must certify the corrective action by ruling through the ‘Tradesperson’ field, and certifying with a signature and DTG in the area allocated to the Trade Supervisor. The white worksheet must be closed by the MM or Aircraft Captain by ruling through the letters ‘CC’ in the ‘MAINTENANCE RELEASE’ field. The white worksheet is then removed.



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FORM EE500–A—MAINTENANCE FORM SIMULATOR

Table of Contents INTRODUCTION ............................................................................................................................................. 1 PURPOSE ....................................................................................................................................................... 1 SCOPE ............................................................................................................................................................ 1 FORM EE500–A—MAINTENANCE FORM SIMULATOR ............................................................................. 1 SIMULATOR SUPPLEMENTARY INFORMATION........................................................................................ 2 SIMULATOR LEADING PARTICULARS ....................................................................................................... 2 CHANGES OF CONFIGURATION AFFECTING FLYING CHARACTERISTICS/OPERATING ROLE ........ 2

Recording of Configuration Changes ........................................................................................................... 2 SPECIAL MAINTENANCE REQUIREMENTS................................................................................................ 3

Recording of Special Maintenance Requirements....................................................................................... 3 CARRIED FORWARD UNSERVICEABILITIES ............................................................................................. 3

Recording of Carried Forward Unserviceabilities......................................................................................... 3 MAINTENANCE FORM PAD .......................................................................................................................... 5 GREEN SHEET ............................................................................................................................................... 5

Facility/AMO Identification and Date ............................................................................................................ 5 Simulator Servicings..................................................................................................................................... 5 Maintenance Release................................................................................................................................... 6 Daily Operating Times.................................................................................................................................. 6 Facility Utilisation.......................................................................................................................................... 6 Facility Availability Summary........................................................................................................................ 7 Captains Acceptance and Captains Release............................................................................................... 7 Details of Unserviceability and Corrective Action Sections.......................................................................... 7 Aeronautical Product Changes .................................................................................................................... 9 MCO Action ................................................................................................................................................ 10 Removal of Green Worksheets .................................................................................................................. 10

YELLOW SHEET........................................................................................................................................... 10 RAISING A NEW FORM EE500–A............................................................................................................... 10

Carried Forward Unserviceabilities ............................................................................................................ 11 Special Maintenance Requirements and Changes of Configuration ......................................................... 11

INTRODUCTION

1. The Form EE500–A—Maintenance Form Simulator is the simulator paper-based maintenance and operational certificate which details its current configuration and serviceability state.

2. This annex prescribes the minimum information required to be completed on the Form EE500–A. AMOs must promulgate in local instructions the operation of the Form EE500–A for information other than that covered in this annex.

PURPOSE

3. The purpose of this annex is to provide details where the use of Form EE500–A is required, the method of operation and information required for the successful completion.

SCOPE

4. This annex applies to operators of all ADF simulators.

FORM EE500–A—MAINTENANCE FORM SIMULATOR

5. The Form EE500–A—Maintenance Form Simulator is a pad, packaged within a card leaf folder and contains two main sections:

a. Simulator Supplementary Information, and

b. Maintenance Form Pad.



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SIMULATOR SUPPLEMENTARY INFORMATION

6. Simulator Supplementary Information is a collective term which records the following simulator information:

a. Simulator Leading Particulars;

b. Changes of Configuration affecting Flying Characteristics/Operating Role;


d. Carried Forward Unserviceabilities (CFU).

7. CFU information is listed on green sheets attached to and preceding the Maintenance Form pad. All other Simulator Supplementary Information is contained on the leaves of the card folder.

8. Where there is a requirement for additional ASI sheets prior to the expiry of the current Form EE500–A the SMM or delegate may authorise the use of locally produced ASI sheets. These sheets form part of the Form EE500—A and are to meet the requirements of this annex. To maintain visibility of the most recent entry to the aircraft captain, additional ASI sheets added are to be either:

a. attached over the previous ASI sheet in the Form EE500—A; or

b. placed over the previous ASI sheet in an associated folder accompanying the Form EE500—A.

9. When additional ASI sheets are required, AMOs are to ensure that:

a. all sheets, including the original blue ASI sheet, are sequentially identified either numerically or alphabetically;

b. the original blue ASI sheet or the previous additional ASI sheet, identifies the addition of new ASI sheets; and

c. the control, use and management of the additional ASI sheets is promulgated in local instructions.

SIMULATOR LEADING PARTICULARS

10. The Simulator Leading Particulars section (Form EE500–A front cover) identifies the form and simulator. The simulator is identified by manually inserting the details into the box provided.

CHANGES OF CONFIGURATION AFFECTING FLYING CHARACTERISTICS/OPERATING ROLE

11. The Changes of Configuration Affecting Flying Characteristics/Operating Role section provides for the recording of installation/removal of components that cause changes to the standard simulator configuration. This section usually referred to as the Change of Configuration Section (CCS) is used as a single point of reference for the configuration of the simulator.

Recording of Configuration Changes

12. Entries. Entries are made in the CCS by extracting relevant details from the Form EE500–A worksheet section certifying the installation/removal action. Where the simulator is changed from the standard configuration, worksheet details, ie Serial Number of Work (SNOW) (Form EE500–A Registration Number and Line Entry Number) and Date Time Group (DTG) certifying any change from the standard configuration are referenced in the ‘ON’ column, and the change is briefly detailed in the ‘Change’ column. The responsible Maintenance Manager (MM) is responsible for:

a. ensuring the applicable worksheet details are entered in the appropriate CCS columns;

b. the worksheet ‘Corrective Action’ column is annotated with ‘Transferred to CCS’; and

c. certifying the worksheet task.

13. When the simulator is ‘Returned to Standard Configuration’, the certifying SNOW where the CCS was transferred, and DTG, are entered in the ‘OFF’ column and the complete entry highlighted/shaded, thereby closing that particular departure from the standard configuration. The MM is responsible for:

a. ensuring the applicable CCS details are entered in the Form EE500–A ‘Details of Unserviceability’ column; and

b. the worksheet details (SNOW and DTG) are transferred to the CCS ‘OFF’ column.



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14. On expiry of a Form EE500–A, all current CCS entries are to be transferred to the new Form EE500–A in accordance with paragraphs 71 to 79.

SPECIAL MAINTENANCE REQUIREMENTS

15. The SMR section is used to control maintenance requirements of a non-routine nature, the SMR section is not to record CFUs, but must be used to detail associated follow-on tasks on CFUs.

Recording of Special Maintenance Requirements

16. Entries. Direct entries to the SMR are not permitted. All entries to the SMR section are to first be detailed by an entry in the ‘Details of Unserviceability’ column of the Form EE500–A or Form EE508—Record of Unserviceabilities and Component Changes worksheet, providing the period of currency, ie life of the SMR, description and periodicity of the task, and a reference to the requirement for a SMR. The worksheet ‘Corrective Action’ column is completed with; ‘TX to SMR Section’. The transfer of the task to the SMR section may be authorised by the MM. The simulator is placed serviceable by a signature against the worksheet ‘Corrective Action’ entry in the worksheet ‘Certification’ column. The MM signature certifies that the SMR, as authorised:

a. is correctly specified on the worksheet; and

b. is transcribed and forecast in the SMR section, ie the period of currency, description and original SNOW are placed in the ‘Task’ column and the forecast is placed in the ‘Due Date and Hours’ column.

NOTE

• To facilitate the function of Recurrent SMRs, ‘Date/Hours Due’ column entries may be made in pencil. This allows for the new forecast Date/Hours Due periodicity to be entered without the need to re-enter the SMR in the SMR section.

17. SMR Period of Currency Expires. When the SMR period of currency expires, the simulator is placed unserviceable for rectification by transferring the SMR entry to the ‘Details of Unserviceability’ column of the worksheet. The MM transferring the SMR entry is responsible for ensuring that:

a. the Form EE500–A details, ie SNOW, of the unserviceability entry and DTG are entered in the ‘SMR Completed’ section, ‘Maint Sheet and Ser No’ and ‘DTG’ columns;

b. the completed SMR entry is lightly highlighted/shaded to signify the entry as closed; and

c. if required the SMR is re-entered in the SMR section ‘in accordance with paragraph 16.

18. SMR Completed. When an SMR period of currency expires and/or no further tasks associated with the SMR, the SMR is transferred to the worksheet and completed in accordance with paragraph 17a and 17b. The worksheet entry is closed by signing and entering the DTG in the ‘Certification’ column against the worksheet entry.

19. On expiry of a Form EE500–A, all current SMR entries are to be transferred to the new Form EE500–A in accordance with paragraphs 71 to 79.

CARRIED FORWARD UNSERVICEABILITIES

20. The CFU section provides for the recording of limitations and rectifications which may be deferred without prejudice to the mission capability of the simulator. Entries to the CFU section are to be authorised in accordance with Section 3 Chapter 11—Carried Forward Unserviceability and local instructions. The CFU section acts as a consolidated record of all CFUs and is provided as a reference for:

a. maintenance control by listing and forecasting expiration of CFU authorisations, and

b. the captain accepting the simulator as to its operational limitations.

Recording of Carried Forward Unserviceabilities

21. Entries. Direct entries to the CFU section are not permitted. All unserviceabilities (U/S) which are to be carried forward are to first be entered on the Form EE500–A or Form EE508 worksheet, placing the simulator unserviceable. The worksheet ‘Details of Unserviceability’ entry must state:

a. details of the unserviceability;

b. all limitations/restrictions associated with the unserviceability; and

c. all details of follow-on monitoring, inspections and servicings associated with the unserviceability.



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22. Authorisation/Re-authorisation. Where an unserviceability is authorised/re-authorised to be carried forward, the MM is responsible for ensuring:

a. The applicable Form EE500 SNOW details and date are entered in the CFU section ‘EE500 Sheet and Ser No’ column.

b. The ‘CFU Ser No’ entered is the next sequential number.

c. The worksheet ‘Details of Unserviceability’ is transferred verbatim to the CFU section ‘Details of Unserviceability’ column.

d. The worksheet ‘Corrective Action’ column is annotated in accordance with paragraph 24.

e. The SMM or delegate approving the CFU and period of deferment, signs the certification column against the worksheet entry.

f. The ‘Period of Deferment’ and ‘Spares Demand Details’ data are entered in the appropriate CFU section columns.

g. The person entering the details in the CFU section initials and enters the DTG against the entry.

23. Follow-on tasks arising from CFUs are to be forecast in the SMR section. The periodicity and description of the follow-on task are extracted from the worksheet ‘Details of Unserviceability’ entry, transferred to the CFU section, and transcribed in the SMR section. The forecast follow-on task must be referenced in the CFU section ‘Details of Unserviceability’ column by entering ‘SMR Raised’.

24. The worksheet ‘Corrective Action’ entry must state:

a. ‘TX to CFU Serial No …(insert CFU Serial Number)…, Authority …(insert appointment as authorised by local instructions)…;

b. period of deferment …(insert period of deferment)…; and

c. justification …(insert justification of decision to CFU in accordance with Section 3 Chapter 11)…’.

25. CFU Serial Number. Each entry to the CFU section must be sequentially numbered, in the ‘CFU Ser No’ column. The CFU ‘EE500 Sheet and U/S Ser No’ column must be annotated with the SNOW of the Form EE500 where the CFU was authorised or re-authorised.

26. Period of Deferment. All CFU entries are to have a specified period of deferment in terms of events, airframe hours, events, date or out of phase based figures.

27. Spares Demand Details. Spares demand details are inserted in the ‘Spares Demand Details’ column as required.

28. SMM or Delegate Certification. The SMM or delegate certifying the CFU must sign against the worksheet ‘Corrective Action’ entry in the certification column and enter the DTG certifying that:

a. aircrew/ground crew training can be performed with known functional limitations;

b. the CFU is copied verbatim from the worksheet into the CFU section;

c. the CFU serial number is correctly transcribed against the worksheet ‘Corrective Action’ column entry; and

d. associated follow-on tasks are correctly entered and forecast in the SMR and referenced in the CFU section.

29. Placing the Simulator Unserviceable for CFU Rectification or Re-authorisation. When a CFU must be rectified or re-authorised, the simulator must be placed unserviceable by transferring the details of the CFU to the ‘Details of Unserviceability’ column of the Form EE500–A or Form EE508 worksheet. When the unserviceability has been transferred to the worksheet, the CFU entry is closed by the MM entering the SNOW details in the ‘Rectification Details’ columns of the CFU transferred, and initialling and entering DTG. The MM initials in the ‘Rectification Details’ column of the CFU section certifies that:

a. the CFU has been transferred to the ‘Details of Unserviceability’ column of the Form EE500–A or Form EE508 worksheet;

b. the SNOW of the worksheet that the CFU was transferred to, has been entered in the ‘EE500–A Sheet and U/S Ser No To’ and ‘DTG’ columns of the CFUs ‘Rectification Details’;

c. any associated follow-on tasks in the SMR section have been cancelled; and



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d. the completed CFU section entry has been highlighted/shaded.

30. CFU Re-authorisation. A CFU re-authorisation may arise when:

a. conditions affecting a current CFU have changed or are to be changed, or

b. the period of deferment has expired.

31. The CFU must be transferred from the CFU section and placed in the worksheet for re-authorisation in accordance with Section 2 Chapter 5. The re-authorised CFU is then to be re-entered in the CFU section in accordance with paragraphs 22 to 24.

32. Review and Re-certification. On expiry of a Form EE500, all outstanding CFU entries are to be transferred to the new Form EE500 for review and re-certification in accordance with paragraphs 71 to 79. The CFUs are to be reviewed in accordance with Section 3 Chapter 11 and re-certified in accordance with paragraph 77.

MAINTENANCE FORM PAD

33. The Maintenance Form Pad contains 50 serially numbered self-carbonising sheet sets, each set containing two worksheets. As the pad is self-carbonising, care must be taken when compiling the worksheets by ensuring the writing flap be used at all times. The first (green) sheet has perforated edges for ease of removal, while the second (yellow) sheet is fixed into the binding of the book.

GREEN SHEET

34. The green sheet is an original record and certificate of the simulator’s serviceability. The current green sheet is termed the ‘Worksheet’ and provides information on the current status of the simulator, including, as applicable:

a. Facility/AMO Identification and Date,

b. Simulator Servicings,

c. Maintenance Release,

d. Daily Operating times,

e. Facility Utilisation,

f. Facility Availability Summary,

g. Captain’s Acceptance,

h. Captain’s Release,

i. Details of Unserviceability and Corrective Action,

j. Aeronautical Product Change details, and

k. MCS/AMCO Action.

35. Completed green worksheets are to be detached from the maintenance form pad and forwarded to MCS/AMCO for updating/validation of the CAMM database.

Facility/AMO Identification and Date

36. The facility number, ie SXX–XXX, and AMO must be entered in the boxes provided. The intended date of use of the simulator is also to be filled in.

Simulator Servicings

37. The ‘Simulator Servicing Data’ section provides for the recording and certification of all flight servicings carried out on the simulator. This section must be completed for all flight servicings carried out on the simulator by tradespersons.

38. Certification of Flight Servicing. The tradesperson responsible for carrying out the flight servicing enters their initials in the applicable column, certifying that:

a. the servicing type and DTG have been entered,

b. the Flight Servicing has been performed in accordance with the relevant Flight Servicing Schedule, and



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c. all toolboards used in the task have been checked and cleared.

39. The DTG serves as an indicator for the 24 hour currency of the Before Flight Servicing.

Maintenance Release

40. The ‘Maintenance Release’ section provides for the recording and certification requirements carried out to release the simulator from maintenance. Prior to the Captains acceptance, the simulator must first be released from maintenance control. A signature and DTG in the ‘Maintenance Release’ section certifies that the worksheet is complete and correct and that an examination of the simulator maintenance documentation indicates the simulator is cleared for the programmed mission.

41. Examination of the Simulator Maintenance Document. The MM responsible for releasing the simulator must examine the Form EE500–A before signing the ‘Maintenance Release’ section to ensure that:

a. where a servicing or rectification task has been completed and a Maintenance Test Flight (MTF)/Air Test is required to confirm serviceability, the worksheet entry line number must be circled and the SNOW transcribed to the ‘All Maintenance Completed Except’ box in the ‘Maintenance Release’ section;

b. all ‘Details of Unserviceability’ entries are completed and certified, except those annotated in the ‘All Maintenance Completed Except’ box in the ‘Maintenance Release’ section;

c. all entries transcribed the to the ‘All Maintenance Completed Except’ box are transferred verbatim to the next worksheet, ie the worksheet the captain will complete to release the aircraft following the programmed flight, and closed in the ‘Corrective Action’ column of the worksheet by annotating, for example, ‘MTF transferred to …(insert Form EE500–A Registration Number)… line …(insert Line Number)…’;

d. all flight servicings and any other relevant maintenance tasks are correctly certified;

e. all toolboards used in the task have been checked and cleared;

f. all test equipment used in the maintenance task have been removed from the simulator and/or accounted for; and

g. no forecast maintenance, CFUs or SMRs are due, or will become due, during the programmed mission period.

42. Cleared for Programmed Mission. When the examination of the Form EE500–A confirms that all documentation is complete and correct, the responsible MM then signs and enters, rank and date in the ‘Signature’, ‘Rank’ and ‘DTG’ boxes in the ‘Maintenance Release’ section. This closes the worksheet and certifies the simulator is serviceable for the programmed mission.

Daily Operating Times

43. The operating hours for the power, computer, visual, linkage and motion systems are recorded in the boxes provided. Any of these systems may be ruled through and renamed as required. The ‘From’ hours are carried forward from the previous green worksheet. The ‘To’ hours are recorded at the completion of the day’s use. The difference between the ‘To’ and ‘From’ hours is recorded as ‘Total Hours’ in the boxes provided.

Facility Utilisation

44. The facility utilisation area records the daily activity hours as follows:

a. Operational Training. This box contains the total aircrew hours flown;

b. Check/Test Flight. This box contains the hours flown for MTF/Air Tests;

c. Visitations. Non core training/ utilisation hours are to be recorded as visits.

d. Simulator Development. Simulator development hours are to be recorded in the box provided. Development may include software, hardware upgrades and associated testing.

e. On the Job Training. On-Job Training (OJT) hours are to be recorded in the box provided.

f. Ground Crew Training. Hours used by Ground crew, eg engine runners, are to be recorded in the box provided.



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g. Scheduled Maintenance. This is maintenance that has been pre-programmed, eg Preventive Maintenance tasks.

h. Unscheduled Maintenance. This is maintenance that has arisen from operational unserviceabilities and is recorded in the worksheet.

i. Total. This is the total of all hours recorded under ‘Facility Utilisation’.

NOTE

• The difference between the daily operating total power hours and total facility utilisation is hours that the simulator is Operational Not Required (ONR). Facility utilisation total is not to exceed the daily operating total (Power hours). ONR may be recorded in the vacant box in the ‘Facility Utilisation’ field.

Facility Availability Summary

45. The ‘Total Time Available for Operational Training’ is calculated by subtracting from the Total Facility Utilisation, the scheduled and unscheduled hours.

46. The ‘Operational training lost due to unscheduled arisings’ hours are recorded if training was lost as a result of performing unscheduled maintenance.

Captains Acceptance and Captains Release

47. The ‘Captains Acceptance’ section provides for the recording and certification of the Captain accepting the simulator from maintenance or previous Captain. The ‘Captains Acceptance’ block is signed by the accepting Captain to certify that, from inspection of the Form EE500–A, the simulator is acceptable for the programmed mission. Specifically that:

a. all CFUs are acceptable for the programmed mission;

b. any maintenance due is not within the period of the programmed mission/ period; and

c. the ‘Maintenance Release’ section has been completed and certified by the MM.

48. When accepting the simulator, the captain enters their name, squadron and then signs and enters the DTG into the ‘Signature’ and ‘DTG’ columns of the ‘Captain’s Acceptance’ section. The first captain releases the simulator, on the same worksheet signed when accepting the simulator, by signing and entering the DTG in the ‘Captains Release’ section. The releasing captain is also to record the mission time in the box provided. The second captain accepts the simulator by signing the next line signature box and entering the DTG in the ‘Captain’s Acceptance’ section, on the same green worksheet. The ‘Captains Acceptance’ and ‘Captains Release’ columns each have provision to record twelve signatures.

Details of Unserviceability and Corrective Action Sections

49. The ‘Details of Unserviceability’ and ‘Corrective Action’ sections of the Maintenance Form provide for the recording and certification of all unserviceabilities, rectifications, other maintenance tasks and authorisations.

50. The ‘Details of Unserviceability’ and ‘Corrective Action’ section includes the following boxes:

a. Placed Unserviceable By and DTG;

b. Details of Unserviceability;

c. Corrective Action and/or Reason for Item Change;

d. Certified Tradesperson, Trade Supervisor, Independent Inspector and DTG; and

e. Maintenance Duration.

51. Each entry in the ‘Details of Unserviceability’ and ‘Corrective Action’ section is serialised with SNOW. The SNOW is derived from the Form Registration Number of the Worksheet suffixed with the line number on which the entry is entered, eg 123456–3, where 123456 is the Registration Number of the Worksheet and –3 is the worksheet entry line number.



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52. Entering an Unserviceability. Only authorised tradespersons, ground crew and aircrew are to place the simulator unserviceable by entering the details of the unserviceability in the ‘Details of Unserviceability’ column of the worksheet. The simulator is considered to be unserviceable if any of the following conditions apply:

a. the simulator has, or is suspected of having a defect; or

b. the simulator is due for, or undergoing maintenance.

53. Personnel entering the unserviceability are responsible for completing the following columns:

a. ‘Placed Unserviceable By and DTG’ at the time of making the entry;

b. the ‘Details of Unserviceability’:

(1) provide a complete description of the unserviceability; and

(2) where relevant, an outline of circumstances and measures taken leading to discovery with a concise description of the maintenance performed and any relevant technical publication references; and

c. the component change details, if applicable to the maintenance performed;

NOTE

• An entry in the ‘Details of Unserviceabilities’ column of the worksheet makes the simulator unserviceable and ‘OPENS’ the worksheet.

54. Extending Line Entries. Should the occasion arise where space is insufficient to place all the unserviceability or corrective action details on the one line entry, then the entry may be extended onto the next line. In this case, the SNOW is the first worksheet entry line number and is signed off using the certification column of the last line used. Certification boxes not used are to be ruled through by the MM.

55. Extending the Worksheet. If the ‘Details of Unserviceability’ entries in the worksheet are likely to be insufficient, the worksheet may be extended by extending onto the next/consecutive green worksheet or by raising a Form EE508 in accordance with Annex E.

NOTE

• The MM must determine the most suitable for the maintenance task. The term ‘Worksheet’ then applies to all forms of the extension.

56. Extending onto the Next/Consecutive Green Worksheet. Where the MM decides to extend onto the next/consecutive green worksheet the ‘Maintenance Release’ and ‘Captains Acceptance’ sections of all but the last green worksheet used are to be diagonally ruled through. This ensures that the simulator can only be released from maintenance on the last used green worksheet. Where consecutive green worksheets are raised in this manner, they collectively become the ‘Worksheet’, and are used in the same way as a single worksheet.

57. Removal of Aeronautical Product. All aeronautical product removed from the simulator are to have an entry in the ‘Details of Unserviceability’ column of the worksheet with an outline of circumstances and measures taken leading to discovery. The ‘Job No’ and aeronautical product change details (if applicable) are completed to certify the removal of the equipment. The ‘Corrective Action’ column is then used for the installation of equipment.

58. Corrective Action. The tradesperson responsible for performing the rectification task must enter the details in the ‘Corrective Action’ column. A concise description of the maintenance performed and any relevant technical publication references are to be entered. If applicable to the maintenance performed, the tradesperson is also to complete the aeronautical product change section and enter the job number in the ‘Job No’ column.

59. Details of Corrective Action Certification. Certification is completed, as applicable, by the following personnel:

a. the tradesperson responsible for the task,

b. the Trade Supervisor, and

c. the Independent Inspector.



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60. The ‘Corrective Action’ certification column must be completed when the rectification task is complete as follows:

a. The tradesperson responsible for the ‘Corrective Action’ task must sign the ‘Tradesperson’ box and enter the DTG, as applicable.

b. The MI/S responsible for supervising the tradesperson performing the ‘Corrective Action’ task must sign the ‘Trade Supervisor’ box and enter the DTG.

c. Where it is determined an Independent Inspection is required, eg Safety Critical Item or System, the MI/S must ensure the relevant ‘Independent inspector’ box is outlined in red. The MI/S responsible for performing the Independent Inspection must either sign or place their stamp in the ‘Independent Inspector’ box when the ‘Tradesman’, and ‘NCO and DTG’ boxes have been certified.

61. The MI/S must rule through any certification box not applicable to a particular ‘Corrective Action’ task.

62. Tradesperson. The tradesperson responsible for the ‘Corrective Action’ task must sign the ‘Tradesperson’ box and record the maintenance hours in the ‘Maint duration’ box. The tradesperson’s signature certifies that:

a. the maintenance, as detailed in the ‘Corrective Action’ column, has been performed;

b. the task has been performed in accordance with relevant technical publications;

c. associated maintenance documentation have been correctly completed;

d. the component change details, if applicable, have been completed; and

e. the requirements of Section 3 Chapter 1—Supervision and Inspection within an AMO have been met.

63. Trade Supervisor. The Trade Supervisor supervising the tradesperson performing the ‘Corrective Action’ task must sign and enter the DTG in the ‘Trade supervisor and DTG’ box. The Trade Supervisors signature certifies that:

a. the actions detailed in the ‘Corrective Action’ section satisfy the requirements of the ‘Details of Unserviceability’ section;

b. tradespersons were assigned to the task as required and, where appropriate these tradespersons sign the relevant certification columns;

c. any information/certification box that is not required against a line entry, has been diagonally ruled through;

d. the qualifications and authorisations of the responsible tradesperson were appropriate for the ‘Corrective Action’ task;

e. the requirements for a MTF/Air Test are entered in the ‘Details of Unserviceability’ column of the worksheet, eg ‘Air Test Required for …(insert Form EE500–A Registration Number)… line …(insert Form EE500–A Line Number)…’, or if required following a scheduled servicing; ‘MTF required in accordance with Test Flight Schedule …(insert details)… ’;

f. the task has been performed in accordance with relevant maintenance publications;

g. all toolboards used in the task have been checked and cleared; and

h. the requirements of Section 3 Chapter 1 have been met.

64. Independent Inspector. The person responsible for performing the Independent Inspection must enter their signature/initial accompanied by their stamp/number, if applicable, and DTG in the ‘Independent Inspector’ box when the ‘Tradesperson’ and ‘Trade Supervisor’ and ‘DTG’ boxes have been certified. The Independent Inspectors signature certifies that the requirements of Section 3 Chapter 1 have been met.

Aeronautical Product Changes

65. The aeronautical product change section provides for the recording of details of simulator aeronautical product removal/installation in columns headed, if applicable:

a. ‘U/S Line No’, ie worksheet entry number;

b. ‘Item Name’;

c. ‘TMC number’ (Technical Maintenance Code);



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d. ‘Position W-Zone’ (Work zone code);

e. ‘Serial Number OFF’; and

f. ‘Serial Number ON’.

66. The worksheet entry line number that certifies the removal/installation of the aeronautical product is entered in the ‘U/S Line No’ column enabling aeronautical product traceability through survey of completed green worksheets. The other columns are used to record the aeronautical product name, Technical Maintenance Plan (TMP) TMC, work zone and serial numbers of aeronautical product removed from, or installed in, the simulator.

MCO Action

67. Simulator operational hours, as found on the green worksheet, must be entered and updated in the relevant recording and certification system.

Removal of Green Worksheets

68. When the Captain has completed the ‘Captain’s Release’ section of the form, the MM must remove the completed first green worksheet of the set, ie all outstanding maintenance has been completed and facility utilisation hours have been entered, for delivery to the MCO.

YELLOW SHEET

69. The yellow sheet provides a carbonised copy of the green worksheet. This worksheet remains in the Maintenance Form pad providing follow on reference in lieu of the detached green worksheet.

RAISING A NEW FORM EE500–A

70. Raising of a new Form EE500–A must be completed in anticipation of operational requirements. The current Form EE500–A expires when the final worksheet set within the pad is completed. This operation must be certified by the responsible MM by entering on the first line of the first green worksheet of the new Form EE500–A:

a. ‘Form EE500–A No ...(insert the Registration Number of the last used green Worksheet of the expired Form EE500–A)…expired’, in the ‘Details of Unserviceability’ column in the new Form EE500–A;

b. ‘Form EE500–A raised in accordance with AAP 7001.059(AM1) Section 4 Chapter 3, Annex B’ in the ‘Corrective Action’ column; and

c. signature and DTG against the entry.

NOTE

• Any information/certification box not required, must be ruled through.

71. Transferring Simulator Supplementary Information. All Simulator Supplementary Information entries from the expired Form EE500–A are to be transferred verbatim to the new Form EE500–A. All Leading Particulars and current/outstanding entries from the CFU, SMR and CCS sections are to be transferred.

72. Entries from the expired Form EE500–A CFU section may be transferred to the new Form EE500–A by one of the following two methods:

a. The expired Form EE500–A CFU sheets are to be removed and directly attached to the new Form EE500–A CFU section.

b. The expired Form EE500–A CFU sheet(s) entries are transcribed verbatim to the CFU section of the new Form EE500–A.

NOTE

• CFU sheets not removed and attached to the new Form EE500–A are to be forwarded to MCS/AMCO.

73. CFU, SMR and CCS entries transcribed to the new Form EE500–A are to be certified as transferred by the MM raising the new Form EE500–A, by initialling and including the wording; ‘TX to EE500–A No …(insert new Form EE500–A Registration Number)…’ in the following:

a. ‘Rectification Details’ column, of the CFU section;



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b. ‘Completed’ column, of the SMR section; and

c. ‘OFF’ column, of the CCS section.

74. As CFU, SMR and CCS entries are transcribed in the new Form EE500–A, the entries on the expired Form EE500–A are to be closed by highlighting/shading across the entry. Additionally, as CFUs are transcribed in the new Form EE500–A, the MM entering the CFU must enter ‘Transferred’ in ‘Entered by’ column and enter the DTG.

75. The MMs initials certify that the CFU, SMR and CCS entries and, where applicable, the period of deferment/due date/hours details, have been transcribed verbatim.

Carried Forward Unserviceabilities

76. On completion of transferring the outstanding CFU entries to the new Form EE500–A, including those directly attached to the new Form EE500–A, the MM must record the CFU serial number range of the CFUs transferred from the expired Form EE500–A, by annotating in the ‘Detail of Unserviceability’ column of the second entry line of the first green worksheet of the new Form EE500–A; ‘Outstanding CFU No ...(insert Serial Number)... to ...(insert Serial Number)... and …(insert Serial Number)... (as applicable) transferred from expired Form EE500–A No ...(insert Registration Number)... for review and re-certification’.

77. The transferred CFUs are to be reviewed and re-certified by the SMM, or delegate. The CFU entry must be certified and closed by the SMM or delegate by entering; ‘CFU No …(insert Serial Number)... to ...(insert Serial Number)... Reviewed’ in the ‘Corrective Action’ column against the entry and signing and entering DTG in the certification column.

NOTE

• Any information box against the entry not required must be ruled through.

Special Maintenance Requirements and Changes of Configuration

78. On completion of transferring the SMR and CCS entries to the new Form EE500–A, the MM must record, as separate Record Purposes Only (RPO) entries:

a. The quantity of current SMR entries transferred from the expired Form EE500–A by annotating in the ‘Details of Unserviceability’ column of the third line of the first green worksheet of the new Form EE500–A; ‘...(insert Quantity)... current SMR entries transferred from expired Form EE500–A No ...(insert Registration Number)...’.

b. The quantity of current CCS entries transferred from the expired Form EE500–A by annotating in the ‘Details of Unserviceability’ column of the fourth line of the first green worksheet of the new Form EE500–A: ‘...(insert Quantity)... CCS entries transferred from expired Form EE500–A No ...(insert Registration Number)...’.

79. These RPO entries are to be certified and closed by the MM entering ‘Record Purpose Only’ in the ‘Corrective Action’ column against the entries and signing and entering DTG in the certification column.

NOTE

• Any information box against the entry not required must be ruled through.



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3C–1

FORM EE515—COMPONENT LOG

INTRODUCTION

1. Form EE515—Component Log is the primary paper-based record and certificate for the current operational and serviceability status of equipment/component, including aeronautical product which must not or is not recorded on other primary recording and certification systems.

2. The Form EE515 contains the following information:

a. a description of the equipment/component, including TMC, Part No, NSN, Serial No and Engineering Name;

b. ‘time since new’ of the equipment/component;

c. hours of operation or number of events of the equipment/component on each installation;

d. number of overhauls and bay services carried out on the equipment/component;

e. hours of operation or number of events for the equipment/component since the last overhaul or bay service;

f. hours of operation or number of events at which the next overhaul or bay service is due;

g. reason for removal of the equipment/component;

h. historical details of equipment/component unserviceabilities;

i. repair or overhaul details for the equipment/component;

j. MODs and STIs incorporated in the equipment/component; and

k. details of work carried out on the equipment/component during the current overhaul cycle.

RESPONSIBILITIES

3. Maintenance personnel performing removal and installation tasks or carrying out maintenance on equipment/component are responsible for ensuring the following details are recorded on the Form EE515, as applicable:

a. the installation or removal details,

b. details of any maintenance completed on the equipment/component, and

c. the ‘servicing due at’ section is updated as applicable.

4. When a maintenance task on equipment/component is authorised beyond its specified maintenance interval, the SMM or delegate must record on the Form EE515 System Program Office (SPO) authority for the extension.

Disposal of Forms EE515

5. Forms EE515 must be disposed of in the following manner:

a. Where equipment/component is disposed of for subsequent use as a complete or almost complete item for installation in a flying, museum display or training display, the Form EE515 must accompany the equipment/component.

b. Where the equipment/component has been written off, or disposed of as scrap, the Form EE515 must be forwarded to the applicable SPO who should retain it until all equipment/component of that type have been withdrawn from service. Any Form EE515 held after disposal of the last equipment/component may be offered to the regional Australian Archives office.



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3D–1

GUIDED WEAPON MAINTENANCE DOCUMENTATION

Table of Contents INTRODUCTION ............................................................................................................................................. 1 GUIDED WEAPON MAINTENANCE DOCUMENTATION............................................................................. 1

Guided Weapon Log Book ........................................................................................................................... 1 DOCUMENTATION RESPONSIBILITIES FOR A SCHEDULED SERVICING.............................................. 2

Maintenance Manager Responsibilities—On receipt of documentation ...................................................... 2 Maintenance Manager Responsibilities—Completed documentation ......................................................... 2 Officer-in-Charge Maintenance Control Office—Responsibilities ................................................................ 2

ALLOTMENT OF GUIDED WEAPONS.......................................................................................................... 3 Loss of Maintenance Documentation........................................................................................................... 3

Appendix......................................................................................................................................................... 3 1. Guided Weapon Log Book

INTRODUCTION

1. The ADF system for guided weapon maintenance documentation provides a standardised format for the gathering and presentation of technical information generated and used by AMOs.

2. This annex prescribes the requirements for AMOs to effectively manage the documentation of maintenance performed on ADF guided weapons in support of Technical Airworthiness Regulation 5. 2. 1—Maintenance Records and Documentation Requirements.

GUIDED WEAPON MAINTENANCE DOCUMENTATION

3. Due to the security classification pertaining to information on operational assets, maintenance control data and the serviceability status for live or operational missiles must not to be recorded on a recording and certification system below their security classification. Information relating to each guided weapon type is classified in accordance with its Security Classification Grading Document (SCGD). Maintenance control for live and operational weapons must be documented manually and records must be secured in accordance with the Defence Security Manual. The basis for the physical control of guided weapons maintenance is the Guided Weapon Log Book (GWLB).

4. Electronic recording and certification may only be used to manage the following guided weapons:

a. Dummy Air Training Missiles (DATM);

b. Captive Air Training Missiles (CATM); and

c. Air Training Vehicles (ATVs).

5. The ADF authorised system for guided weapons maintenance comprises of the following ADF approved paper-based recording and certification system documents:

a. Form EE500—Maintenance Form (refer to Section 4 Chapter 3 Annex A);

b. Form EE502—Maintenance Notification (refer to Section 4 Chapter 3 Annex G);

c. Form EE505—Servicing Record Certificate (refer to Section 4 Chapter 3 Annex H);

d. Form EE508—Record of Unserviceabilities and Component Changes (refer to Section 4 Chapter 3 Annex I);

e. Servicing Schedule Work Cards (refer to Section 4 Chapter 3 Annex J);

f. Maintenance Worksheets (refer to Section 4 Chapter 3 Annex K); and

g. the Guided Weapon Log Book, which consists of:

(1) Form AA194—Guided Weapon Log; and

(2) Form EE515—Component Log (refer to Section 4 Chapter 3 Annex C).

Guided Weapon Log Book

6. The GWLB details the technical and maintenance history of a guided weapon and its component parts. A detailed description of the GWLB and its use and operation is in Appendix 1.



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DOCUMENTATION RESPONSIBILITIES FOR A SCHEDULED SERVICING

7. When a guided weapon scheduled servicing is due, the OIC MCO or EO Supervisor must raise the following documentation and forward it to the Maintenance Manager (MM) responsible for the guided weapon servicing:

a. the GWLB for guided weapons controlled manually, or pre-printed for guided weapons controlled electronically; and

b. Maintenance Work Pack (refer Section 4 Chapter 3 Annex E).

Maintenance Manager Responsibilities—On receipt of documentation

8. On receipt of the servicing documentation the MM responsible for the guided weapon servicing must ensure the following tasks are carried out:

a. where the servicing is completed on a guided weapon fitted to the aircraft, the aircraft is placed unserviceable;

b. if the guided weapon is removed for maintenance entries are to be recorded in the component change section as required;

c. progressive inspections/independent inspections are carried out as required by the servicing schedules;

d. if the guided weapon is removed from the aircraft without replacement, the Changes to Configuration is updated in accordance with Section 4 Chapter 2; and

e. the requirements of Section 3 Chapter 1 are met.

Maintenance Manager Responsibilities—Completed documentation

9. On completion of the servicing, the MM responsible for the servicing must:

a. ensure that the requirements of Section 4 Section 2 have been satisfied, as applicable;

b. ensure that labels/tags attached to MMIs and CHRS aeronautical product are complete and correct;

c. if applicable, ensure the relevant Forms EE515 for components removed from a guided weapon are removed from the GWLB and updated;

d. if applicable, ensure the relevant Forms EE515 for the replacement components are updated and placed in the GWLB;

e. ensure the relevant Form AA194 reflects the removal of any components and the installation of any replacement components; and

f. forward the completed documentation to MCO for update/validation.

Officer-in-Charge Maintenance Control Office—Responsibilities

10. On receipt of the guided weapon documentation from the MM responsible for the servicing, OIC MCO must ensure, as applicable:

a. Paper based recording and certification system. Validation of the completed task records and associated information such as:

(1) incorporation of MODs, STIs and CHRS changes recorded on the applicable Form EE515;

(2) component changes reflected on Form AA194; and

(3) upon completion, the ‘AMCO or MCS Action’ field on each Form EE508 sheet is initialled to signify validation.

b. Electronic recording and certification system. Validation of the completed task records and information such as incorporation of MODs, STIs and MMI/CHRS changes against the GWLB database and all transactions have been completed correctly. Upon completion, the ‘AMCO or MCS Action’ field on each Form EE508 sheet is initialled to signify the validation.



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ALLOTMENT OF GUIDED WEAPONS

11. Losing AMO. When a guided weapon is transferred between AMOs, the losing AMO must carry out the following procedures:

a. OIC MCO must ensure all maintenance documentation for the guided weapon is complete and correct;

b. if the guided weapon is managed on a paper-based recording and certification system, OIC MCO must annotate any unserviceability details on the Form AA194;

c. OIC MCO must notify the MM responsible for guided weapons of the requirement to allot the guided weapon and prepare records as applicable (paper based or electronic) and Forms EE515 and GWLB for dispatch;

d. MM responsible for guided weapons must ensure the records and Forms EE515 and the GWLB are packaged with the guided weapon;

NOTE

• In accordance with Section 5 Chapter 1—Aeronautical Product the losing AMO must ensure that the GWLB is secured inside the guided weapons container, and is protected from inadvertent damage. For example, a GWLB with a torpedo is wrapped in plastic to prevent damage to the log if the torpedoes liquid propellant leaks.

e. MM responsible for guided weapons must notify OIC MCO of the dispatch details of the guided weapon; and

f. OIC MCO must notify the gaining AMO, by an appropriately classified message, of the following:

(1) the guided weapon dispatch details,

(2) serial number, and

(3) the reason for the allotment.

12. Gaining AMO. On receiving a guided weapon, the gaining AMO must carry out the following procedures:

a. the MM responsible for guided weapons must conduct an acceptance check using the guide weapon documentation as a reference, when the guided weapon is unpacked;

b. the MM responsible for guided weapons must pass the hardcopy of the records and GWLB to OIC MCO when the acceptance check is completed;

c. the OIC MCO must examine the all documents to ensure it is complete and correct, and action any servicings due; and

d. the OIC MCO must ensure the guided weapon documentation is filed in accordance with its security classification.

Loss of Maintenance Documentation

13. When guided weapons are received without maintenance documentation the SMM or delegate of the gaining AMO must initiate a search for the missing GWLB and, if required raise a replacement in accordance with Appendix 1.

Appendix:

1. Guided Weapon Log Book



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AAP 7001.059(AM1) Appendix 1 to Annex D Sect 4 Chap 3

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GUIDED WEAPON LOG BOOK

Table of Contents INTRODUCTION ............................................................................................................................................. 1 DESCRIPTION ................................................................................................................................................ 1 MANAGEMENT OF GWLB............................................................................................................................. 1

Raising a New GWLB................................................................................................................................... 1 Raising a Replacement GWLB .................................................................................................................... 2 GWLB Disposal ............................................................................................................................................ 2

FORM AA194—GUIDED WEAPON LOG ...................................................................................................... 2 Raising a Form AA194 ................................................................................................................................. 2 Guided Weapon Expenditure ....................................................................................................................... 3

FORM EE515—COMPONENT LOG............................................................................................................... 3 Components Containing Explosive Ordnance ............................................................................................. 3 Removal of a Component............................................................................................................................. 3

INTRODUCTION

1. The Guided Weapon Log Book (GWLB) details the technical and maintenance history of a guided weapon and its component parts.

DESCRIPTION

2. The following data is available from the GWLB:

a. record of operational utilisation and cumulative flight carriage totals of guided weapon events specified in the type Technical Maintenance Plan (TMP);

b. record of scheduled and unscheduled servicing, maintenance, rectification and repair performed on the guided weapon;

c. record of removal, installation and scheduled and unscheduled servicing, maintenance, rectification of guided weapon components and forecast of servicing schedule;

d. record of significant incidents, occurrences and associated reports;

e. record of Modification (MOD), Special Technical Instructions (STI) and Maintenance Directive (MD) incorporation; and

f. record of authorised and applied maintenance interval extensions, deviations, waivers and exemptions.

3. The GWLB is divided into the following sections:

a. Section 1—Form AA194—Guided Weapon Log; and

b. Section 2—Form EE515—Component Log.

MANAGEMENT OF GWLB

Raising a New GWLB

4. A new GWLB must be raised by the OIC MCO whenever an AMO assembles a guided weapon from components. The OIC MCO must ensure a GWLB is held for all guided weapons on strength. The procedure for raising a GWLB is as follows:

a. Raise a Form AA194 in accordance with paragraph 9 and insert inside the GWLB cover.

b. Raise a Form EE515 for each guided weapon component as detailed in the relevant Technical Maintenance Plan (TMP) in accordance with Section 4 Chapter 3 Annex C and insert inside the GWLB cover after the Form AA194.



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Raising a Replacement GWLB

5. If an AMO receives a guided weapon without the relevant GWLB, the SMM or delegate of the gaining AMO must ensure the following action is taken:

a. notify the losing AMO to determine if the GWLB was forwarded; and

b. if necessary, initiate a search for the missing GWLB.

6. Where the gaining AMO is unable to locate the missing GWLB, the SMM or delegate of the gaining AMO must raise a replacement. The SMM or delegate must gather relevant information on the guided weapon from whatever sources are available, including the losing AMO. The SMM or delegate must annotate the new GWLB ‘Replacement Log Book—Original Lost’ and certify with a signature and DTG against the entry. The gaining AMO must notify the losing AMO and Guided Weapons (GW) Branch within Explosive Ordnance Division—DMO that a replacement GWLB has been raised for the relevant guided weapon. If no previous lifing data is available, contact GW Branch for details.

GWLB Disposal

7. When a guided weapon is disassembled for storage as components, the MM responsible for the guided weapon must ensure:

a. The cumulative hours data on Forms EE515 are updated from the Form AA194. The Forms EE515 are then removed from the GWLB and stored with the components or held in MCO.

b. The Form AA194 is destroyed, as all relevant data will now be recorded on the Forms EE515.

c. The empty GWLB cover must be retained for further use.

FORM AA194—GUIDED WEAPON LOG

8. The Form AA194 is a record and certificate of the current operational and serviceability status of a guided weapon. The following information and data is available from the Form AA194:

a. Technical Maintenance Code (TMC);

b. Serial Number;

c. Part Number;

d. the serviceability status;

e. next Service Due At date for scheduled maintenance (to be in pencil only);

f. the following component change data:

(1) Component Name;

(2) Serial Number ON and OFF; and

(3) DTG when the component was replaced.

g. any required event recording, eg operating and flight hours as specified by the relevant TMP; and

h. if applicable, the station(s) the guided weapon is configured to fit.

Raising a Form AA194

9. When a Form AA194 must be raised, the information detailed at paragraph 8 must be recorded on the form. The serial number of the assembled guided weapon is the serial number of the guidance section, except for torpedoes where the serial number is that of the afterbody. A new Form AA194 may also be raised when the space on the current Form AA194 is exhausted. In this case, the MM responsible for the guided weapon must ensure:

a. all unused blocks and lines on the current Form AA194 are ruled through in red;

b. the last line of the serviceability status and the Weapons Operating Hours/Events are carried forward to the new Form AA194; and

c. the old Form AA194 is kept with the new Form AA194.


AAP 7001.059(AM1) Appendix 1 to Annex D to Sect 4 Chap 3

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Guided Weapon Expenditure

10. When a guided weapon is fired and expended the OIC MCO must ensure the word ‘FIRED’, the date of firing and aircraft tail number is annotated in red as the final entry on the Form AA194. The complete GWLB must then to be forwarded to GW Branch for retention.

FORM EE515—COMPONENT LOG

11. The Form EE515 is used as the aeronautical product history recording system (CHRS) for monitoring the history of aeronautical product where AMOs do not operate an electronic recording and certification system or the aeronautical product must not or is not to be recorded on other recording systems.

Components Containing Explosive Ordnance

12. Guided weapon components containing Explosive Ordnance (EO) such as gas grain generators and thermal batteries, must have the following details annotated on the bottom line of the ‘Mods Embodied’ section of that components Form EE515, for each EO component fitted:

a. name or nomenclature,

b. manufacturer,

c. date of manufacture, and

d. lot number.

Removal of a Component

13. The MM responsible for guided weapons must ensure the following procedures are followed when a guided weapon component is removed from a guided weapon:

a. the Form EE515 for the component is removed from the GWLB, and the removal details on the Form EE515 are completed;

b. the Form AA194 must reflect the removal of the component and the installation of the replacement component; and

c. the replacement components Form EE515 installation details are completed, and inserted in the relevant GWLB.



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3E–1

MAINTENANCE WORK PACK

Table of Contents

INTRODUCTION ............................................................................................................................................. 1 RAISING A MAINTENANCE WORK PACK................................................................................................... 1 RECEIPT OF THE MAINTENANCE WORK PACK........................................................................................ 1

Aircraft .......................................................................................................................................................... 1 Aeronautical Product .................................................................................................................................... 2 Additional Forms and Worksheets ............................................................................................................... 2

CLOSING THE MAINTENANCE WORK PACK............................................................................................. 2 MAINTENANCE CONTROL OFFICE ............................................................................................................. 3

INTRODUCTION

1. Maintenance documentation must be able to accurately reflect the maintenance tasks carried out and identify maintenance personnel who completed each maintenance task. A Maintenance Work Pack provides a means of control of paper-based maintenance documents for scheduled and unscheduled maintenance tasks on aircraft and aeronautical product.

RAISING A MAINTENANCE WORK PACK

2. Maintenance Work Pack must contain a Form EE505—Servicing Record Certificate or equivalent and one or a combination of the following documents:

a. Form EE508—Record of Unserviceabilities and Component Changes, or equivalent, and

b. Servicing Schedule Work Cards.

3. The person raising the Maintenance Work Pack must as applicable:

a. Complete the applicable fields on the top section of the Form EE505. The Form EE505 will be the cover sheet for the Maintenance Work Pack. (Refer Section 4 Chapter 3 Annex E).

b. Copy the servicing schedule work card set from the master document (Aircraft or MMI servicing schedule or locally generated worksheet). These work cards will form the main body of the work pack.

c. Complete the applicable fields in the Forms EE508. (Refer Section 4 Chapter 3 Annex I).

d. If applicable, enter all maintenance tasks, including Modifications (Mods) and Special Technical Instructions (STI) and aeronautical product changes identified in the maintenance forecast in the Form EE508.

e. Sequentially number the Maintenance Work Pack worksheets. An example is in Table 3–E–1.

f. Insert the number of Form EE505, Form EE508 and work card pages into the appropriate areas in the ‘Number of sheets issued’ block of the first Form EE505.

g. Prior to issue, check the work pack for completeness in relation to the maintenance task, confirm the sheets issued, and certify in the administrators block on the first Form EE505.

h. Register and, if applicable, log the Maintenance Work Pack out of MCO.

RECEIPT OF THE MAINTENANCE WORK PACK

Aircraft

4. On receipt of the Maintenance Work Pack, the MM responsible for the aircraft maintenance task, eg Rn, Sn etc. must ensure the following tasks have been carried out, as applicable:

a. The aircraft has been placed unserviceable in the aircraft primary recording and certification system stating the specific maintenance action is to be carried out and maintenance work pack has been issued;

b. The SNOW entry line of the maintenance task has been transcribed to the Maintenance Work Pack; and



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c. Unserviceabilities, in the primary recording and certification system, eg deferred maintenance, which may be rectified during the Maintenance Work Pack task, are transferred to the Forms EE508. The ‘Corrective Action’ field of the primary recording and certification system must be annotated with; ‘TX to (enter the SNOW of where the unserviceability was transferred to)’ and certified with a signature and DTG in the area allocated to Trade Supervisor.

Aeronautical Product

5. On receipt of the Maintenance Work Pack, the MM responsible for the aeronautical product maintenance task, eg BS, OH etc must ensure any outstanding task, eg Modification is entered in the Form EE508.

Additional Forms and Worksheets

6. When additional Forms and Worksheets are required in the Maintenance Work Pack, they must be added to the end of each respective set.

7. The maintenance person adding the new sheet must initial the next available numbered box in the applicable ‘Sheets Added’ block on the verso side of the first Form EE505.

8. Added Forms EE505 and Forms EE508 must be numbered with a sequential ‘Alpha/Numeric’ suffix to enable the added forms to remain together within the set. An example is in Table 3–E–1.

Table 3–E–1 Additional Forms and Worksheets Numbering

Work Pack SNOW or (Registration number)

Sheet number

EE505 12345–1 (TS 123/2009) A

EE505 12345–1 (TS 123/2009) B

EE508 12345–1 (TS 123/2009) 1

EE508 12345–1 (TS 123/2009) 2

EE508 12345–1 (TS 123/2009) 3

EE508 12345–1 (TS 123/2009) 4

Servicing Schedule Work Card

12345–1 (TS 123/2009) WC 1

Servicing Schedule Work Card

12345–1 (TS 123/2009) WC 2

CLOSING THE MAINTENANCE WORK PACK

9. The MM closing the Maintenance Work Pack must:

a. Enter the number of Form EE505, Form EE508 and Worksheets added from the ‘Form EE505/EE508/Worksheet added’ sheet (verso side) in appropriate fields in the ‘Total of sheets added’ field.

b. Transfer the ‘Total sheets added’ from the verso side to the ‘No of sheets added’ field on the face sheet of the first Form EE505 issued.

c. Physically count the number of Forms EE505, Forms EE508 and Worksheets returned and ensure that the sum of the ‘No of sheets issued’ and the ‘No of sheets added’ fields correlate with the amount counted. Enter the quantity in the ‘Number of sheets returned’ field.

d. Complete the ‘Engine ground run details’ and ‘MIOP/AOP’ details, if applicable, on the face sheet of the first Form EE505.

e. Check that all maintenance worksheet entries have been completed and certified.

f. Except for ‘AMCO or MCS Action’ field, rule through all unused and not required entry lines and administration/ information/certification fields on the Forms EE505 and Forms EE508.



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g. Certify the ‘Maintenance Manager Servicing Certification’ field. This certification indicates the Maintenance Work Pack is complete and closed.

h. Where applicable, close the original entry in the aircraft primary recording and certification system which raised the Maintenance Work Pack and certify with a signature and DTG in the area allocated to the Trade Supervisor. This certification indicates the maintenance task has been carried out and the Maintenance Work Pack has been cleared.

i. Forward the completed maintenance work pack to the MCO for validation and retention.

MAINTENANCE CONTROL OFFICE

10. On receipt of the completed Maintenance Work Pack, the work pack must be logged into MCO, if applicable.

11. MCO must validate the completed Forms EE505 and Forms EE508 to ensure all transactions have been updated and entered correctly.

12. The person validating the maintenance work pack must initial the ‘AMCO or MCS Action’ field on each Form EE508 sheet to signify validation has been completed.

13. Completed aircraft Maintenance Work Packs must be filed in the Aircraft Log Pack..



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AAP 7001.059(AM1) Annex F to Sect 4 Chap 3

3F–1

FORM EE507—AERONAUTICAL PRODUCT MAINTENANCE RECORD

INTRODUCTION

1. Form EE507—Aeronautical Product Maintenance Record may be used to record maintenance and detail the serviceability state of aeronautical product removed from an aircraft. Its intended use is for aeronautical product that is not TMP managed to facilitate the recording of maintenance conducted within an AMO. The completed Form EE507 provides traceability of maintenance conducted on aeronautical product and the recording of removal and installation details.


2. The form is used to provide the following information:

a. Sheet number. The sequential number of the Form EE507 worksheet.

b. AMO. The AMO performing the maintenance, eg 1SQN ASF

c. AMO registration number. MCO supplied form registration number

d. SNOW. The unserviceability reference number that details the items removal from its higher assembly, eg EE500 SNOW, CAMM2 U/S number.

e. Higher assembly. The aircraft tail number or equipment serial number the item was removed from.

f. Item name. The name of the item that has been removed. Use the appropriate Illustrated Parts Breakdown (IPB) for the items proper name.

g. Manufacturers reference number. The MRN recorded on the item. If the item is not listed in the TMP, use the MRN shown in the appropriate IPB or Foreign Source Data (FSD).

h. Identification number. The serial number or other means of identifying the item (as applicable).

i. Placed unserviceable by and DTG. The name of the person entering the unserviceability and the Date Time Group (DTG).

j. Details of unserviceability. A description of the unserviceability.

k. Trade. The trade responsible for the corrective action.

l. Corrective action. The corrective action taken and the authorised maintenance data used to correct the unserviceability.

m. Manhours. The manhours expended performing the task, if applicable.

n. Certification. On completion of the task the following fields must be certified by maintenance personnel responsible for performing the task, as applicable:

(1) ‘Tradesperson’; and

(2) ‘DTG’.

(3) ‘Trade supervisor or MM’; and

(4) ‘DTG’.

(5) ‘Independent’;

(6) ‘IMIC number’; and

(7) ‘DTG’.

o. Maintenance Manager. On completion of all maintenance on the item, the MM certifies that all required maintenance actions have been completed. This action indicates the Form EE507 worksheet(s) is closed and the item is classified as ‘Serviceable’. Where multiple Forms EE507 are used, Sheet 1 is used for certification of serviceability status.

p. Classifying or Inspecting Officer. This area is completed by the Classifying Officer in the event that the item is determined to be ‘Unrepairable’ and requires disposition action.


AAP 7001.059(AM1) Annex F to Sect 4 Chap 3

3F–2

q. Installation details. The details of the aircraft tail number or aeronautical product serial number that the serviceable item is fitted to, including the SNOW which identifies the items fitment and the initials and DTG of tradesperson fitting the item.

USING A FORM EE507

3. Form EE507 is only available as an electronic version and must be printed for use, preferably using a colour printer.

4. The AMO must have a documented system for the use of the Form EE507. The form is to be raised upon removal of unserviceable aeronautical product that is not TMP managed and that can be repaired within the parent AMO. Repairs that require more than six entries to document may use additional Forms EE507 or Forms EE508 that must be attached to the original Form EE507. Items that are required to be sent external to the AMO for repair may use the Form EE507, but this should be in conjunction with Maintenance Worksheets as detailed in Annex K.


AAP 7001.059(AM1) Annex G to Sect 4 Chap 3

3G–1

FORM EE502—MAINTENANCE NOTIFICATION

INTRODUCTION

1. The Form EE502—Maintenance Notification is used to initiate maintenance requirements not called out on Form EE505—Servicing Record Certificate, Form EE508—Record of Unserviceabilities and Component Changes or Servicing Schedule Work Cards.

LAYOUT OF FORM EE502

2. The Form EE502 is a pad of 50 serially numbered duplicate sheets. The first (white) sheet (original copy) has a perforated edge for ease of removal and incorporates two tear-off portions at the end of the sheet.

3. The first (bottom) tear-off is annotated:

a. GSE. Return this portion to MCS on receipt.

b. Aircraft. Return this portion to MCS after information is transcribed to Form EE500/EE508 page no.

4. The second tear-off is annotated ‘GSE’. Return this notification to MCS on completion of maintenance.

5. The second (yellow) sheet is a duplicate copy of the first sheet.

Method of Operation

6. Maintenance Control Office (MCO) will raise a Form EE502, where maintenance requirements are identified, by recording the details in the ‘You are instructed to carry out the following tasks:’ fields. These entries may detail more than one task and cover a number of aircraft, aeronautical product and Ground Support Equipment (GSE).

7. On receipt of the Form EE502, the Maintenance Manager (MM) is responsible for:

a. For aircraft and aeronautical product:

(1) transcribing the maintenance requirements to either Form EE500—Maintenance Form or Form EE508, as appropriate;

(2) signing the receipt portion on the bottom tear-off, removing the tear-off portion and returning to MCO; and

(3) then destroying the original of the Form EE502.

b. For Ground Support Equipment:

(1) signing the receipt portion on the bottom tear-off, removing the tear-off portion and returning to MCO; and

(2) on completion of the maintenance task, signing the second tear-off and returning the original copy of the Form EE502 and the tear-off portion to MCO.

8. MCO is responsible for:

a. maintaining a system to manage the status and traceability of all outstanding and completed Forms EE502;

b. attaching the returned tear-off portions to the duplicate copy of the Form EE502, both of which may be destroyed after a period of two months; and

c. destroying the original copies of Form EE502 returned after all applicable control documents have been updated.


AAP 7001.059(AM1) Annex G to Sect 4 Chap 3

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AAP 7001.059(AM1) Annex H to Sect 4 Chap 3

3H–1

FORM EE505⎯SERVICING RECORD CERTIFICATE

INTRODUCTION

1. Form EE505—Servicing Record Certificate (SRC) controls a series of Form EE508—Record of Unserviceabilities and Component Changes (RUCC), Servicing Schedule Work Cards and/or Maintenance Worksheets.

2. This annex applies to AMOs using Form EE505 to perform maintenance on aircraft and aeronautical product.

FORM EE505—SERVICING RECORD CERTIFICATE

3. The Form EE505 is used to provide the following information:

a. ‘AMO’. The designation of the AMO performing the maintenance task, eg 1SQN, 816SQN, 99WKSP.

b. ‘AMO registration number’. The maintenance task registration number allotted by MCO.

c. ‘SNOW’. The SNOW is the recording and certification system unserviceability entry raising the maintenance task requirement, if applicable.

d. ‘Sheet number’. The sequential number of the form EE505 worksheet when used to control a work package. (Refer Section 4 Chapter 3 Annex E).

e. ‘Trade(s)’. The trade involved in the maintenance task. The Form EE505 can be raised against a specific trade, or where multiple trades are involved on the one form, indicate this by annotating ‘ALL’ in the ‘Trade(s)’ box.

f. ‘Nature of servicing or task’. The task covered by the Form EE505, eg R3, S13, rectifications, repair.

g. ‘Date, hours or events due’. The date/airframe hours or other event, eg cycles, when the maintenance task becomes due.

h. ‘Number of sheets issued’. The number of ‘EE505’, ‘EE508’ and other ‘Worksheets’ issued with the initial package.

i. ‘Aircraft number or MMI serial number. The aircraft designator prefix and tail number, or the serial number of the Maintenance Managed Item (MMI) or aeronautical product being serviced, rectified, etc.

j. ‘Aircraft or MMI hours or events since new’. The current airframe hours or events of the aircraft or MMI being serviced, since new.

k. ‘Engine hours’. The current hours of each engine and APU fitted.

l. ‘MMI Name’. The name of the MMI as stated in the aircraft Technical Maintenance Plan (TMP).

m. ‘Work zone(s) or work area code(s)’. The work zone(s) or work area codes (WACs) that the maintenance task covers, as applicable.

n. ‘Administrator’. The ‘Administrator’ is to certify the correctness and completeness of the maintenance documentation issued. The ‘Administrator’ must be an authorised Maintenance Control Office member or a Maintenance Manager.

o. ‘Servicing specimen signature register’. The ‘Servicing specimen signature register’ field provides for maintenance personnel involved in the maintenance task to record their rank, name, signature, and initials and stamp, as required, against the function(s) they will perform, eg Tradespersons (T), Trade Supervisor (S), Independent Inspector (I) and/or Maintenance Manager (MM).

p. ‘Additional technical information’. The ‘Additional technical information’ field is used to record authorised maintenance data applicable to the maintenance task covered by the Form EE505, eg related publications/manuals/bulletins and locally issued orders and instructions. This field is not to be used to record work which has arisen as a result of carrying out the maintenance task; such work is to be recorded in the ‘Details of Unserviceability’ field of the recording and certification system.


AAP 7001.059(AM1) Annex H to Sect 4 Chap 3

3H–2

q. ‘Maintenance Manager certification’. On completion of the maintenance task the MM responsible for the servicing is to complete the ‘Maintenance Manager certification’ field and the following boxes, as applicable:

(1) ‘Engine ground run details’;

(2) ‘MIOP/AOP’ (MMI Operations/ Asset Operations); and

(3) ‘Number of sheets returned’.

r. ‘Form EE505, EE508 and Worksheets Added’. This information is contained on the verso side of the sheet. This sheet is to be used to track the number of additional Form EE505, Form EE508 and Servicing Schedule Work Cards and/or Maintenance Worksheets issued during the maintenance task. The person who adds a new worksheet must initial the next sequential box against the relevant worksheet type.


AAP 7001.059(AM1) Annex I to Sect 4 Chap 3

3I–1

FORM EE508—RECORD OF UNSERVICEABILITIES AND COMPONENT CHANGES

Table of Contents INTRODUCTION ............................................................................................................................................. 1 FORM EE508—RECORD OF UNSERVICEABILITIES AND COMPONENT CHANGES ............................. 1 RAISING A FORM EE508............................................................................................................................... 2

Recording the Unserviceability and the Corrective Action ........................................................................... 2 Recording Component Changes.................................................................................................................. 3 Transferring deferment of required maintenance......................................................................................... 3

COMPLETION OF MAINTENANCE ............................................................................................................... 3 VALIDATION ................................................................................................................................................... 3

INTRODUCTION

1. The Form EE508—Record of Unserviceability and Component Changes (RUCC) provides a record of unserviceabilities, corrective actions and certifications of maintenance performed. Forms EE508 may be used as a direct extension of a recording and certification system or as a series controlled by a Form EE505—Servicing Record Certificate (SRC).

2. This annex applies to AMOs using Form EE508 to perform maintenance on aircraft and aeronautical product and the method of operation.

FORM EE508—RECORD OF UNSERVICEABILITIES AND COMPONENT CHANGES

3. Form EE508 is used to provide the following information:

a. ‘AMO’. The AMO performing the maintenance, eg 1SQN, 816SQN, 99WKSP.

b. ‘Aircraft or equipment’. The aircraft or equipment Application Identifier (AI).

c. ‘Serial number’. The serial no of the aircraft or equipment.

d. ‘Servicing’. The servicing/task to be carried out, eg S12, REPAIR, RECS.

e. ‘Trade or section’. The trade/section performing the maintenance.

f. ‘Date’.

g. ‘SNOW’. The SNOW is the recording and certification system unserviceability of the entry raising the maintenance task requirement, if applicable.

h. ‘Sheet number’. The sequential number of the Form EE508 worksheet.

i. ‘Placed unserviceable by and DTG’. The name of the person entering the unserviceability and the Date Time Group (DTG).

j. ‘WFD Code’. When failure discovered code.

k. ‘Details of unserviceability’. A description of the unserviceability.

l. ‘Trade’. The trade responsible for the corrective action.

m. ‘Manhours’. The manhours expended performing the task, if applicable.

n. ‘Corrective action’. The corrective action taken and the authorised maintenance data used to correct the unserviceability.

o. ‘Job number’. The job number annotated on the unserviceability label.

p. ‘Certification’. On completion of the servicing/task the following fields must be certified by maintenance personnel responsible for performing the task, as applicable:

(1) ‘Tradesperson’; and

(2) ‘DTG’.

(3) ‘Trade supervisor or MM’; and



3I–2

(4) ‘DTG’.

(5) ‘Independent’;

(6) ‘IMIC number’; and

(7) ‘DTG’.

q. ‘Record of component changes’, including:

(1) ‘U/S number’. The worksheet line entry number.

(2) ‘Component name’.

(3) ‘LCN’. (Logistics System Analysis Control Number), if applicable.

(4) ‘ALC’. (Alternate Logistics System Analysis Control Number), if applicable.

(5) ‘Serial number OFF’.

(6) ‘Serial number ON’.

r. ‘Trade Manhours total’. The total manhours expended per trade for the sheet, where ‘S’ is scheduled maintenance and ‘U’ is unscheduled maintenance:

(1) ‘AVTECH(S)’.

(2) ‘AVTECH(U)’.

(3) ‘ATECH(S)’.

(4) ‘ATECH(U)’.

(5) ‘ARMTECH’.

(6) ‘Aircrew’.

(7) Two spare fields for use as required.

s. ‘AMCO or MCS action’. This field is used by Maintenance Control Office (MCO) to validate and update:

(1) ‘DOCs’.

(2) ‘MMIs’.

(3) ‘Mods STI’s’.

(4) ‘EMMS’. This identifies that MCO has validated and updated the electronic recording and certification system.

(5) One spare field for use as required.

RAISING A FORM EE508

4. MCO or Maintenance Manager (MM) raising the Form EE508 must complete paragraphs 3a to 3h, as applicable, prior to issue of the form. Further guidance is detailed in Section 4 Chapter 3 Annex E.

Recording the Unserviceability and the Corrective Action

5. Personnel on finding an unserviceability must enter their name and DTG in the ‘Placed unserviceable by and DTG’ field and record the unserviceability in the ‘Details of unserviceability’ field in accordance with Section 4 Chapter 2.

6. Maintenance personnel performing the corrective action must:

a. ensure where it is determined an Independent Maintenance Inspection (IMI) is required, the Independent Inspector field is outlined in red;

b. record the corrective action details in the ‘Corrective Action’ field and certify with a signature/stamp and DTG in the area allocated to the Tradesperson, Trade Supervisor and Independent Inspector, as applicable;

c. enter the job number in the ‘Job number’ field where the unserviceability involves removal of a component; and



3I–3

d. record the manhours expended, if applicable, in the ‘Manhours’ box.

Recording Component Changes

7. Maintenance personnel removing the component must raise the appropriate unserviceability label and annotate the job number in the ‘Job number’ field of the Form EE508.

8. In the ‘Record of component changes’ field, the Tradesperson must enter the:

a. unserviceability line entry number in the ‘U/S number’ field;

b. ‘Component name’;

c. ‘LCN’, if applicable;

d. ‘ALC’, if applicable;

e. serial number of the component removed in the ‘Serial number OFF’ field; and

f. serial number of the component fitted in the ‘Serial number ON’ field.

Transferring deferment of required maintenance

9. Individual Form EE508 entries may be transferred directly to the Form EE500 worksheet or to the Carried Forward Unserviceabilities (CFU) and Special Maintenance Requirements (SMR) sections in the Aircraft Supplementary Information (ASI) sheets.

COMPLETION OF MAINTENANCE

10. On completion of all maintenance on the Form EE508, the MM must:

a. ensure for all unserviceability entries, a corrective action has been recorded;

b. ensure all corrective actions have been certified;

c. ensure the requirements of paragraphs 6 though 8 have been carried out as required;

d. rule through all unused and not required entry lines, information and certification fields; and

e. tally the individual trade manhours figures and enter in the ‘Trade manhours total’ field, if applicable.

VALIDATION

11. Completed Forms EE508 must be validated by MCO to ensure all transactions have been input correctly. The responsible person must initial the ‘AMCO or MCS action’ field on each Form EE508 to signify validation is complete.



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AAP 7001.059(AM1) Annex J to Sect 4 Chap 3

3J–1

SERVICING SCHEDULE WORK CARDS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 NON SIGN-UP WORK CARDS....................................................................................................................... 1 SIGN UP WORK CARDS................................................................................................................................ 1

Standard Work Card..................................................................................................................................... 1 Unserviceability and Transfer Details Work Card ........................................................................................ 1

Appendixes..................................................................................................................................................... 2 1. Standard Work Card Certification Process 2. Unserviceability and Transfer Details Work Card Example

INTRODUCTION

1. Servicing Schedule Work Cards are used to list and certify maintenance activities within servicings, and for the removal and installation of aeronautical products. Servicing Schedule Work Cards are developed in accordance with the AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual Section 3. Servicing Schedule Work Cards will be either the Non Sign-up type or the Sign-up type work card.

2. This annex prescribes the requirements for using and certifying Servicing Schedule Work Cards.

NON SIGN-UP WORK CARDS

3. Non Sign-up Work Cards are used where inspection and certification applies to a complete servicing and is certified for in the primary recording and certification document, eg Form EE500—Maintenance Form. Non Sign-up Work Cards are normally used for Operational Servicings, eg B/F, T/A, and A/F, and some Special Servicings. The format of the work card is detailed in AAP 7001.038(AM1) Section 3 Chapter 3—Structure and Standards.

SIGN UP WORK CARDS

4. Sign-up Work Cards are used where individual tasks are certified for on the work card. Sign-up work cards are normally used for Routine and Special Servicings. The work cards are available in two layouts, ‘Standard Work Card’ and ‘Unserviceability and Transfer Details Work Card’. The format of both layouts is detailed in AAP 7001.038(AM1) Section 3 Chapter 3.

Standard Work Card

5. The Standard Work Cards record certification points adjacent to each subtask for the servicing described on the card. Certification levels are divided into columns. An example of Standard Work Card certification is in Appendix 1. These columns signify the following:

a. T. The Tradesperson progressively certifies for the subtasks identified by the line adjacent to the subtask. The DTG is placed adjacent to their initials. Where the tradesperson completes more than one subtask within a task, the DTG only needs to be entered against the last subtask completed.

b. P or S. The Trade Supervisor certifies for trade supervision of the subtask on the line adjacent to the appropriate subtask and places the DTG adjacent to their initials.

c. I. The person conducting the Independent Maintenance Inspection certifies on the line adjacent to the appropriate subtask and places the DTG adjacent to their initials. If applicable, place the stamp/MQI number adjacent to their initials.

d. EE435/EE508 SNo, WKORD/EE605 SNo, U/S Job No. As required, place the Form EE435, Form EE508, Work Card, Form EE605 or U/S Job number of any related unserviceability found whilst carrying out the subtask.

Unserviceability and Transfer Details Work Card

6. The level of certification on a subtask in the ‘Unserviceability and Transfer Details Work Card’ is stated in the ‘CERT’ column by the use of a ‘T’ (Tradesperson), ‘P’ or ‘S’ (Trade Supervisor) or ‘I’ (Independent Inspector). The certification level is the highest level required. For example; where an ‘I’ is identified, the ‘T’ and ‘P’ or ‘S’ certifications are also required. An example of an ‘Unserviceability and Transfer Details Work Card’ is in Appendix 2.


AAP 7001.059(AM1) Annex J to Sect 4 Chap 3

3J–2

7. Personnel performing the maintenance task must complete the applicable fields detailed below:

a. Unserviceability and Transfer Details. When an unserviceability is discovered, the unserviceability must be transcribed/transferred to a Form EE508. Reference to the Form EE508 SNOW must be entered in the ‘Unserviceability and Transfer Details field’ of the work card.

b. IMIC No/hrs. Where applicable, details of the IMIC number used during the inspection, and the man-hours expended on the sub task.

c. IND and DTG. The Independent Inspectors initials and DTG, and if applicable, identification stamp. Where it is determined an Independent Maintenance Inspection (IMI) is required, the Independent Inspector fields must be outlined in red.

d. Certification. The level of certification as detailed in the ‘CERT’ column must be certified with a signature/stamp and DTG in the area allocated.

e. Record of Component Change. Records the change of any component identified in the subtask. This field provides the same information as the Form EE508.

8. AMCO/MCS DOC. Validation check box for Maintenance Control Office.

Appendixes:

1. Standard Work Card Certification Process 2. Unserviceability and Transfer Details Work Card Example


AAP 7001.059(AM1) Appendix 1 to Annex J to Sect 4 Chap 3

3J1–1

STANDARD WORK CARD CERTIFICATION PROCESS

PLCN NOMENCLATURE WAC

ALC CR FRR NO

TASK—CODE

OPERATION—DETAIL

T

P or S

I

EE435 EE508 SNO

A01AO 00 RKOFAAA

LOWER FWD FAIRING S

0540 1 REMOVE IAW AAP XXXX.XXX A01BB16 00 AKOFAAA ROD ELASTIC S 0540 1 EXAMINE, PARTICULARLY

FOR EVIDENCE OF CORROSION IAW AAP XXXX.XXX

A01AO 00 GKOFAAA LOWER FWD FAIRING S 0540 1 REFIT IAW AAP XXXX.XXX TITLE: ROUTINE SERVICING

EIAC UOC NAME SERV TRADE CARD NO A99H A KESTREL R2 AE XXX : XX

Tradesperson initials in this column and enters DTG.

Trade Supervisor initials in this column and enters DTG.

Independent Inspector initials and enters Stamp No in this

column and enters DTG.

U/S Job No, Form EE435 Report No or SNOW in this

column.



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AAP 7999.007-6-4(AM1) Aircraft Tail No: SNOW: Sheet No: Sect 3 Chap 1 US LCN/ALC TASK FRR No OPERATION DETAIL C UNSERVICEABILITY AND TRANSFER DETAILS IND CERTIFICATION NOMENCLATURE CODE E IMIC And 1.TRADESPERSON WAC IC F

C CN R NO DTG 2.DTG

T 3.SUPERVISOR (rule through diagonally if nil discrepancies

found) HRS 4.DTG

1. A0L/50 DOOR 64 LH

WKOFPAA

1 OPEN IAW AAP 7999.006-2-LMM-010

2.

3.

1

4500 M S

T

4.

A09AM/50 MODULE COMPR HP

2

0120 S M

AKOFPAB

1 ----NOTE---- DURING INSPECTION OF MAIN FUEL MANIFOLD BRACKETS, REFER TO AAP 7999.006-2-270-310 FOR TYPICAL BORESCOPE VIEWS.

~

1.

2.

3. 4.

2 MAIN FUEL MANIFOLD BRACKETS. EXAMINE AS FAR AS POSSIBLE USING A BORESCOPE IAW AAP 7999.006-2-270-310.

~

I

1. A09AM/50 MODULE COMPR HP

2.

3.

3

0120 S S

6KOFPAA

1 CHECK HPC ACTUATING TORQUE IAW AAP 7999.006-2-270-300.

~

I

4. 1.

2.

A09AL/50 MODULE COMBUSTOR

3. 4.

4

0130

AKOFPAB

1 EXAMINE AS FAR AS POSSIBLE USING A FLEXIBLE BORESCOPE IAW AAP 7999.006-2-270-300.

~

S

US ITEM NAME LCN/ALC WAC SERIAL No OFF SERIAL No ON US ITEM NAME LCN/ALC WAC SERIAL No OFF SERIAL No ON TITLE: LH ENGINE BORESCOPE EIAC A999

UOC T

NAME A999T

SERV S13

TRADE AE

CARD No 003:01

AMCO/MCS DOC

S13 INAM 10 AL 1 4

Appendix 2 to A

nnex J toSect 4 C

hap 3

AA

P 7001.059(AM

1)

Unserviceability and Transfer Details Work Card Example

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AAP 7001.059(AM1) Annex K to Sect 4 Chap 3

3K–1

MAINTENANCE WORKSHEETS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 PURPOSE ....................................................................................................................................................... 1 SCOPE ............................................................................................................................................................ 1 USE OF MAINTENANCE WORKSHEETS..................................................................................................... 1 FORMAT.......................................................................................................................................................... 2

Work Control Document ............................................................................................................................... 2 Primary Work Document .............................................................................................................................. 2 Ancillary Work Document ............................................................................................................................. 2

COMPILATION AND AMENDMENTS............................................................................................................ 2 Compilation .................................................................................................................................................. 2 Amendments ................................................................................................................................................ 3 Promulgation ................................................................................................................................................ 3

CONTROL OF MAINTENANCE WORKSHEETS .......................................................................................... 3 Maintenance Control Office.......................................................................................................................... 3 Maintenance Manager Responsible for the Maintenance Task................................................................... 4

Appendixes..................................................................................................................................................... 4 1. Example of a Work Control Document 2. Example of a Primary Work Document 3. Example of an Ancillary Work Document 4. Example of a Master Worksheet Control Document

INTRODUCTION

1. The complexity of aircraft maintenance often requires a multi-disciplined approach, requiring work to be completed by a number of different trades. Therefore, maintenance documentation must be able to accurately reflect the maintenance tasks carried out and identify the personnel completing each maintenance task.

2. Maintenance worksheets provide a system of control to ensure all the requirements of publications are drawn into one document, as a series of prescribed maintenance tasks. The system for the control of complex maintenance operations has been designed with the following characteristics:

a. specification of maintenance tasks;

b. authorisation of maintenance tasks;

c. promulgation of maintenance tasks;

d. authorised amendment of maintenance tasks; and

e. certification of completion, supervision and inspection of maintenance tasks.

PURPOSE

3. This annex describes the purpose and use of maintenance worksheets.

SCOPE

4. This annex applies to all AMOs performing particularly complex Overhaul (OH), Bay Service (BS), Modifications (Mods)/Special Technical Instructions (STIs) and repair maintenance tasks on aircraft and aeronautical product where Servicing Schedule Work Cards are not available.

USE OF MAINTENANCE WORKSHEETS

5. Whenever an OH, BS, Mod/STI or repair maintenance task on an aircraft or aeronautical product is particularly complex and Servicing Schedule Work Cards have not been raised by the Systems Program Office (SPO), maintenance worksheets may be used. The Senior Maintenance Manager (SMM) or delegate must determine which maintenance tasks require maintenance worksheets. As general guidance, maintenance worksheets should be raised whenever a complex OH, BS, Mod/STI or repair maintenance task is subject to one or more of the following conditions:

a. It requires over 10 manhours,



3K–2

b. involves multiple trades,

c. involves different sections or functional areas,

d. requires progressive or independent inspections,

e. requires the recording of test results or dimensions,

f. requires the recording of configuration build data, or

g. the task is one that is frequently repeated (more than two arisings per calendar year).

FORMAT

6. Where there is a requirement for an AMO to raise Maintenance Worksheets, the AMO must locally develop and produce the following documents, as applicable:

a. Work Control Document,

b. Primary Work Document, and

c. Ancillary Work Document(s).

Work Control Document

7. The Work Control Document is the cover sheet for the Primary and Ancillary Work Documents. The content and layout of a Work Control Document is shown in the example in Appendix 1.

Primary Work Document

8. The Primary Work Document lists the maintenance or repair task to be carried out on an aircraft or aeronautical product by the section having the primary responsibility for the maintenance task. The content and layout of a Primary Work Document is shown in the example in Appendix 2.

Ancillary Work Document

9. The Ancillary Work Document is a list of maintenance or repair tasks to be carried out on aeronautical product by section(s) other than the AMO section having the primary responsibility. The content and layout of an Ancillary Work Document is shown in the example in Appendix 3.

COMPILATION AND AMENDMENTS

Compilation

10. AMOs must raise maintenance worksheets for maintenance tasks for which Servicing Work Cards have not been issued by the responsible Systems Program Office (SPO). Primary and Ancillary Work Documents must be compiled by Maintenance Control Office (MCO) personnel, in consultation with personnel of the sections required to complete the work. Personnel compiling the maintenance worksheets have the responsibility to ensure that only authorised technical requirements and standards are transcribed from the authoritative technical publications into the maintenance worksheets. Primary and Ancillary Work Documents must list the sequence of tasks and must include:

a. preparation of aircraft/aeronautical product;

b. disassembly procedures;

c. maintenance task, including special treatments and tests;

d. reassembly procedures;

e. final testing;

f. recording action; and

g. if applicable, other specific requirements/information.



3K–3

Amendments

11. The SMM or delegate must authorise new and amended maintenance worksheets on a Master Worksheet Control Document. When an amendment to a Work Control Document is authorised, a new copy of the Work Control Document must replace the superseded Work Control Document, which must be destroyed. The content and layout of a Master Worksheet Control Document is shown in the example in Appendix 4.

Promulgation

12. The SMM or delegate must promulgate Maintenance Worksheet management, control and production procedures in local instructions.

CONTROL OF MAINTENANCE WORKSHEETS

Maintenance Control Office

13. The MCO of the AMO having primary responsibility for the maintenance task on the aircraft and aeronautical product, must hold an approved and authorised master copy of the Master Worksheet Control Document and Work Control Document maintenance worksheets. One copy of each Work Control Document maintenance worksheet must be held for amendment purposes, by OIC MCO. Each sheet of the maintenance worksheet must be annotated ‘FOR AMENDMENT PURPOSES’. Additional copies of maintenance worksheets must be produced as maintenance tasks arise and must not to be held in reserve.

14. OIC MCO is responsible for:

a. maintaining a Master Worksheet Control Document Register;

b. processing amendments to the Master Worksheet Control Document for the SMM or delegate authorisation;

c. amending the Master Worksheet Control Document and Work Control Document maintenance worksheets;

d. maintaining Master Worksheet Control Document amendment history;

e. regularly reviewing the Master Worksheet Control Document to ensure it complies with any referenced maintenance documentation;

f. filing the master of the maintenance worksheets with the Master Worksheet Control Document;

g. issuing Work Control Document maintenance worksheets and Form EE508 worksheets as required;

h. where no Ancillary Work Documents are required, ruling through the entry lines, signing and entering the DTG in the Ancillary Work Documents section of the Work Control Document;

i. maintaining a Work Control Document Register to record:

(1) the maintenance Worksheet Registration Number, ie Serial Number/Year of Issue;

(2) the Master Worksheet Control Document Amendment Number;

(3) the aircraft or aeronautical product Tail Number/Serial Number;

(4) the aircraft or aeronautical product Part Number;

(5) reference to the related unserviceability, eg Serial Number of Work (SNOW), Job Number, if applicable;

(6) the date Work Control Document maintenance worksheets were issued to the section having the primary responsibility for the maintenance task ; and

(7) the date the completed Work Control Document maintenance worksheets were returned.

j. ensuring all completed Work Control Document maintenance worksheets are forwarded to the aircrafts gaining AMO or attached to the aeronautical product; and



3K–4

NOTE

• When Work Control Document maintenance worksheets are raised from a recording and certification system, they form part of the recording and certification system. Consequently, they are not permitted to travel with the parent aircraft.

k. ensuring all issued Work Control Document maintenance worksheets are returned.

Maintenance Manager Responsible for the Maintenance Task

15. On receipt of the Work Control Document maintenance worksheets from MCO the MM responsible for the maintenance task must:

a. ensure the Primary Work Document and Ancillary Work Document(s), if applicable, are attached;

b. ensure the names, and authorisation numbers if applicable of the following, are recorded in the appropriate fields:

(1) the Tradesperson(s) detailed for the work,

(2) Trade Supervisor(s) if applicable, and

(3) Independent Inspector(s) and MM(s) if applicable.

c. check for entries which involve a Safety Critical Items and Systems (SCIS) and require Independent Maintenance Inspection (IMI);

NOTE

• Where it is determined an IMI is required, the Inspector field must be outlined in red.

d. all initials are recorded in the applicable certification boxes on the Work Control Document;

e. Work Control Document maintenance worksheets are placed at a point convenient for all maintenance personnel to make the necessary entries during the maintenance task;

f. additional Forms EE508 are raised as required;

g. the requirements of Section 3 Chapter 1 have been met; and

h. on completion of the maintenance task:

(1) enter all relevant details/information on the Work Control Document;

(2) certify the ‘Release Inspection’ section; and

(3) rule through all unused and not required entry lines, information and certification fields, and

(4) forward to MCO.

Appendixes:

1. Example of a Work Control Document 2. Example of a Primary Work Document 3. Example of an Ancillary Work Document 4. Example of a Master Worksheet Control Document


AAP 7001.059(AM1) Appendix 1 to Annex K to Sect 4 Chap 3

3K1–1

EXAMPLE OF A WORK CONTROL DOCUMENT

WORK CONTROL DOCUMENT

WORKSHEET REGISTRATION NO: ……………. Sheet 1 of sheets

Worksheet Title: Worksheet AL No:

Part No: TMP Reference:

Stock No: Serial No:

Item Name: TMC or EIAC/LCN/ALC:

Servicing Required: MOD/STI:

Rework:

AAP: AAP AL No:

Other Maintenance Data:

Worksheet Issued by: Register LSN: Date:

Job No: Date Started: Date Completed:

TRADESPERSON CERTIFICATION

Tradesperson Name Rank Initials Tradesperson Name Rank Initials



3K1–2

2

TRADE SUPERVISOR CERTIFICATON

Supervisor Name Rank Initials Supervisor Name Rank Initials

INDEPENDENT INSPECTOR and MM CERTIFICATION

Inspector or MM Name Rank Initials Inspector or MM Name Rank Initials

ANCILLARY WORK DOCUMENTS

No AMO Section Issued Returned No AMO Section Issued Returned

1 2

3 4

5 6

RELEASE INSPECTION

…………………………………..

Signature

……………………………………

Name

………….

Rank

…………………

Date



3K2–1

EXAMPLE OF A PRIMARY WORK DOCUMENT

PRIMARY WORK DOCUMENT

WORKSHEET REGISTRATION NO: ………………… Sheet 1 of sheets

Primary AMO SECTION:

Worksheet Title: AL No:

MAINTENANCE TASK CERTIFICATION REF

Task No Operation

TradespersonDTG

SupervisorDTG

Inspector/MM DTG

Form EE508



3K2–2

Blank Page



3K3–1

EXAMPLE OF AN ANCILLARY WORK DOCUMENT

ANCILLARY WORK DOCUMENT

WORKSHEET REGISTRATION NO: ………………… Sheet 1 of sheets

Ancillary AMO SECTION:

Worksheet Title: AL No:

MAINTENANCE TASK CERTIFICATION REF

Task No Operation

TradespersonDTG

SupervisorDTG

Inspector/MM DTG

Form EE508



3K3–2

Blank Page



3K4–1

EXAMPLE OF A MASTER WORKSHEET CONTROL DOCUMENT

MASTER WORKSHEET CONTROL DOCUMENT

INITIAL COMPILATION

WORKSHEET TITLE:

WORKSHEET REG NO:

PRIMARY AMO SECTION:

ANCILLARY AMO SECTION(S)

1. 2.

3. 4.

5. 6.


1. 2.

AUTHORISATION

…………………………………… Signature

…………………………………… Name

…………… Rank

………….. Date

AMENDMENTS

Worksheet AL No

Nature of Amendment (include Authorised Maintenance Data reference)

Authorisation (Signature of SMM)

Date



3K4–2

Blank Page



1

SECTION 4

CHAPTER 4

AERONAUTICAL LIFE SUPPORT EQUIPMENT DOCUMENTATION

Table of Contents INTRODUCTION ............................................................................................................................................. 1 REQUIREMENTS FOR RECORDING ALSE MAINTENANCE...................................................................... 1 QUALIFICATION AND AUTHORISATION RECORDS.................................................................................. 1 ALSE MAINTENANCE RECORDS................................................................................................................. 1

Equipment Details ........................................................................................................................................ 2 Operational Servicings ................................................................................................................................. 2 Details of Unserviceability and Corrective Action ........................................................................................ 2 Equipment Configuration.............................................................................................................................. 2 Aircrew Acceptance and Release ................................................................................................................ 2

RETENTION OF RECORDS ........................................................................................................................... 2 Annexes .......................................................................................................................................................... 2 A. Example of an Aeronautical Life Support Equipment Maintenance Record B. Example of an Aeronautical Life Support Equipment Local Instruction

INTRODUCTION

1. ADF authorised Aeronautical Life Support Equipment (ALSE) may be issued individually or as a kit to aircrew and passengers travelling in ADF aircraft. ALSE performs a significant role in preserving aircrew and passenger safety, which necessitates that AMOs have a maintenance documentation system in place to ensure ALSE is serviceable and fit for flight.

2. This chapter prescribes the requirements for AMOs to effectively manage the documentation of maintenance performed on ADF ALSE.

REQUIREMENTS FOR RECORDING ALSE MAINTENANCE1

3. Maintenance of ALSE must be recorded by the most efficient and effective means to support AMO duties. Paper based ALSE maintenance records may be substituted by an electronic system, provided the procedures in this chapter are satisfied. Electronic recording and certification systems must be used in accordance with the approved operating instructions.

QUALIFICATION AND AUTHORISATION RECORDS2

4. Only qualified and authorised personnel may carry out maintenance tasks on ALSE. Qualification and authorisation records must be maintained for all personnel employed to service, maintain and support ALSE in accordance with Section 2 Chapter 1—Task Authorisation and Section 2 Chapter 2—Maintenance by Aircrew.

ALSE MAINTENANCE RECORDS

5. The maintenance record must contain, as a minimum, the following information3:

a. equipment details;

b. operational servicings, as required;

c. details of unserviceability and corrective action;

d. equipment configuration; and

e. aircrew acceptance and release.

6. A description of the ALSE maintenance record sections is provided in the following paragraphs. An example of a generic ALSE maintenance record is shown in Annex A.

7. AMOs may tailor the example of a maintenance record shown in Annex A to meet specific requirements provided the tailored form and associated procedures are authorised and promulgated in local instructions.

8. An example of an alternate procedure is detailed in Annex B.



2

Equipment Details

9. The ‘Equipment Details’ section of the form is used for recording ALSE location, allocation to aircrew and identification information.

Operational Servicings

10. Before Flight. The ‘Before Flight’ section provides for the recording and certification of applicable Pre-Flight servicings for each sub-component of the ALSE. This section must be completed for each servicing carried out by maintenance personnel.

11. After Flight. The ‘After Flight’ section provides for the recording and certification of any applicable Post-Flight servicings for each component of the subject ALSE. This section must be completed for each servicing carried out by maintenance personnel.

Details of Unserviceability and Corrective Action

12. The ‘Details of Unserviceability’ and ‘Corrective Action’ sections of the form provide a maintenance record for the equipment and are used for recording unserviceabilities, corrective actions and certifications. Maintenance certification must be completed in accordance with Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

Equipment Configuration

13. The ‘Equipment Configuration’ section of the form is used for recording current configuration status of the subject ALSE. Where applicable, the item serial number must be recorded.

Aircrew Acceptance and Release

14. Aircrew Acceptance. The ‘Aircrew Acceptance’ section provides for the recording of aircrew acceptance certifications. This section is signed by the aircrew on receipt of the equipment and inspection of the ALSE Maintenance Record, certifying that the equipment is acceptable for the intended use. Where applicable, an approved aircrew member must certify acceptance for items of ALSE to be issued to non-aircrew passengers.

15. Aircrew Release. The ‘Aircrew Release’ section provides for the recording of aircrew release certifications. Aircrew must certify this section on completion of use of ALSE. Certification indicates that all unserviceabilities and anomalies with the applicable ALSE have been recorded in the ‘Unserviceabilities’ section. Aircrew members must release passenger equipment in the same manner.

RETENTION OF RECORDS

16. Records must be filed and retained, by the AMO performing maintenance on ALSE. The retention and archive requirements for ALSE maintenance records are detailed in Section 4 Chapter 2 Annex C—Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records.

Annexes:

A. Example of an Aeronautical Life Support Equipment Maintenance Record. B. Example of an Aeronautical Life Support Equipment Local Instruction. 1 TAREG 5.2.1 2 TAREG 4.5.3 3 TAREG 5.2.1



4A–1

EXAMPLE OF AN AERONAUTICAL LIFE SUPPORT EQUIPMENT MAINTENANCE RECORD

Equipment Details NAME: C BLOGGS PEG: 21 SHEET NUMBER: 2

TMP AIRCRAFT IDENTIFIER: A21T

AERONAUTICAL LIFE SUPPORT EQUIPMENT MAINTENANCE RECORD AERONAUTICAL LIFE SUPPORT EQUIPMENT LEGEND:

1. Helmet 2. Mask 3. Life Preserver 4. G-Suit 5. Night Vision Goggles 6. Torch 7. Oxy Connection 8. Secumar

EQUIPMENT CONFIGURATION: (Refer To Legend Above) B/F SERVICE/DTG G. SMITH SCM12

150815OCT03

1. ✓ HEL070 4. ✓ 7.

AIRCREW ACCEPTANCE/DTG

C BLOGGS 150900OCT03

2. ✓ 5. 8. ✓ AIRCREW RELEASE/DTG C BLOGGS 151200OCT03

3. ✓ 6. 9.

A/F SERVICE/DTG G. SMITH SCM12

151215OCT03

LINE UNSERVICEABILITY CORRECTIVE ACTION CAMM NO TRADEPERSON / DTGTRADE SUP / DTG

PC9 MIKE TO BE REMOVED FA18 MIKE FITTED G. SMITH SCM12

IAW 7272.026-3M (AL 5) 151315OCT03

1.

SECUMAR TO BE ISSUED SECUMAR CONFIG CHANGE G. SMITH SCM12

AS FA18 AS FA18 151315OCT03

2.

LIFE PRESERVER DUE LIFE PRESERVER BS B JONES

BS IAW 7272.026-3M (AL 5) 151315OCT03

K LEAONARD 3.

NE03897

151315OCT03

SECUMAR OH. WORKSHEETS WORKSHEETS CLEARED G. SMITH SCM12

ALS/03/322 IN USE 151315OCT03

4.

5.



4A–2

Blank Page



4B–1

EXAMPLE OF AN AERONAUTICAL LIFE SUPPORT EQUIPMENT LOCAL INSTRUCTION

XXSQN SI (ADMIN) 01–15–02

AERONAUTICAL LIFE SUPPORT EQUIPMENT MAINTENANCE RECORD

INTRODUCTION

1. Maintenance actions, the current configuration status and acceptance certifications for Aeronautical Life Support Equipment (ALSE) must be recorded in accordance with AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual. Aircraft Life Support Fitters (ALSFITTs) are required to record details of Before Flight (B/F), After Flight (A/F) and all other maintenance performed on Aeronautical Life Support Equipment (ALSE). Aircrew and other users of ALSE are required to record all unserviceabilities (U/S) discovered during the operation of ALSE. XXSQN personnel must use the XXSQN ALSE Maintenance Record proforma provided in Annex A. All completed Maintenance Record sheets must be retained by the Maintenance Control Office (MCO).

AIM

2. The aim of this Standing Instruction (SI) must detail the ALSE documentation procedures adopted by XXSQN, which supplement the procedures detailed in AAP 7001.059(AM1).

AUTHORITY

3. This SI is authorised by the Senior Maintenance Manager (SMM).

SCOPE

4. This SI is applicable to XXSQN ALS and XXSQN MCS personnel.

DOCUMENTATION AND EQUIPMENT

5. Access to the Life Support Maintenance Register (Refer – XXSQN SI (ADMIN) 02–09–02–04) is required to carry out this procedure.

PROCEDURE

6. The Life Support Maintenance Register (LSMR) is a folder divided into numbered sections to represent individual Aircrew. Each section must contain an ALSE Maintenance Record (ALSEMR) that is used to document maintenance performed on applicable ALSE and detail which equipment is allocated to individual Aircrew.

ALSEMR

7. The ALSEMR is used to record all maintenance performed on the specific group of ALSE allocated to individual Aircrew. This maintenance includes A/F and B/F servicings, configuration control, a record of unserviceability and corrective action, and detail of maintenance worksheets raised/cleared.



4B–2


8. To initiate a B/F servicing, select the required Aircrew record and ensure no outstanding maintenance exists on that equipment. All outstanding maintenance must be completed prior to performing a B/F. If Forms EE508 or maintenance worksheets have been raised for maintenance they must be cleared prior to a B/F being performed.

9. Once all outstanding maintenance and documentation is cleared, select the B/F line on the ALSEMR and circle the letters ‘B/F’. Working along the same line, record the configuration of the equipment as the B/F is performed. Where applicable, circle the required information for variable equipment. A helmet and mask will always be issued, however a Secumar Jacket and torch are not always required. The Helmet visor configuration must be recorded and must comply with AAP 7222.025-3M—Protective Flying Helmet Type HGU-55/P. To certify completion of the B/F servicing, the person performing the B/F must sign and Date Time Group (DTG) the signature block.

Routine Maintenance Action If Aircrew Do Not Use ALSE

10. If a B/F has been carried out and Aircrew do not fly, the A/F block must be annotated with ‘DNF’ (Did Not Fly).


11. When ALSE is returned, Aircrew are responsible for entering any unserviceability in the ALSEMR. An A/F servicing must be performed on return of equipment. Any unserviceability found during the A/F servicing must be recorded in the ALSEMR. If more than two entries are required or anticipated, an Form EE508 must be raised in accordance with paragraph 12. To certify completion of the A/F servicing, the person performing the A/F must sign and DTG the A/F block.

Raising/Clearing Form EE508 and Maintenance Worksheets

12. Forms EE508 or maintenance worksheets must be raised in accordance with AAP 7001.059(AM1) Sect 4 Chap 2. On completion of all maintenance, Forms EE508 and maintenance worksheets must be cleared in accordance with the above reference and XXSQN requirements. A B/F is not to be carried out until all maintenance has been completed and certified.

Deployment

13. When aircrew are deployed away from XXSQN, a separate page is supplied to aircrew to record their applicable ALSE servicings.

Training

14. Training in the use of this procedure shall be provided at AMO Section level.

Review

15. This instruction shall be reviewed annually or when new ALSE is introduced into service at XXSQN.



4B–3

XXSQN SI (ADMIN) 01–15–02

Annex:

A. ALSE Maintenance Record

Related Orders, Instructions and Publications

A. AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual

B. AAP 7222.025–3M—Protective Flying Helmet Type HGU-55/P

C. AAP 7222.026–3M—Oxygen Masks Types P & Q 2000 Series

D. AAP 7226.016–3M—Life Preserver Vest Secumar AUS–2

E. AAP 7214.003–7—F111 Technical Maintenance Plan

Sponsor: SMM



4B–4

Blank Page


LIFE SUPPORT MAINTENANCE RECORD

MCS REG No: NAME: DATE: PAGE No: PRE-FLIGHT CONFIGURATION SIGNATURE / DTG AIRCREW ACCEPTANCE / DTG

VISOR (delete as applicable) SECUMAR TORCH BF HELMET MASK G SUIT

CLEAR/DARK/LASER Y N Y N Aircrew Release

/ DTG Placed Unserviceable by

and DTG Details of Unserviceability Corrective Action Taken Job No Independent Inspector & DTG

1 Tradesperson & DTG 2 Trade Sup & DTG

POST FLIGHT

1

2

AF Inits & DTG

1

2 Section 1

PRE-FLIGHT CONFIGURATION SIGNATURE / DTG AIRCREW ACCEPTANCE / DTG






POST FLIGHT

1

2

AF Inits & DTG

1

2 Section 2

PRE-FLIGHT CONFIGURATION SIGNATURE / DTG AIRCREW ACCEPTANCE / DTG






POST FLIGHT

1

2

AF Inits & DTG

1

2 Section 3

ANNEX A TO XXSQN SI (ADMIN) 01-15-02

AA

P 7001.059(AM

1) A

nnex B to

Sect 4 Cha p 4

4B–5



4B–6

Blank Page



1

SECTION 4

CHAPTER 5

MODIFICATIONS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 MODIFICATION ORDER TYPES.................................................................................................................... 1

Modification Order ........................................................................................................................................ 1 Draft Modification Order ............................................................................................................................... 1 Multi-Part Modification Order........................................................................................................................ 1 Special Order Only Modification Order ........................................................................................................ 2 Non-Standard Modification Order ................................................................................................................ 2

MODIFICATION INCORPORATION............................................................................................................... 2 MODIFICATION STATUS ............................................................................................................................... 2 FLIGHT SIMULATORS, TRAINING DEVICES AND UNMANNED AIRCRAFT ............................................ 2

INTRODUCTION

1. Throughout the in service life of ADF aircraft and aeronautical product, modifications (MODs) to the approved configuration will be necessary to meet operational and logistic demands. The engineering and airworthiness aspects of the proposed modifications are managed by the relevant Systems Program Office (SPO). The SPO is the authority for incorporation of these engineering changes into an aircraft and these changes may be issued in the form of a Modification Order.

2. This chapter prescribes the requirements for Approved Maintenance Organisations (AMO) to effectively manage modifications, in support of Technical Airworthiness Regulations 5. 1—Conduct of Maintenance and 5. 2—Maintenance Records and Documentation.

MODIFICATION ORDER TYPES

3. There are five types of Modification Order. Each variation satisfies a slightly different ADF business requirement. The types of orders are:

a. Modification Order;

b. Draft Modification Order (DMO);

c. Multi-part Modification Order;

d. Special Order Only Modification Order (SOO); and

e. Non-Standard Modification Order (NSM).

Modification Order

4. Modification Orders are the means by which approved configuration changes resulting from the SPO Engineering Change Proposal (ECP) process are incorporated into the asset. The actual development and incorporation of Modification Orders are engineering and maintenance functions respectively. Controlling the status of development and incorporation of a Modification Order is an important element of configuration management (CM).

Draft Modification Order

5. A draft modification order represents a working draft of the Modification Order and forms part of the ECP where physical incorporation is required.

Multi-Part Modification Order

6. The purpose of the multi-part Modification Order is to satisfy the need for engineering changes to be released in stages to allow smooth incorporation.

7. The multi-part Modification Order is to clearly title each part, eg Part A, Part B, and detail the sequence and timings of incorporation of each part. Incorporation of each part is to be recorded separately with the same Modification Order number but suffixed with the letter corresponding to each part.



2

Special Order Only Modification Order

8. The purpose of the SOO Modification Order is to enable an operational capability to be incorporated into an asset, without specifying in which individual asset the change is to be incorporated.

Non-Standard Modification Order

9. A NSM applies only to the modification of ADF aircraft by AMOs such as Aerospace Operational Support Group (AOSG) and Aircraft Maintenance and Flight Trials Unit (AMAFTU) that are authorised to conduct developmental or investigative design testing.

10. The NSM controls temporary changes to the approved configuration for the purposes of engineering testing activity, but does not permanently change the current approved configuration documentation.

11. Embodiment/Removal. Embodiment/Removal of NSMs are only to be performed by AOSG/AMAFTU personnel or personnel authorised by the CO.

MODIFICATION INCORPORATION

12. An AMO must not modify aircraft or aeronautical product without appropriate authorisation from the relevant SPO.

13. Modification Orders are to be incorporated in accordance with the instructions within the Modification Order. When the target date can not be met, AMOs must apply to the responsible SPO for an extension or assistance, stating circumstances giving rise to the request and any assistance required to gain compliance. Such requests are to be made in advance to enable arrangements to be made before expiry of the stipulated incorporation period.

14. Where an extension is authorised by the responsible SPO, the extension is to be carried forward as an unserviceability in accordance with the requirements of Section 3 Chapter 11—Deferment of Required Maintenance and an entry annotated in the recording and certification system to reflect the extension.

15. Removal of MODs from aircraft or aeronautical product is not permitted without prior approval of the relevant SPO.

MODIFICATION STATUS

16. The AMO must report to the responsible SPO on the incorporation status of the Modification Order. The reporting of the incorporation status closes a loop on the original engineering change and forms part of configuration management process. Senior Maintenance Managers (SMMs) must ensure the incorporation status of Modifications are reported to the SPO on a periodic basis using the codes below.

a. Active. An active Modification Order is monitored by the AMO. The status for each asset of an active MOD may be:

(1) Incorporated (INC). The MOD is fully incorporated.

(2) Not Incorporated (NINC). The MOD has yet to be incorporated.

(3) Partially Incorporated (PINC). The MOD is partially incorporated.

(4) Removed (REM). The MOD has been removed from the product following incorporation.

(5) Not Applicable (N/A). The MOD is not applicable to the product being reported on the Configuration Status Account (CSA).

(6) Unknown (UNK). The MOD status of the product being reported is unknown.

b. Historical (HISTORICAL). A historical modification is one that has been fully incorporated but which will continue to require visibility.

c. Recurring (RINC). All of the above codes are also applicable to STIs; however, the ‘RINC’ code is only applicable to STIs. The recurring STI is fully incorporated into the equipment being reported on the CSA.

FLIGHT SIMULATORS, TRAINING DEVICES AND UNMANNED AIRCRAFT

17. Procedures for the control of MODs to flight simulators, training devices and unmanned aircraft must be the same as those applied to manned aircraft.



1

SECTION 4

CHAPTER 6

SPECIAL TECHNICAL INSTRUCTIONS

INTRODUCTION

1. A Special Technical Instruction (STI) provides a means for a Systems Program Office (SPO) to issue an urgent engineering and maintenance instruction to AMOs. STIs are limited to technical matters of priority or safety which cannot be satisfied by, or actioned within the timeframe necessary to process a publication amendment, or a Modification Order.

2. This chapter prescribes the requirements for an AMO to effectively manage an STI.

STI IDENTIFICATION

3. An STI is readily identifiable by a ‘Warning Page’ hatching around the page border1.

4. An STI will normally belong to a series allocated in accordance with the sponsor SPOs STI identification system. The STI will be numbered sequentially within the applicable series, and released in numerical order to facilitate tracking and filing.

5. Released STIs have a status of either ‘Active’ or ‘Cancelled’. A STI is ‘Active’ until all action is complete, or is superseded by a new or amended STI, after which it becomes ‘Cancelled’. The status of released STIs is promulgated by means of a Consolidation Index2.

MANAGEMENT AND RESPONSIBILITIES

Approved Maintenance Organisation

6. The AMO is responsible for:

a. Maintaining a STI register to record the title, number and status of each STI received in their series;

b. Acknowledging the receipt of an STI with the SPO3;

c. Complying with the requirements of all STIs which affect aircraft, aeronautical product, explosive ordnance or associated equipment either operated or maintained by the AMO; and

d. Complying with the reporting requirements detailed within the STI.


7. The Senior Maintenance Manager is responsible for:

a. Ensuring appropriate maintenance personnel read the applicable STI as soon as possible after receipt, or before work commences, and sign the certification sheet in the STI series binder;

b. Advising the responsible SPO STI Releasing Authority immediately if the AMO is unable to comply with the STI4; and

c. Determining the most appropriate implementation plan within the timeframe stated on the STI Urgency.


8. The Maintenance Control Office is responsible for:

a. Applying the maintenance policy to the aeronautical product detailed in the STI,

b. Controlling the distribution of STI copies the within the AMO.

c. Recording the status of the STI in the maintenance recording system.

d. Retaining all master copies of STIs. All ‘Cancelled’ or ‘Superseded’ master copies are to be stamped in red with the word ‘Cancelled’ on all pages and filed in a separate section at the back of the appropriate STI series master file. All other Cancelled or Superseded copies may be destroyed.

e. Reviewing the status of STIs held when each new consolidated Index is issued.



2

1 TAREG 3.5.11b(12) 2 TAREG 3.5.11b(14)(iii) 3 TAREG 3.5.11b(7) 4 TAREG 5.1.1f



1

SECTION 5

CHAPTER 1

AERONAUTICAL PRODUCT

Table of Contents INTRODUCTION ............................................................................................................................................. 1 AUTHORITY TO FIT........................................................................................................................................ 2

Authority To Fit Systems .............................................................................................................................. 2 AERONAUTICAL PRODUCT IDENTIFICATION ........................................................................................... 2 AERONAUTICAL PRODUCT QUALIFICATION............................................................................................ 3

Approved Documentation............................................................................................................................. 3 Serviceability Classification .......................................................................................................................... 4 Identifying Details ......................................................................................................................................... 4 Physical Characteristics ............................................................................................................................... 5 Damage........................................................................................................................................................ 5

HANDLING, STORAGE AND TRACKING OF AERONAUTICAL PRODUCT .............................................. 5 Consumable Sub-Store ................................................................................................................................ 5 Inspection and Handling Aeronautical Product Containing Elastomers....................................................... 5

APPROVED/AUTHORISED AERONAUTICAL PRODUCT........................................................................... 6 Definition....................................................................................................................................................... 6

UNAPPROVED/UNAUTHORISED AERONAUTICAL PRODUCT................................................................. 6 Identification of unapproved/unauthorised Aeronautical Product ................................................................ 6 Reporting unapproved/unauthorised Aeronautical Product ......................................................................... 6

ACQUISITION OF AERONAUTICAL PRODUCT FROM OTHER THAN AUTHORISED SOURCES .......... 6 LOCAL MANUFACTURE OF AERONAUTICAL PRODUCT......................................................................... 7 SECURITY CLASSIFICATIONS ..................................................................................................................... 7

Classified ...................................................................................................................................................... 7 Unclassified .................................................................................................................................................. 7

REPAIRABLE ITEM PIPELINE ...................................................................................................................... 7 Responsibilities ............................................................................................................................................ 7

PREPARATION OF AERONAUTICAL PRODUCT FOR TRANSPORTATION ............................................ 8 General Transportation Requirements......................................................................................................... 8 Air Transportation Requirements ................................................................................................................. 8 Personnel Requirements.............................................................................................................................. 8

DISPOSAL OF AERONAUTICAL PRODUCT................................................................................................ 8 Unserviceable Aeronautical Product ............................................................................................................ 8 Surplus to Requirement................................................................................................................................ 9 Security Classified Aeronautical Product ..................................................................................................... 9

RECORDS RETENTION ................................................................................................................................. 9 Annex .............................................................................................................................................................. 9 A. Aeronautical Product Serviceable and Unserviceable Labels

INTRODUCTION

1. Aeronautical Product is any aircraft system, sub-system, component, part or material, including computer systems software/firmware and petrol oils and lubricants, whose intended end-use is to form a physical part of an aircraft.

2. The identification of unapproved/unauthorised aeronautical product before its fitment to an aircraft or higher assembly is essential to ensure technical airworthiness is not compromised. Aeronautical product assessing, provisioning and identification within the ADF provides all maintenance personnel with a level of confidence that the aeronautical product provided is approved and meets the required design specification1.

3. Maintenance personnel are the final step in the quality assurance process to identify deficiencies/discrepancies in aeronautical product prior to fitment2. Therefore, it is essential that maintenance personnel understand their roles and responsibilities in ensuring that only approved aeronautical product is fitted3.



2

4. This chapter prescribes the Approved Maintenance Organisation responsibilities and procedures to be followed when managing aeronautical product in accordance with Technical Airworthiness Regulations:

a. 5. 4. 3—Aeronautical Product; and

b. 5. 4. 4—Transfer of Aeronautical Product (Cannibalisation/Robbery).

AUTHORITY TO FIT

5. Only approved aeronautical product may be fitted to aircraft and higher assemblies4.

Authority To Fit Systems

6. The sponsor Systems Program Office (SPO) is the authority to specify the system to be used by maintenance personnel to demand and fit approved aeronautical product.

7. Maintenance personnel must refer to the authorised Original Equipment Manufacturers (OEM) maintenance data for the description and Manufacturers Reference Number (MRN) (also known as Part Number) of the required aeronautical product and then access the authorised Authority to Fit system to determine the approved NATO Stock Number (NSN) to demand.

8. Upon receipt of the aeronautical product from the approved supply system, maintenance personnel must ensure the aeronautical product supplied has the correct NSN and MRN or is an approved alternate5.

9. If there is any doubt that the supplied aeronautical product is authorised for fitment then maintenance personnel shall contact the sponsor SPO for confirmation.

10. Maintenance Managed Items. For Maintenance Managed Items (MMIs), specific authority to fit details are provided by the Technical Maintenance Plan (TMP) or other SPO approved maintenance plan. For those weapon systems supported by the OmegaPS Weapon System Database, authority to fit can be further defined by batch information, typically Batch Name, ‘Batch From’ and ‘Batch To’ details.

11. Therefore, for MMIs, the SPO approved system provides the cross reference between the OEM maintenance data or Illustrated Parts Breakdown reference to the authorised NSN to be demanded. In addition the TMP and Maintenance Management System provide verification by reference number, the Manufacturers Commercial and Government Entity (CAGE) code and batch information suitability for the fitment of the MMI to a particular location in a weapon system.

AERONAUTICAL PRODUCT IDENTIFICATION

12. As a minimum all aeronautical product must be labelled with the following information6:

a. Item name;

b. Manufacturers part number(s);

c. Stock number (where applicable);

d. Serial number or batch / lot number (where applicable);

e. Status and the date of status change (where applicable); and

f. Name(s) and signature(s) of person(s) certifying the equipment as serviceable or unserviceable (where applicable).

13. If an item of aeronautical product is found to have any of the following, the item is to be classified as unapproved/unauthorised for use:

a. discrepancy in its associated documentation;

b. suspected damage;

c. damage as a result of packaging;

d. material deficiencies; or

e. design deficiencies (incorrect part number, MOD/STI status etc).

14. If an item of aeronautical product is not properly identified or is suspected to be unauthorised/unapproved, then it must be placed in quarantine and the SPO notified7.



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AERONAUTICAL PRODUCT QUALIFICATION

15. Prior to the fitment of aeronautical product to higher assemblies, maintenance personnel must ensure that all steps are taken to qualify the product as follows8:

a. Approved Documentation. The documentation attached to the aeronautical product must be approved and authorised for use.

b. Classification of Serviceability. All aeronautical product must be classified as serviceable.

c. Identifying Details. The identifying details on the aeronautical product and the packaging containing the aeronautical product and the documentation must be complete and match.

d. Physical Characteristics. The physical characteristics must be consistent with the aeronautical product being replaced. The replacement aeronautical product must be physically consistent in form, fit and function with the aeronautical product it is replacing, unless a known authorised variation to the physical characteristics, ie Modification (MOD) has occurred.

e. Damage. The aeronautical product and packaging must not be damaged in any way.

Approved Documentation

16. The following represents the types of acceptable documentation that may be attached to aeronautical product:

a. Form EE435M3. This is a form that may be used as a serviceable label for aeronautical product.

b. SERVICEABLE CAMM2 TRAV TAG—Maintenance Summary Report. This is the label used by CAMM2 Approved Maintenance Organisations (AMO) to classify aeronautical product serviceability.

c. SERVICEABLE Non–CAMM2 Venue TRAV TAG—Maintenance Control Sheet. This is the label used by Non–CAMM2 AMOs to classify aeronautical product serviceability.

d. SERVICEABLE CAMM2 BLANK TRAV TAG. This is the label used for CAMM2 Down or by Non–CAMM2 AMO to classify aeronautical product serviceability.

e. Form EE507—Aeronautical Product Maintenance Record. This is the form used to record maintenance conducted on aeronautical product not identified in a TMP. Form EE507 may be used to classify the aeronautical product as either serviceable/unserviceable or unrepairable.

f. Form EE209—Serviceable Technical Equipment Label. This is a serviceable label normally used for, but not limited to, aeronautical product not TMP identified.

g. Certificate of Conformity. A Certificate of Conformity (C of C) is a formal certification that the goods supplied are authentic, their origin is traceable, they meet the specification and conditions contained in the original order, and that it is certified by personnel of the quality control organisation of the supplier. There are two types of C of C:

(1) Manufacturers C of C.

(2) Suppliers C of C.

h. Foreign Military Sales. For items supplied from the US Department of Defense Foreign Military Sales:

(1) Form DD1348—MILSTRIP printout form.

(2) Form DD250—Material Inspection and Receiving Report.

i. Australian Contractors Suppliers Acceptance Certificate. Aeronautical product subject to quality assurance at Australian sources are to be accompanied by one of the following ADF forms, as appropriate:

(1) Form SG001—Supplies Acceptance Certificate.

(2) Form SG008—Suppliers Release Note.

(3) Form SG319—Certificate of Conformity.

(4) Contractors Certificate of Conformity.

j. Military Integrated Logistics Information System (MILIS) Picking Slip/Issue Voucher. When Break Down Spares (BDS) are issued from ADF stock, a MILIS Picking Slip/Issue Voucher or



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equivalent will accompany the BDS to the ordering AMO, this document provides assurance the aeronautical product was obtained from a known source and was accompanied by the original C of C, MILSTRIP or OEM document.

k. Form EE435M2. This is a form that may be used as an unserviceable label for aeronautical product.

l. Form EE059—Unserviceable Equipment. This is an unserviceable label normally used, but not limited to, for aeronautical product not identified in a TMP.

m. UNSERVICEABLE CAMM2 TRAV TAG—Maintenance Summary Report. This is the label used by CAMM2 AMOs to classify aeronautical product serviceability.

n. UNSERVICEABLE Non–CAMM2 Venue TRAV TAG—Maintenance Control Sheet. This is the label used by Non–CAMM2 AMOs to classify aeronautical product serviceability.

o. UNSERVICEABLE CAMM2 BLANK TRAV TAG. This is the label used for CAMM2 Down or by Non–CAMM2 AMO to classify aeronautical product serviceability.

p. Other Acceptable Documentation. The SPO responsible for management of the aeronautical product must promulgate any other acceptable document as provided by the supplier or repair facility. This includes documentation acceptable to the SPO provided by the OEM.

17. Guidelines on the use of the ADF sponsored serviceable and unserviceable labels are detailed in Annex A.

Serviceability Classification

18. All aeronautical product must be classified as either serviceable or unserviceable. Documentation attached to the aeronautical product must be certified with a signature or authorised stamp9.

19. Maintenance personnel must inspect the label attached to an aeronautical product for correctness and completeness. Where there is a discrepancy with the documentation or classification of serviceability, the discrepancy must be reported to the Maintenance Manager (MM). While investigating the discrepancy, the aeronautical product must be placed in quarantine10.

20. Aeronautical product that does not have a serviceable label attached because of its size, method of packaging or maintenance management policy, eg BDS such as nuts, washers, split pins, must have as a minimum, a single C of C, MILSTRIP or OEM document on receipt. This documentation is retained after receipt of the aeronautical product into the ADF and forwarded to the sponsor SPO Purchasing Authority.

21. When BDS are issued from ADF stock, an MILIS Picking Slip/Issue Voucher or equivalent will accompany the BDS to the ordering AMO. This document provides traceability and assurance the aeronautical product was obtained from a known source and was accompanied by the original C of C, MILSTRIP or OEM document.

Identifying Details

22. A physical check of the identifying details marked on the aeronautical product and annotated on the attached document must be carried out to ensure correctness and consistency. In some instances the aeronautical product may be marked with less detail than the attached document. Where there appears to be a discrepancy with the identifying details, the discrepancy must be reported to the MM. If the MM concurs, the aeronautical product must be placed in quarantine11.

23. For serviceable aeronautical product removed for access or maintenance, the following identification requirements apply:

a. For TMP identified aeronautical product, raise a serviceable label and enter identification details. This label should be certified as required and attached securely to the aeronautical product.

b. For non-TMP identified aeronautical product, other than BDS, raise a serviceable label and enter identification details. This label should be certified as required and attached securely to the aeronautical product.

c. For BDS, place in a secure container, eg Foreign Object Damage (FOD) bag and attach securely to the parent aeronautical product.

24. For aeronautical product removed for access or maintenance that is unserviceable or unrepairable, the following identification requirements apply:

a. For TMP identified aeronautical product, that is classified as repairable, raise an unserviceable label and enter identification details. This label should be certified as required and attached securely to the aeronautical product.



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b. For TMP identified aeronautical product, that is classified as unrepairable, raise a Form EE059 and enter identification details. This label should be certified as required and attached securely to the aeronautical product.

c. For non-TMP identified aeronautical product, other than BDS, that is classified as repairable, raise maintenance documentation, eg Form EE507, and enter identification details and the details of any unserviceability. This label should be attached securely to the aeronautical product.

d. For non-TMP identified aeronautical product, other than BDS, that is classified as unrepairable, raise a Form EE059 or Form EE507 and enter identification details. This label should be certified as required and attached securely to the aeronautical product.

e. For BDS, dispose of in accordance with paragraph 52.

Physical Characteristics

25. Replacement aeronautical product should be received in a new or as new condition. Where there appears to be a discrepancy with the physical consistency, the discrepancy must be reported to the MM. If the MM concurs, the aeronautical product must be placed in quarantine12.

Damage

26. Aeronautical product received in a damaged state must not be used. Where there appears to be damage to the aeronautical product, it must be reported to the MM. If the MM concurs, the aeronautical product must be placed in quarantine13. Where the damage was caused by faulty preservation or packaging, the aeronautical product must be placed in quarantine and the damage reported in accordance with DEF(AUST)1000C—Part 8—Defective Packaging Reporting System. Additional requirements are specified in the Electronic Supply Chain Manual (ESCM) and ABR 4—Manual of Stores Management in the Royal Australian Navy, as applicable.

HANDLING, STORAGE AND TRACKING OF AERONAUTICAL PRODUCT

27. All aeronautical product must be handled, stored and tracked in accordance with the ESCM, Technical Airworthiness Regulation 5. 4. 3 and promulgated procedures, including14:

a. designating storage locations for, and methods of handling of aeronautical product to prevent damage or deterioration;

b. segregating serviceable, unserviceable and quarantined aeronautical product;

c. ensuring all aeronautical product is clearly labelled and fully identified;

d. recording and tracking all aeronautical product that is received, stored, issued and used within the AMO; and

e. disposing of aeronautical product in accordance with sponsor SPO requirements.

Consumable Sub-Store

28. Consumable Sub-Stores (CST) are established to handle, store and track frequently used aeronautical product associated with the maintenance activities undertaken within an AMO. Stock holders and management of these stores are to consider:

a. annual usage;

b. cost;

c. time to supply in normal process;

d. critical path items; and

e. special to type management requirements, eg shelf life.

Inspection and Handling Aeronautical Product Containing Elastomers

29. Aeronautical product containing elastomers are susceptible to deterioration due to permanent set or constriction of the elastomeric components, eg ‘O’ rings, seals, hoses, following protracted periods in storage.

30. Aeronautical product containing elastomers which are received in sealed export type tropic proof packs or hermetically sealed evacuated polythene bags, only require visual inspection and/or functional testing immediately before installation into an aircraft or aeronautical product.



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31. Sponsor SPOs must define the preservation and storage of aeronautical product containing elastomers. Inspection and storage life of elastomeric components, eg ‘O’ rings, seals, hoses, must be carried out in accordance with DEF(AUST)9000—Storage Life Management of Elastomeric Material for use in Aircraft, Aircraft Engines and Aeronautical Equipment.

APPROVED/AUTHORISED AERONAUTICAL PRODUCT

Definition

32. Any aircraft part, component material and breakdown spare (BDS) that has been manufactured and certified by the sponsor SPO as conforming to the design specification against which type certification provided.

UNAPPROVED/UNAUTHORISED AERONAUTICAL PRODUCT

33. Any aeronautical product that does not comply with the laid down specifications and may be the result of any of the following:

a. Unapproved/Unauthorised Manufacture. The deliberate manufacture of counterfeit parts, or manufacture without the use of basic design data and specifications or qualification testing of parts.

b. Theft. Parts stolen from aviation related companies or aircraft and sold as new or newly overhauled without reference to their past use or history.

c. Salvage. Parts removed from surplus or crashed aircraft and sold as new or newly overhauled parts without correct inspection, test and documentation.

d. Rejection. Non-conforming new parts or unacceptable repaired parts which are intended for disposal, but are sold as new or newly overhauled parts.

Identification of unapproved/unauthorised Aeronautical Product

34. Regardless of the rigour applied to the aeronautical product provisioning system, the potential always exists for an unapproved/unauthorised aeronautical product to be supplied and fitted without the knowledge of those involved. Maintenance personnel are the last line of defence in preventing the fitment of an unapproved/unauthorised aeronautical product. Therefore, it is vital that maintenance personnel are provided with a criterion by which they are able to assess the suitability of an aeronautical product.

Reporting unapproved/unauthorised Aeronautical Product15

35. If it is suspected that an aeronautical product is unapproved/unauthorised for fitment, the following actions must be carried out:

a. the MM must inform the Senior Maintenance Manager (SMM) or delegate;

b. report the occurrence in accordance with Section 6 Chapter 2—Report on Aircraft and Aeronautical Product; and

c. place all stock holdings of the affected aeronautical product in quarantine.

36. Placement of the aeronautical product in quarantine needs to occur without delay, particularly for high use aeronautical product, to prevent the issue of potentially unapproved/unauthorised aeronautical product to other users. As a result, the quarantine of an aeronautical product may need to be initiated on verbal advice from the sponsor SPO. Notwithstanding, a defect notification must be compiled and distributed within 24 hours.

ACQUISITION OF AERONAUTICAL PRODUCT FROM OTHER THAN AUTHORISED SOURCES

37. The acquisition of aeronautical product from other than authorised sources may be necessary to meet operational commitments or due to the limited access to the ADF supply system.

NOTE

• For Embarked Operations acquisition procedures are detailed in ABR4.

38. When aeronautical product is unavailable through the ADF supply system, a request to approve the acquisition and fitment must be sent to the sponsor SPO and, if applicable, an information copy forwarded to the parent AMO.



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39. Commercial Approved Maintenance Organisations. Commercial AMOs requesting procurement of aeronautical product which is unavailable through the ADF supply system are to submit a Form SC23—Request to Purchase in accordance with AAP 3030.002—Air Force Supply Manual.

40. All documentation attached to the aeronautical product must be retained and inserted into the aircrafts documentation pack and a copy of the documentation forwarded to the sponsor SPO, as soon as possible.

LOCAL MANUFACTURE OF AERONAUTICAL PRODUCT

41. Prior to any decision to request approval for the local manufacture of aeronautical product from the SPO the SMM must consider the following factors:

a. availability of a higher assembly; and

b. Delivery time of replacement aeronautical product through the supply system against the time for the manufacture of the aeronautical product, versus the operational requirement.

42. All locally manufactured aeronautical product must be permanently and legibly marked with a SPO authorised:

a. Part number or an equivalent, and

b. Serial number or an equivalent.

SECURITY CLASSIFICATIONS

Classified

43. Classified aeronautical product are those items that have been allocated a security classification of TOP SECRET, SECRET, CONFIDENTIAL, or RESTRICTED. Although the aeronautical product itself may not be classified, the information related to it, ie number of assets, distribution and location may be. Depending on its classification, aeronautical product must be handled, stored and transported in accordance with procedures outlined in the ASCI 103—Handling and Accounting Policy and Procedures for CCI, ADFP 6.0.3.1—Communications Security Instructions and ESCM Vol 4 Section 8 Chapter 3—Management and Accounting for Classified and Sensitive Equipment.

Unclassified

44. Unclassified aeronautical product does not have any of the security classifications detailed in paragraph 43.

REPAIRABLE ITEM PIPELINE

45. The ability of the ADF to carry out assigned missions depends on ADF aircraft operational availability. In turn, the operational availability of aircraft depends on the availability of replacement aeronautical product. A typical repairable item pipeline provides for maintenance or repair as appropriate, transport and transfer of the aeronautical product to a holding store, and eventual return to the end user for fitment. With a limited number of aeronautical product above aircraft fit available, the time spent by an aeronautical product in the repairable item pipeline is one of the major determinants of aeronautical product availability.

46. To ensure that assets are used efficiently and to minimise delays in the repairable item pipeline, AMOs are to evacuate all aeronautical product into the Repairable Item pipeline with minimum delay. Unserviceable aeronautical product must not be stored at an operational AMO with the intent of forwarding a number of items into the Repairable Item pipeline.

Responsibilities

47. SMMs are responsible for ensuring:

a. local instructions are developed detailing responsibilities with respect to the evacuation of all aeronautical product, and

b. periodic checks are carried out to ensure that all aeronautical product is being evacuated from the AMO in a timely manner and in accordance with the local instructions.



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48. The handling and packaging requirements of specific aeronautical product is to be carried out in accordance with authorised instructions, including DEF(AUST)1000C—Australian Defence Force Packaging Standard, SAFETYMAN VOL 1 Pt 5 Chapter 1—Management of Hazardous Substances and OPSMAN 3 however, where instructions are unavailable the following may be used as a guide:

a. Aerofoils. Aerofoils must not be placed directly onto the ground. They must be placed in their appropriate cradles/trestles. When returning unserviceable aerofoils they must be placed in their applicable transportation container.

b. Propellers. Propellers must to be securely installed on an approved transportation stand, when being returned to store. Each blade tip is to have additional protection applied to ensure that no damage can be caused to the propeller or personnel.

c. Radiators and Oil Coolers. Radiators and oil coolers must be drained and returned to store empty, except those made of light alloy which must be returned full of the appropriate fluid. All radiators and oil coolers must be returned to store in an approved shipping container.

d. Fuel Tanks. Fuel tanks can only be returned to store when they are classified ‘gas free’. This can be achieved by draining and then ventilating with forced air. A gas vapour meter is to be used to ensure that the tank is ‘gas free’.

e. Components Fitted with Cartridges. Components normally fitted with cartridges must NOT to be returned to stores with cartridges installed.

f. Gaseous Tritium Light Sources. Gaseous tritium light sources, eg Beta lights, require handling with extreme care, as they may be a radioactive source if the outer case is broken.

PREPARATION OF AERONAUTICAL PRODUCT FOR TRANSPORTATION

General Transportation Requirements

49. All aeronautical product, support equipment and flyaway kits (FAKs) (including equipment classified as dangerous goods) are to be packaged and labelled and dispatched with all applicable documentation in accordance with the responsible SPO requirements, DEF(AUST)1000C and other relevant publications.

Air Transportation Requirements

50. Where aeronautical product, support equipment and FAKs (including equipment classified as dangerous goods) are to be transported by air, additional packaging requirements are laid down in AAP 3631.001MB1 to B2—RAAF Manual of Air Movements and AAP 7002.007–1—Technical Equipment Preparation for Air Transportation.

Personnel Requirements

51. Personnel involved in packaging of aeronautical product, support equipment and FAKs (including equipment classified as dangerous goods) are to meet the requirements in DEF(AUST)1000C and where applicable, the requirements in AAP 3631.001MB1 to B2 and AAP 7002.007–1.

DISPOSAL OF AERONAUTICAL PRODUCT

Unserviceable Aeronautical Product

52. To prevent the resale and re-introduction into the inventory of disposed unserviceable aeronautical product, AMOs must ensure that the unserviceable aeronautical product is rendered unusable and irreparable following approval, as determined by the sponsor SPO, by one or more of the following ESCM endorsed methods16:

a. Removal and destruction of identifying labels or data plates and mutilation of part number and other identifying markings.

b. Bashing or breaking up to ensure that product has no further value, other than as scrap.

c. Cutting, crushing or incineration.

d. Mutilation and depositing the scrap in a refuse container for disposal.

e. If applicable, transfer of stores to a hazardous/toxic waste management facility.



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Surplus to Requirement

53. Surplus aeronautical products are those items that are:

a. no longer needed to support the ADF;

b. excess to requirements;

c. unsuited for use due to obsolescence or expired shelf life;

d. provided by alternative means in a more economic manner; or

e. beyond economic repair.

54. The ADF policy for the disposal of surplus aeronautical product is DI(G) LOG 4–3–008—Disposal of Defence Assets. Any disposal of surplus aeronautical product must have the endorsement of the sponsor SPO.

Security Classified Aeronautical Product

55. Security classified aeronautical product must be disposed of in accordance with ESCM Vol 4 Section 08 Chapter 03.

RECORDS RETENTION

56. Aeronautical product records must be retained in accordance with Section 4 Chapter 2 Annex C—Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records.

Annex:

A. Aeronautical Product Serviceable and Unserviceable Labels 1 TAREG 3.4.1c(7)(i) 2 TAREG 5.4.3b 3 TAREG 5.4.3c(5) 4 TAREG 5.4.3c(5) 5 TAREG 5.4.3b 6 TAREG 5.4.3c(6) 7 TAREG 5.4.3c(10),(11) 8 TAREG 5.4.3b 9 TAREG 5.1.2a 10 TAREG 5.4.3c(11) 11 TAREG 5.4.3c(11) 12 TAREG 5.4.3c(11) 13 TAREG 5.4.3c(11) 14 TAREG 5.4.3 15 TAREG 5.4.3c(11) 16 TAREG 5.4.3c(14)



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AERONAUTICAL PRODUCT SERVICEABLE AND UNSERVICEABLE LABELS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 CAMM2 TRAVEL TAGS ................................................................................................................................. 1 FORM EE435—MAARS LABEL..................................................................................................................... 1 FORM EE209—SERVICEABLE TECHNICAL EQUIPMENT......................................................................... 2

Following Maintenance on Aeronautical Product ......................................................................................... 2 Inspection by the Classifying/Inspecting Officer .......................................................................................... 2

FORM EE059—UNSERVICEABLE EQUIPMENT ......................................................................................... 2 Removal of Unserviceable Aeronautical Product......................................................................................... 2 Inspection by the Classifying/Inspecting Officer .......................................................................................... 3

FORM EE507—AERONAUTICAL PRODUCT MAINTENANCE RECORD................................................... 3 Use of the Form EE507 as a Serviceable/Unserviceable label ................................................................... 3 Use of the Form EE507 as an Unrepairable label ....................................................................................... 3

INTRODUCTION

1. Serviceable and unserviceable labels are used to indicate serviceability status of aeronautical product. The labels provide standardised formats for the gathering and presentation of technical information. Except when fitted to an aircraft or other aeronautical product, all aeronautical product must be fitted with an approved label that identifies the item and its serviceability status1.

2. This annex provides guidelines for the use of serviceable and unserviceable labels that may be used on ADF aeronautical product.

CAMM2 TRAVEL TAGS

3. CAMM2 prompts personnel to print CAMM2 TRAV TAGS on raising and closing jobs. There are four types of CAMM2 TRAV TAGS that may be attached to uninstalled aeronautical product:

a. Serviceable Travel Tag—Maintenance Summary Report.

b. Unserviceable Travel Tag—Maintenance Control Sheet.

c. Non–CAMM2 Venue Travel Tag.

d. Blank CAMM2 Travel Tag.

4. CAMM2 Travel Tags must be generated and used in accordance with AAP 7001.060–2(AM1)—CAMM2 Aircraft Maintenance Organisation.

FORM EE435—MAARS LABEL

5. This form was originally developed for use with CAMM which has since been replaced by CAMM2. The pre-printed Form EE435 can still be used as a serviceable/unserviceable label for aeronautical product. The Form EE435 consists of the following three parts:

a. EE435 M1. This form is used to enter the details about the item of aeronautical product along with the details of any unserviceability. Once completed this form is removed and processed in accordance with local instructions.

b. EE435 M2. This form is used as an unserviceable label and identifies the aeronautical product as ‘repairable’ or unrepairable’. When maintenance is performed on the aeronautical product, details of the rectification and the signatures and DTG of the personnel performing the maintenance must be recorded on this form.

c. EE435 M3. On completion of the maintenance, this form is used to indicate the serviceability status of the aeronautical product. If the aeronautical product is classified as serviceable, the top red portion ‘Unserviceable Technical Equipment Label’ is discarded and the remaining green portion ‘Serviceable Equipment Label’ is attached to the aeronautical product.



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FORM EE209—SERVICEABLE TECHNICAL EQUIPMENT

6. The Form EE209 is normally used as a serviceable label for aeronautical product not TMP identified, however may be used for TMP identified aeronautical product. The Form EE209 identifies the aeronautical product as serviceable following certification and DTG by the maintenance supervisor.

7. Form EE209 must be attached to and remain with the aeronautical product until fitted to the parent equipment or subjected to disposal action.

Following Maintenance on Aeronautical Product

8. Maintenance Supervisor. On completion of an aeronautical product maintenance task, or on a removal for access task, the maintenance supervisor is responsible for:

a. if applicable, detaching and destroying the unserviceable label, if no further action is required;

b. raising and entering details on Form EE209;

c. certifying with a signature and DTG on the Form EE209, as certification that the aeronautical product is serviceable2;

d. where the aeronautical product is not subject to disposal action, ruling through the ‘Classifying Officer’ field; and

e. attaching the Form EE209 to the aeronautical product and, if applicable forwarding to stores for disposition.

Inspection by the Classifying/Inspecting Officer

NOTE

• Classifying/Inspecting officers are trade qualified personnel authorised to inspect and determine the classification of aeronautical product subject to disposal action.

9. The classifying/inspecting officer determining the serviceability status of an aeronautical product is responsible for:

a. ensuring the required details are entered on Form EE209;

b. certifying the Form EE209 with a signature and DTG, as a certification the aeronautical product is serviceable3;

c. attaching the Form EE209 to the serviceable aeronautical product; and

d. advising the logistics manager and placing the aeronautical product in quarantine to await disposition by the logistics manager.

FORM EE059—UNSERVICEABLE EQUIPMENT

10. The Form EE059 is normally used for unserviceable aeronautical product that is not TMP identified, however may be used for TMP identified aeronautical product. The Form EE059 identifies the aeronautical product as unserviceable following certification and DTG by the maintenance supervisor.

11. Form EE059 must be attached to and remain with the aeronautical product until repaired or subjected to disposal action.

Removal of Unserviceable Aeronautical Product

12. Maintenance Supervisor. On removal of unserviceable product, the maintenance supervisor is responsible for:

a. raising and entering details on Form EE059;

b. recording any deficiencies, removal or replacement of subsidiary aeronautical product, on the reverse of the Form EE059;

c. identifying if the aeronautical product is considered ‘repairable’ or ‘unrepairable’;

d. certifying the Form EE059 with a signature and DTG, as certification that the aeronautical product is unserviceable4;



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e. where the aeronautical product is classified as ‘repairable’, ruling through the ‘Authorised Classifying Officer’ field; and

f. attaching the Form EE059 to the unserviceable aeronautical product and forwarding to stores for disposition.

13. If the aeronautical product is considered as ‘Unrepairable’, the maintenance supervisor must advise the Classifying/Inspecting Officer to determine its classification.

Inspection by the Classifying/Inspecting Officer

NOTE

• Classifying/Inspecting officers are trade qualified personnel authorised to inspect and confirm the classification of aeronautical product subject to disposal action.

14. The classifying/inspecting officer determining the serviceability status of an aeronautical product is responsible for:

a. ensuring the required details are entered on Form EE059;

b. certifying the Form EE059 with a signature and DTG, as certification that the aeronautical product is unserviceable5;

c. attaching the Form EE059 to the unserviceable aeronautical product; and

d. advising the logistics manager and placing the aeronautical product in quarantine to await disposition by the logistics manager.


15. Form EE507 may be used to record maintenance and detail the serviceability state of aeronautical product removed from an aircraft. Its intended use is for aeronautical product that is not TMP managed to facilitate the recording of maintenance conducted within an AMO.

16. The Form EE507 must be attached to the aeronautical product except whenever maintenance is being carried out.

Use of the Form EE507 as a Serviceable/Unserviceable label

17. Following the first entry, Form EE507 serves as an unserviceable label and indicates the aeronautical product as unserviceable until all open unserviceabilities have been rectified and the serviceable classification completed by a Maintenance Manager. The completed form must remain attached to the aeronautical product until installation of the item.

Use of the Form EE507 as an Unrepairable label

18. If the aeronautical product is considered as ‘Unrepairable’, the Maintenance Manager must advise the Classifying/Inspecting Officer to determine its classification.

NOTE

• Classifying/Inspecting officers are trade qualified personnel authorised to inspect and confirm the classification of aeronautical product subject to disposal action.

19. Inspection by the Classifying/Inspecting Officer. The classifying/inspecting officer determining the serviceability status of an aeronautical product is responsible for:

a. certifying the Form EE507 with a signature and DTG, that the aeronautical product is unrepairable6;

b. attaching the Form EE507 to the aeronautical product; and

c. advising the logistics manager and placing the aeronautical product in quarantine to await disposition by the logistics manager.



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1 TAREG 5.4.3c(6) 2 TAREG 5.1.2a 3 TAREG 5.1.2a 4 TAREG 5.1.2a 5 TAREG 5.1.2a 6 TAREG 5.1.2a



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SECTION 5

CHAPTER 2

TRANSFER OF AERONAUTICAL PRODUCT (CANNIBALISATION)


Senior Maintenance Manager ...................................................................................................................... 1 Systems Program Office .............................................................................................................................. 1

CANNIBALISATION PROCEDURES............................................................................................................. 1 Annex .............................................................................................................................................................. 2 A. Inter–AMO Aeronautical Product Transfer Form

INTRODUCTION

1. The transfer of serviceable aeronautical product from one aircraft or higher assembly to another is sometimes necessary to overcome temporary logistic problems in meeting operational requirements. This practice is commonly called cannibalisation, which is a short-term management method used to generate aircraft or aeronautical product after a failure in the logistics pipeline.

2. Cannibalisation is a short-term expediency that consumes workhours, and is indicative of shortcomings in the logistics pipeline. Transfers must be closely controlled to ensure that short-term expediencies do not lead to more serious long-term management problems. Where particular aeronautical product is transferred repeatedly, or where increasing maintenance effort is indicative of transfer trends, authorising officers are to investigate the cause and initiate resolution.

3. The transfer of aeronautical product between aircraft is only permitted when such action is necessary to support an essential flying or maintenance program.

4. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities and procedures to be followed when transferring aeronautical product in support of Technical Airworthiness Regulation 5. 4. 4—Transfer of Aeronautical Product (Cannibalisation/Robbery).

RESPONSIBILITIES


5. The Senior Maintenance Manager (SMM) is responsible for authorising and controlling all transfers of aeronautical product between aircraft and other aeronautical product within their AMO. The SMM may delegate this responsibility to appropriately qualified personnel who are to be promulgated in local instructions1.


6. The responsible Systems Program Office (SPO) is the authorising authority for the transfer of aeronautical product from aircraft in storage.

7. Navy only. Navy Aviation Systems Program Office (NASPO) is also responsible for authorising the transfer of aeronautical product between AMOs at Naval Air Station (NAS) NOWRA. All Inter-AMO transfers are to be processed using the format of the ‘Inter-AMO Transfer of Aeronautical Product’ form detailed in Annex A. However, the AMO may use the ADF message system or e-mail network in place of the Inter-AMO Transfer Form.

CANNIBALISATION PROCEDURES

8. An aircraft is not to be cannibalised to such an extent as to render the eventual replacement of transferred aeronautical product beyond the AMOs resources.

9. The cannibalisation of aeronautical product is not to be used for troubleshooting when a serviceable aeronautical product is available from the logistics pipeline.

10. Prior to authorising the transfer of aeronautical product the following factors must be considered:

a. What is the real operational/maintenance need? Can the program or maintenance schedule be adjusted without significant detriment so as to obviate the need for cannibalisation?



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b. The workhours involved in the cannibalisation.

c. When would the aeronautical product be available on the highest allowable priority demand?

d. Is there an alternative?

e. Is the next higher assembly available?

f. Can the aeronautical product be repaired, if so, would the time delay be acceptable?

g. Can the aeronautical product be manufactured locally, or in Australia, if so, would the time delay be acceptable?

h. The configuration and serviceability of the aeronautical product being considered for transfer.

i. Availability of consumable and/or incidental aeronautical product required to transfer the aeronautical product and later to replace the aeronautical product in the aircraft or aeronautical product from which it was transferred.

j. The likelihood of damage to the aeronautical product during removal, troubleshooting or replacement.

k. Functional/Incidental tests or adjustments required on both donor and receiver systems.

l. Introduction of safety, security or storage problems.

m. The effect on the cannibalised system, eg deterioration, loose parts.

n. The effect on availability of spare parent equipment, eg engine, main rotor gearbox.

11. After the authorisation process has been completed, the SMM of the receiving AMO must ensure that:

a. the unserviceable aeronautical product is placed in the repair loop without delay;

b. the transfer is accounted for;

c. where an aeronautical product is transferred from an aircraft or other aeronautical product an entry; ‘...(insert details)... transferred to service ...(insert details)...’ is to be made in the recording and certification system2;

d. action is to be taken as necessary to prevent damage or deterioration to a cannibalised aircraft or other aeronautical product which may occur due to the temporary removal of aeronautical product, eg any orifices exposed must be suitably blanked3;

e. replacement aeronautical product is to be demanded, with the appropriate priority, against the cannibalised aircraft, or other aeronautical product;

f. when the replacement aeronautical product is received it is to be installed in the cannibalised aircraft, or other aeronautical product. If the product is installed in another aircraft, or other aeronautical product, it is to be reordered for the cannibalised aircraft;

g. before a transferred aeronautical product is installed, it must be inspected, serviced or functional/ performance tested in accordance with the relevant publications to confirm serviceability. Details of such work are to be recorded in the recording and certification system;4

h. transferred aeronautical product that cannot be functional/performance tested before installation is to be tested to confirm serviceability after installation and before flight, if this is not possible, the SMM, may authorise an air test/check flight/test flight to confirm serviceability of the aeronautical product; and

i. the life expired and/or servicing details of the cannibalised aeronautical product is transferred from the previous aircraft/equipment location.

12. Each AMO is to maintain a register of all transfer actions carried out (internal and external) and report the action in the Monthly Flying and Maintenance Report (MFMR) or Monthly Maintenance Report (MMR).

Annex:

A. Inter–AMO Aeronautical Product Transfer Form 1 TAREG 4.5.1e 2 TAREG 5.2.1c 3 TAREG 5.4.3c(7) 4 TAREG 5.4.4



2A–1

INTER–AMO AERONAUTICAL PRODUCT TRANSFER FORM

Aeronautical product transfer is carried out in accordance with Section 5 Chapter 2.

The Gaining AMO must retain the original in the file register and forward a photocopy to the Losing AMO on completion of the transfer.

REQUESTING AMO

1. SMM …(enter AMO details)… requests …(enter SPO details)… supply the following aeronautical product due to critical spare shortage for aircraft …(enter aircraft designation and tail number)…:

a. Registration No:…….(gaining AMO file registration number)…….

b. Item Description:……………………………………………………..

c. Part Number:..……………………………………………………

d. NSN:..……………………………………………………

e. TMC:..……………………………………………………

f. AMO Demand No:..……………………………………………………

g. EDD of Demand:..……………………………………………………

………………………………….…………………………………. ………………..……………….. Name (SMM or Authorised Delegate) Signature Rank/Title Date

SPO AUTHORISING AUTHORITY

2. …(SPO file registration number details)… authorises the transfer of the above aeronautical product from aircraft …(losing AMO and aircraft designation and tail number)… required to rectify aircraft …(gaining AMO aircraft designation and tail number)….

3. Request …(losing AMO details)… supply the following information to …(enter SPO details)… Item Logistics Manager on completion of removal of the aeronautical product:

a. Registration No:…….(losing AMO file registration number)…….

b. Serial Number of Item:…………………………………………………….

c. Demand No:…………………………………………………….

d. Total Estimated Workhours:…………………………………………………….

e. Lifing/Servicing Details:…………………………………………………….

f. Job No:……………………(if applicable)……………………………

………………………………….…………………………………. ………………..……………….. Name (SPO Authorising Authority) Signature Rank/Title Date



2A–2

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1

SECTION 5

CHAPTER 3

CONTROLLED CRYPTOGRAPHIC ITEMS FITTED TO AIRCRAFT

Table of Contents INTRODUCTION ............................................................................................................................................. 1 CCI MAINTENANCE ....................................................................................................................................... 1

Form EE502—Maintenance Notification ...................................................................................................... 1 Form EE059—Unserviceable Equipment .................................................................................................... 1 Form EE209—Serviceable Technical Equipment........................................................................................ 1 Servicing Documentation ............................................................................................................................. 1 Maintenance Manager Responsible for the Servicing ................................................................................. 2 Maintenance Manager Responsibilities—Completed Documentation......................................................... 2 Maintenance Control Office.......................................................................................................................... 2

CCI MOVEMENT............................................................................................................................................. 2 Transferring Approved Maintenance Organisation ...................................................................................... 2 Receiving Approved Maintenance Organisation.......................................................................................... 2 Physical Security of CCI............................................................................................................................... 3 Receipts without Documentation.................................................................................................................. 3 Retention and Disposal of Maintenance Records........................................................................................ 3

INTRODUCTION

1. Controlled Cryptographic Items (CCI) are allocated a security classification which precludes the recording of their removal and installation on electronic recording and certification systems, unless otherwise directed by Defence Cryptographic Controlling Authority (DCCA). Security management of CCI is controlled by the COMSEC Custodian Officer (CCO) in accordance with ADFP 6.0.3.1—Communications Security Instructions.

2. This chapter prescribes the requirements for Approved Maintenance Organisations (AMO) to effectively manage CCI removed and installed in ADF aircraft in accordance with ADFP 6.0.3.1 and ADF Technical Airworthiness Regulation 5. 4. 3—Aeronautical Product.

CCI MAINTENANCE

Form EE502—Maintenance Notification

3. Form EE502—Maintenance Notification Form is used to initiate maintenance requirements not called out by servicing schedules. Form EE502 must be administered in accordance with Section 4 Chapter 3 Annex G.

Form EE059—Unserviceable Equipment

4. This unserviceable label is used for aeronautical product not reported to an electronic recording and certification system. The Form EE059 must be administered in accordance with Section 5 Chapter 1—Aeronautical Product.

Form EE209—Serviceable Technical Equipment

5. This serviceable label is used for aeronautical product not reported to an electronic recording and certification system. The Form EE209 must be administered in accordance with Section 5 Chapter 1.

Servicing Documentation

6. When the maintenance forecast indicates a scheduled servicing is due, the Maintenance Control Office (MCO) Manager must issue the following documentation and forward it to the Maintenance Manager (MM) responsible for the servicing:

a. Form EE515—Component Log, refer Section 4 Chapter 3 Annex C;

b. applicable servicing worksheets; and



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c. Form EE508––Record of Unserviceabilities and Component Changes, refer Section 4 Chapter 3 Annex I.

Maintenance Manager Responsible for the Servicing

7. The MM responsible for the servicing must ensure the following tasks are carried out1:

a. any CCI removal (serviceable or unserviceable) is managed in consultation with the CCO;

b. if the CCI is removed for maintenance, entries are recorded in the component change section (CCS) of the recording and certification system as required and:

c. if the CCI is removed from the aircraft without replacement, the CCS is updated.

Maintenance Manager Responsibilities—Completed Documentation

8. On completion of the servicing, the MM responsible for the servicing must:

a. ensure that the servicing documentation is accurate and complete in accordance with Section 4 Chapter 3;

b. if applicable, ensure the relevant Forms EE515 for components removed/replaced are updated; and

c. forward the completed documentation to MCO for update/validation.


9. On receipt of the CCI documentation, the OIC MCO must ensure:

a. the CCI maintenance control document is paper-based;

b. the completed task records are updated/validated; and

c. the maintenance records are secured in accordance with the Defence Security Manual (DSM).

CCI MOVEMENT

Transferring Approved Maintenance Organisation

10. When CCI are transferred between AMOs, the following procedures are to be followed by the AMO initiating the transfer:

a. the OIC MCO is to prepare the Form EE515 and ensure all maintenance documentation for the CCI is complete, correct and appropriately packaged with the CCI;

b. the OIC MCO is to notify the CCO and the receiving AMO in writing in an acceptable defence format, of the following:

(1) dispatch details,

(2) Serial number, and

(3) the reason for the transfer.

c. when advised of the movement, the CCO must implement the correct COMSEC accounting, handling, packaging and transportation procedures and also ensure the XS25⎯COMSEC Material/ANCP Material/CCI Equipment accompanies the package.

Receiving Approved Maintenance Organisation

11. On receipt of CCI, the receiving AMO must carry out the following procedures:

a. the CCO must:

(1) sight the CCI, sign the XS25 and take the CCI on registered charge in accordance with ADFP 6.0.3.1 Chapter 8—Account Transactions–Communications Security Material Accounts; and

(2) conduct an acceptance check of the CCI using the transferred documentation as a reference and on completion pass the Form EE515 records to OIC MCO;



3

b. the OIC MCO must:

(1) examine the documentation to ensure it is complete and correct, and action any servicings due; and

(2) ensure the CCI documentation is filed in accordance with its security classification.

Physical Security of CCI

12. The physical security requirements for CCI both at home and when deployed is mandated in ADFP 6.0.3.1 Chapter 15—Deployed Military Aircraft Cryptographic Operations.

Receipts without Documentation

13. If an AMO receives CCI without documentation the CCO of the receiving AMO must take the following actions:

a. if the maintenance documentation is missing, contact the transferring AMO to determine if the documentation was forwarded; and

b. if the XS25 is missing, contact the relevant authorities in accordance with ADFP 6.0.3.1 Chapter 13—Account Transactions – Communications Security Equipment/Controlled Cryptographic Item Accounts.

14. Where the receiving AMO is unable to locate the missing documentation and no previous lifing data is available the item must be returned via the CCO to the relevant repair authority.

Retention and Disposal of Maintenance Records

15. Maintenance records must be retained in accordance with Section 4 Chapter 2 Annex C—Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records and ADFP 6.0.3.1 Chapter 7—Accounting Documentation and Procedure Communications Security Material Accounts.

1 TAREG 5.2.1



4

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1

SECTION 6

CHAPTER 1

REPORTING AVIATION SAFETY OCCURRENCES

INTRODUCTION

1. The Directorate of Defence Aviation and Air Force Safety (DDAAFS) sponsor the Defence Aviation Safety Manual (DASM). The DASM provides policy on the reporting and investigation of aviation safety occurrences.

2. All aviation safety occurrences identified by an Approved Maintenance Organisation must be reported and investigated in accordance with the DASM Section 3 Chapter 8—Hazard reporting and tracking and Section 3 Chapter 9—Investigation.



2

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1

SECTION 6

CHAPTER 2

REPORT ON AIRCRAFT AND AERONAUTICAL PRODUCT

Table of Contents INTRODUCTION ............................................................................................................................................. 1 REPORTING REQUIREMENTS ..................................................................................................................... 2 RESPONSIBILITIES OF APPROVED MAINTENANCE ORGANISATIONS................................................. 2 REPORT TYPE DETERMINATION ................................................................................................................ 3 DEFECT REPORT........................................................................................................................................... 3

When to raise a Defect Report..................................................................................................................... 3 Content of a Defect Report .......................................................................................................................... 3 Dispatch procedures for Defect Reports ...................................................................................................... 4

DEFICIENCY REPORT ................................................................................................................................... 4 When to raise a Deficiency Report............................................................................................................... 4 Content of a Deficiency Report .................................................................................................................... 5 Dispatch procedures for Deficiency Reports................................................................................................ 5

QUARANTINE OF AERONAUTICAL PRODUCT SUBJECT TO DEFECT AND DEFICIENCY REPORTING ................................................................................................................................................ 6

AIRCRAFT DAMAGE REPORT ..................................................................................................................... 6 When to raise an Aircraft Damage Report ................................................................................................... 6 Content of an Aircraft Damage Report......................................................................................................... 6 Dispatch procedures for Aircraft Damage Reports ...................................................................................... 6

CONDITION REPORT..................................................................................................................................... 6 When to raise a Condition Report. ............................................................................................................... 7 Content of a Condition Report...................................................................................................................... 7 Dispatch procedures for Condition Reports ................................................................................................. 7

Annexes .......................................................................................................................................................... 8 A. Form AE061—Report on Aircraft and Aeronautical Product B. Content of a Message Report

INTRODUCTION

1. The timely and accurate monitoring and reporting of the integrity of aircraft and aeronautical product is essential to ensuring airworthiness. Investigations are conducted when the integrity of aircraft and aeronautical product may affect airworthiness. The integrity of aircraft and aeronautical product requires the establishment of an effective reporting system to identify shortfalls or degradation so that remedial action may be determined. The originating Approved Maintenance Organisation (AMO) must also consider whether the report and any subsequent investigation will produce effective maintenance improvements and enhance safety, operation, performance, reliability, maintainability and availability of aeronautical product. Aircraft and aeronautical product integrity is regulated through AAP 7001.053(AM1)—Technical Airworthiness Management Manual.

2. This chapter prescribes the various methods of reporting the condition of aircraft and aeronautical product and provides reporting procedures to be followed by AMOs in support of ADF Technical Airworthiness Regulations:

a. 5. 3. 1—Reporting of Unserviceable Conditions;

b. 5. 3. 2—Reporting on Unairworthy Conditions;

c. 5. 3. 3—AMO Investigations of Reported Unserviceable and Unairworthy Conditions; and

d. 5. 3. 4—Other Reporting Requirements.

3. The reporting system in this chapter covers the following reporting requirements:

a. Defect Reports,

b. Deficiency Reports,

c. Aircraft Damage Reports, and

d. Condition Reports.



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REPORTING REQUIREMENTS

4. DGTA-ADF has developed Form AE061 which satisfies the reporting requirements of this chapter. An example of this is shown in Annex A. Form AE061 must be used to report on aircraft and aeronautical product, unless an alternate method is defined by the responsible SPO which meets the intent of the requirements of this chapter.

5. The AMO must raise a report on the following occasions:

a. When a Senior Maintenance Manager (SMM) or authorised delegate, judges that the condition is the result of other than ‘fair wear and tear’1.

b. When it is considered that the condition of the aircraft or aeronautical product may affect:

(1) safety,

(2) operational availability,

(3) reliability, or

(4) performance.

c. Where it is determined an investigation is warranted.

d. When instructed to do so by a higher authority or external agency.

6. The requirement to raise a report in accordance with this chapter does not apply on the following occasions:

a. To report any routine adjustment or replacement carried out during the performance of preventive maintenance.

b. When instructed NOT to do so by higher authority or external agency.

c. When the subject aeronautical product has specific independent reporting procedures, as follows:

(1) Explosive ordnance. Explosive Ordnance (EO) must be reported in accordance with DEOP 103 Part 1 Section 6—Incidents and Faults Involving Explosive Ordnance and local instructions.

(2) Petroleum, oils and lubricants. Petroleum, oils and lubricants (POL) must be reported in accordance with DEF(AUST)5695B Part 5—POL Sampling and Testing Requirements and local instructions.

(3) Cryptographic equipment. Cryptographic equipment must be reported in accordance with ADFP 6.0.3.1 Chapter 5—Communications Security Incidents and local instructions.

(4) Faulty packaging. Aeronautical product received with faulty packaging must be reported in accordance with DEF(AUST)1000C Part 8—Defective Packaging Reporting System and local instructions.

NOTE

• Where aeronautical product sustains damage as the result of faulty packaging, a Deficiency Report must still be raised in accordance with this chapter.

Security classification

7. All reports must have the appropriate security classification annotated.

RESPONSIBILITIES OF APPROVED MAINTENANCE ORGANISATIONS

8. Each AMO is responsible for:

a. Timely and accurate processing of reports.

b. Raising and maintaining a report register with reports numbered sequentially.

c. Ensuring each report includes originator AMO and the report registration number.

d. Dispatching the original report to the responsible SPO in accordance with the required timeframe.

e. Distributing copies of the report in accordance with the SPO consolidated distribution list within the required timeframe.



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REPORT TYPE DETERMINATION

9. Where the originating AMO considers a report is warranted, they must determine which type of report is the most appropriate for the condition being reported. The types of report are:

a. Defect Report,

b. Deficiency Report,

c. Aircraft Damage Report, and

d. Condition Report.

DEFECT REPORT

10. Defects in aeronautical product are normally detected post-installation, as the result of an occurrence during operation. Defect Reports are the means by which the AMO alerts the responsible SPO to the existence of a potentially serious condition in aircraft and aeronautical product so that remedial action can be taken. Defects are to be categorised to enable timely notification of the discovery of a condition or failure which may have immediate and/or serious implications to aircraft and aeronautical product.

When to raise a Defect Report

11. A Defect Report must be raised and categorised as follows:

a. Category 1 (CAT1). Any condition or failure, which has any of the following characteristics:

(1) the condition or failure of an aircraft or aeronautical product could cause the loss of an aircraft2;

(2) any failure of an emergency system or life support system3;

(3) the condition or failure of an aircraft or aeronautical product could adversely affect wider fleet operations4;

(4) involves an unapproved/unauthorised aeronautical product5;

(5) the condition or failure of aircraft or aeronautical product could affect the safety of personnel;

(6) could cause damage to aircraft or aeronautical product;

(7) could affect aeronautical product effectiveness, reliability or availability; or

(8) the condition is detected by Spectrometric Oil Analysis or Wear Debris Analysis, refer to Section 8 Chapter 13—Condition Monitoring Programs for Propulsion Systems.

b. Category 2 (CAT2). Any condition or failure, where the following characteristics apply:

(1) The defect is identified in an Aviation Safety Occurrence Report (ASOR) with a ‘Materiel Causal Factor’ designation. Exception to the rule is permitted where the originating AMO can establish that no useful purpose would be served by further investigating the defect. When defect reporting in respect to an ASOR containing a ‘Materiel Causal Factor’ is not warranted, the ASOR must provide amplification, as required.

(2) Is discovered in an aircraft engine, engine module, Auxiliary Power Unit (APU) or Gas Turbine Compressor (GTC).

(3) Involves aeronautical product which may be subject to a warranty claim.

(4) Involves aeronautical product identified as reportable by the responsible SPO, eg Defect Investigation Progress Summary (DIPSUM).

c. Category 3 (CAT3). Other condition or failure which do not fall into any of the categories in paragraphs 11a and 11b and when it is considered by the originating AMO that the condition or failure warrants engineering action by or notification to the responsible SPO.

Content of a Defect Report

12. The body of a Defect Report must include, but is not limited to, the following:

a. Description and publication reference details.

b. TMC or EIAC/LCN/ALC.

c. NATO Stock Number (NSN).



4

d. Manufacturers Reference Number (MRN).

e. Modification Status (Mod status).

f. Serial Number or batch/lot number.

g. Details of Expired Life. Include such information as:

(1) hours since new, repair and scheduled maintenance; and

(2) who performed the last maintenance.

h. Qty held, Qty inspected and Qty suspect.

i. Supply customer location.

j. Quarantine reference.

k. Transfer voucher number.

l. Higher assembly identification including:

(1) Description;

(2) Type, and/or NSN;

(3) MRN; and

(4) Tail number or Serial number.

m. Description and circumstances leading to the defect.

n. Action taken.

o. Probable cause.

p. Recommendation(s).

q. Remarks.

13. Photographs and/or other documentation should be attached when they will assist in clarifying any area of interest.

Dispatch procedures for Defect Reports

14. Defect Reports must be dispatched in accordance with the timeframe assigned to its category:

a. CAT1 reports must be raised and dispatched within 24 hours. Where the reports are dispatched as a message, they must be dispatched with a precedence of ‘PRIORITY’ or ‘IMMEDIATE’ under the message heading of ‘IMPACT’. The message report format is shown in Annex B. Message reports must be followed up as soon possible with a Form AE061 report.

b. CAT2 reports must be raised and dispatched within 72 hours, unless otherwise directed by the responsible SPO.

c. CAT3 reports must be raised and dispatched within 15 working days.

DEFICIENCY REPORT

15. Most deficiencies are normally detected during receipt, pre-installation inspection or functional check. Deficiencies in aircraft and aeronautical product must be reported to the responsible SPO to highlight any systemic problem that may exist in the repair pipeline.

When to raise a Deficiency Report

16. Reports must be raised as a Deficiency Report when the following occurs:

a. incorrect performance of the aeronautical product when received from the repair facility;

b. faults in physical configuration, which may indicate poor workmanship or quality control;

c. involves faulty preservation/packaging of the aeronautical product6;

d. involves an unapproved/unauthorised aeronautical product7;

e. missing or incorrect documentation of work performed; or

f. modifications or Special Technical Instructions (STI) omitted.



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Content of a Deficiency Report

17. The body of a Deficiency Report must include, but is not limited to, the following:

a. Description and publication reference details.

b. TMC or EIAC/LCN/ALC.

c. NATO Stock Number (NSN).


e. Modification Status (Mod status).

f. Serial Number or batch/lot number.

g. Details of Expired Life. Include such information as:

(1) hours since new, repair and scheduled maintenance; and

(2) who performed the last maintenance.

h. Qty held, Qty inspected and Qty suspect.

i. Supply customer location.

j. Quarantine reference.

k. Transfer voucher number.

l. Higher assembly identification including:

(1) Description; and

(2) Type, and/or NSN.

m. Description and circumstances leading to the deficiency.

n. Action taken.

o. Probable cause.

p. Recommendation(s).

q. Remarks.


Dispatch procedures for Deficiency Reports

19. Deficiency reports must be dispatched in accordance with the following timeframes;

a. Within 24 hours of the discovery of the deficiency wherever the condition or failure has any of the following characteristics:

(1) the condition or failure of an aircraft or aeronautical product could affect flight safety or cause the loss of an aircraft8;

(2) the condition or failure of an aircraft or aeronautical product could adversely affect wider fleet operations9;

(3) the condition or failure of aircraft or aeronautical product could affect the safety of personnel; and

(4) the condition or failure causes serious restriction to the operational role or readiness of the aeronautical product.

b. Within 72 hours of the discovery of the deficiency wherever the condition or failure involves aeronautical product which may be subject to a warranty claim, unless otherwise directed by the SPO.

c. Within 15 working days of the discovery of the deficiency wherever a condition and failure does not fall into paragraphs 19a and 19b.



6

QUARANTINE OF AERONAUTICAL PRODUCT SUBJECT TO DEFECT AND DEFICIENCY REPORTING

20. All aircraft and aeronautical product subject to Defect and Deficiency reporting action must be quarantined pending receipt of disposition instructions10. The originating AMO is responsible for quarantining or arranging the quarantine of the subject aeronautical product. Blanks should be fitted to pipeline connections, orifices, electrical connectors and further measures taken to protect the aeronautical product during transit in accordance with authorised instructions, including DEF(AUST)1000C—Australian Defence Force Packaging Standard and SAFETYMAN Vol 1 Part 5 Chapter 1—Management of Hazardous Substances (Excluding Explosives and Radioactive Materials). Samples of petroleum, oils and lubricants should be quarantined and dispatched with the subject item, as applicable. The following forms must be attached to the subject aeronautical product:

a. An acceptable unserviceable label as detailed in Section 5 Chapter 1—Aeronautical Product.

b. A completed Form EE373 envelope including the registration number of the report.

c. A copy of the report, if security classification allows, placed inside Form EE373 envelope.

21. A completed Form EE373 should also be attached to any packaging that conceals the Form EE373 attached to the subject aeronautical product.

AIRCRAFT DAMAGE REPORT

22. Aircraft Damage Reports are the primary source of detailed information on the extent of damage which has occurred to an aircraft. Aircraft Damage Reports are used to notify the responsible SPO of the aircraft damage and assist in determining the causes, secondary effects, preventive action, restoration, or disposal of the affected item.

When to raise an Aircraft Damage Report

23. Reports must be raised as an Aircraft Damage Report when an aircraft sustains a Repair Category 3 or greater. Repair Categories are listed in Table 2–1—Repair Categories11.

Content of an Aircraft Damage Report

24. The body of an Aircraft Damage Report must include, but is not limited to, the following:

a. Higher assembly description.

b. Type.

c. Tail number or Serial number.

d. Description of the damage to the higher assembly and each lower assembly affected.

e. Probable and contributory cause.

f. Recommendations.

25. Where an aircraft is the subject of an Aircraft Damage Report, a Repair Category must be assigned in accordance with Table 2–1.


Dispatch procedures for Aircraft Damage Reports

27. Aircraft Damage Reports must be dispatched prior to close of business the day following the accident or incident, unless a complete assessment is not possible. In this case, the responsible SPO must be notified, followed by the report when all details are available.

CONDITION REPORT

28. Condition Reports are used to provide a description of the physical state of aircraft and aeronautical product. A Condition Report is raised to assist the responsible SPO in:

a. making decisions on the economic reparability and continued maintainability of the aircraft or aeronautical product;

b. making decisions on the repair of the aircraft or aeronautical product, which may be beyond the resources of the reporting AMO;



7

c. assessing the consequences of the aircraft or aeronautical product continuing in service;

d. analysing the causes of deterioration and development of preventive measures; and

e. the investigation of liability, where appropriate.

When to raise a Condition Report

29. Reports must be raised as a Condition Report when the aircraft or aeronautical product:

a. has suffered damage or deterioration; or

b. is surplus to requirement or no longer required as determined by the responsible SPO.

30. A Condition Report is not required when an aircraft is the subject of an Aircraft Damage Report.

Content of a Condition Report

31. Dependent on the aircraft or aeronautical product subject of the report, the body of a Condition Report must include, but is not limited to, the following, as applicable:

a. Description of the subject item and/or the higher assembly.

b. Type and/or TMC or EIAC/LCN/ALC.

c. NATO Stock number (NSN).


e. Tail number or Serial number.

f. Time, hours or events since new.

g. Location.

h. Description of the condition of the subject item or higher assembly (for a higher assembly: the condition of each sub-assembly must be included).

i. Recommendations.

32. Where an aircraft or aeronautical product sustains damage, a Repair Category must be assigned in accordance with Table 2–1.


Dispatch procedures for Condition Reports

34. Condition Reports must be dispatched within 15 working days of the initial assessment.



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Table 2–1 Repair Categories

REPAIR CATEGORIES

Repair categories must be based on an assessment made by qualified personnel of the extent of repair necessary to restore aircraft or aeronautical product to a serviceable condition. The assessor is to assume that adequate resources are available, that work can start immediately, and that the most effective tradespersons can be employed. A standard working day is based on the normal working routine for the AMO concerned, be it one or two shifts, with the usual complement of personnel. Repair categories, where applicable, must be recorded on the report in accordance with the repair categories listed below.

Category 0 (CAT0) No aeronautical product requires replacement or repair, notwithstanding the time taken for functional checks

Category 1 (CAT1) Aircraft and/or aeronautical product is repairable in four hours or less.

Category 2 (CAT2) Aircraft and/or aeronautical product is repairable in two days or less

Category 2E (CAT2E) Damage confined to an aircraft engine, but necessitating an engine change

Category 3 (CAT3) Aircraft and/or aeronautical product repairable in more than two days and up to 14 days

Category 4 (CAT4) Aircraft and/or aeronautical product repairable in more than 14 days

Category 5 (CAT5) Aircraft and/or aeronautical product unrepairable, missing, or inaccessible for recovery

Annexes:

A. Form AE061—Report on Aircraft and Aeronautical Product B. Content of a Message Report

1 TAREG 5.3.1c 2 TAREG 5.3.2a(1) 3 TAREG 5.3.2a(2) 4 TAREG 5.3.2a(3) 5 TAREG 5.3.4a(1) and TAREG 5.4.3c(5),(8),(10) 6 TAREG 5.3.4a(4) and TAREG 5.4.3c(8),(13) 7 TAREG 5.3.4a(1) and TAREG 5.4.3c(5),(8),(10) 8 TAREG 5.3.2a(1) 9 TAREG 5.3.2a(3) 10 TAREG 5.3.1d 11 TAREG 5.3.1c



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Form AE061—Report (Page 1 of 6)



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2A–3




2A–4




2A–5




2A–6




2A–7

Form AE061—Report Instructions (Page 1 of 2)



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Form AE061—Report Instructions (Page 2 of 2)



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CONTENT OF A MESSAGE REPORT

Department of Defence

MESSAGE FORM NOTE: Shaded areas are for COMMCEN /SIGS use only.


LINE 2

LINE 3

LINE 4

LINE 5

PRECEDENCE–ACTION


DATE–TIME GROUP


SUBJECT OF MESSAGE

DEFECT (Use ‘IMPACT’ if CAT1) (Include subject item category, higher assembly type and serial number and subject item) ROUTING INDICATORS NOTE: Write only one addressee per line SIC

FROM (Originator)

TO (Sponsor SPO)

INFO (Interested party)

GR

A. Originator registration (Registration number from Originators Report Register)

B. ASOR reference , If applicable

C. Reference of follow-up Form AE061

1. Higher assembly, including type and serial number.

2. Subject item. (Item subject of the report)

A. Description.

B. Manufacturers reference number (MRN).

C. NATO stock number (NSN).

D. Serial number.

E. Modification status.

3. Location of subject item.

4. Expired life.

A. Hrs since new.

B. Hrs since repair.

C. Hrs since scheduled maintenance.

5. Narrative

A. Circumstances leading to report.

B. Probable cause

C. Action taken.

6. Recommendations.

7. Point of contact

PAGE NO.

1


PHONE NO.

REF FILE NO.

NO. OF PAGES

1


BRANCH/UNIT

SIGNATURE DATE

FOROPSUSE

R



Stock No. 7530–66–094–6819


SPECIAL HANDLING INSTRUCTIONS

ORIG NO



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1

SECTION 7

CHAPTER 1

AEROSPACE COMPETENCY STANDARDS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 MANUFACTURING SKILLS AUSTRALIA (MSA).......................................................................................... 1 COMPETENCY BASED TRAINING AND ASSESSMENT............................................................................. 1 CORE COMPETENCIES................................................................................................................................. 1 TECHNICAL COMPETENCIES ...................................................................................................................... 1 COMPETENCY ASSESSMENT...................................................................................................................... 2 APPROVED AEROSPACE ASSESSOR........................................................................................................ 2

Subject Matter Expert................................................................................................................................... 2 RECORDING ON-THE-JOB EXPERIENCE ................................................................................................... 2

Team Based On-The Job Experience.......................................................................................................... 2 Verification of entries.................................................................................................................................... 2 Reporting action ........................................................................................................................................... 3 Cancellation of award................................................................................................................................... 3

TASK AUTHORISATION ................................................................................................................................ 3 Annex .............................................................................................................................................................. 3 A. Competency Based Training and Assessment–Overview

INTRODUCTION

1. This chapter outlines the competency based training and assessment requirements applicable to ADF aviation technical personnel and organisations.

MANUFACTURING SKILLS AUSTRALIA (MSA)

2. MSA is the National Industry Skills Council recognised by the Australian Government and the manufacturing industry that ensures the skills requirements for enterprises are being met. MSA utilises a range of advisory groups that provide information on industry workforce development and skills requirements. MSA is responsible for development of the Aeroskills Training Package that contains the competency standards for the aerospace industry and brings together representatives from Civil Aviation Safety Authority (CASA), QANTAS, Technical and Further Education (TAFE) institutes, ADF, general aviation and unions to assist in this process.

COMPETENCY BASED TRAINING AND ASSESSMENT

3. Units of competency document what an individual is required to do in a particular function or work role. They have an assessment focus where assessors are required to use the criteria provided in the competency unit to ensure consistent application of these knowledge and skills to the standard of performance required in the workplace.

CORE COMPETENCIES

4. The core units of competency represent the obligatory foundation competencies that apply to all Aeroskills qualifications and relate to workers directly involved in aircraft maintenance, repair and overhaul. They cover 'job enabling and job readiness skills' and support the achievement of the technical competencies applicable to each aviation trade stream. Aviation tradespersons are assessed against the core units of competency during their Initial Employment Training (IET) provided by RAAFSTT.

TECHNICAL COMPETENCIES

5. The technical units of competency are divided into the applicable aviation trade streams such as Avionics, Aircraft and Structures and include units describing skill requirements for remove/install, inspect/test/troubleshoot or repair/overhaul tasks. During their IET, Aviation technical trainees are provided the underpinning skills and knowledge required by the technical units of competency however they are not assessed for competence in these units. On completion of IET, technical trainees become tradespersons within their respective Aviation trade group however they are still subject to aviation trade competency assessment and have not yet attained their fully qualified status, ie Technician. These tradespersons must undertake On the Job Experience (OJE) to gain task experience leading toward competency assessment. OJE is undertaken with oversight provide by a mentor, as detailed in Section 7 Chapter 2—Aviation Trades Assessment Procedures, since the tradesperson is not yet task authorised to certify for maintenance tasks, as per the requirements of Section 2 Chapter 1—Task Authorisations.



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COMPETENCY ASSESSMENT

6. Assessment is the purposeful process of collecting evidence and making judgements on the nature and extent of progress towards satisfying the performance criteria set out in a competency unit.

7. Competency assessment for ADF Aviation trades utilises the record of a tradesperson's OJE as evidence to assist in the determination of competency. Tradespersons must demonstrate, via their OJE record that they have been performing the skills associated with the unit of competency under routine levels of involvement from their mentor prior to formal assessment action. Competency assessment for ADF Aviation Trades provides a mechanism by which technical tradespersons can access National qualifications at Australian Qualifications Framework (AQF) Level IV.

APPROVED AEROSPACE ASSESSOR

8. In order to conduct competency assessments, Approved Aerospace Assessors (AAA) from the aviation technical trade groups are appointed by the competency assessment Service administrator. The Service administrator will review potential assessor applications and register AAAs for a range of competencies for which they are eligible to assess against. Service administrators approve a discrete list of competency standards to each individual AAA.

9. The AAAs registration or PMKeys number is recorded in a tradesperson's Journal of Industrial Experience and Achievement against each assessment undertaken by the AAA. Under normal circumstances, AAAs are eligible to assess only those competency standards nominated on their registration card or certificate. AAAs may conduct assessments of competencies other than those nominated on their registration card or certificate, provided that they utilise a suitably qualified SME.

NOTE

• Navy only. AAAs conducting assessment outside of trade must hold the minimum rank of Petty Officer (PO).

Subject Matter Expert

10. A Subject Matter Expert (SME) is someone acknowledged in the workplace as being knowledgeable in the area being assessed. For the purposes of ADF Aviation Competency Assessment, an SME is a suitably qualified and authorised technician with a minimum of two years experience in the area being assessed. Preferably, an ADF SME should hold a minimum of Trade Supervisor authorisation in the area being assessed.

RECORDING ON-THE-JOB EXPERIENCE

11. The tradesperson's on-the-job training and experience must be recorded to facilitate the competency assessment process. This record may take the form of the Journal of Industrial Experience and Achievement (industry Journal) or an equivalent Industry Evidence Guide such as a Skills/Task log that records work history leading to competency assessment. The information within the Journal/Log may also be used to support the task authorisation process.

Team Based On-The Job Experience

12. Where the nature of a maintenance task is such that more than one tradesperson can be involved in the task and each tradesperson can still clearly demonstrate their performance of the necessary skills then multiple tradespersons may claim OJE against the task. Under these circumstances each tradesperson must record their OJE within their own Journal/Log. There are no limitations for team based OJE except that each tradesperson must be able to clearly demonstrate their performance of the necessary skills.

Verification of entries

13. Where a Unit Training Coordinator (UTC) believes that a work experience or assessment entry is not valid, the UTC is to investigate the authenticity of the entry. Where an invalid entry is due to a genuine mistake the UTC is to ensure that the entry is corrected and is to brief the candidate, assessor and supervisor on the correct procedures for assessment and recording. If there is evidence that an entry has been deliberately falsified, the UTC is to advise the unit Commanding Officer, who is to determine whether there has been a falsification of records constituting a ‘Notifiable Incident’. Where a ‘Notifiable Incident’ is deemed to have occurred then the Commanding Officer is to take action in accordance with the provisions of DI(G) ADMIN 45–2—The Reporting and Management of Notifiable Incidents. Subsequent action is to be based on the findings of the investigation.



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Reporting action

14. Where an investigation determines that an assessment entry has been falsified, that entry is to be annotated ‘Cancelled’ in the relevant Log Book together with the date of the cancellation and the signature of the UTC. The UTC is then to ensure the cancellation or deletion of any associated PMKeys proficiency reporting.

Cancellation of award

15. If the falsified entry has comprised part of the requirements for the issue of an award or statement of attainment (SOA), the Commanding Officer of the members unit is to require the member concerned to return the award or SOA. The Commanding Officer is to also ensure that the awarding authority is advised of the invalidity of the competency log entry and the need to cancel the award or SOA.

16. Army. For awards issued by Army notification is to be provided to HQ AAvnTC, SO2 TT, for on forwarding to HQTC–A Accreditation Cell.

17. Air Force. For awards issued by Air Force notification is to be provided to AFTG—ACCRED1. ACCRED 1 is to ensure that the cancellation is recorded in the award database and that the entry is annotated ‘falsified record’.

TASK AUTHORISATION

18. Maintenance task authorisation provides the legal authority to allow a person to perform a specified maintenance task and is to be carried out in accordance with Section 2 Chapter 1. Task authorisation is dependent upon a tradesperson’s training for, and ability to perform, a maintenance task on a specified aircraft system or equipment type, to a level deemed acceptable by the Senior Maintenance Manager (SMM)1.

19. Competency assessment supports task authorisation but they are two different systems, the former being a Registered Training Organisation (RTO) requirement while the latter is an Technical Airworthiness Regulation (TAREG) requirement2. Optimisation of the task authorisation system, generally through competency assessment and progressive task authorisation, should be supported by the competency assessment framework.

Annex:

A. Competency Based Training and Assessment–Overview 1 TAREG 4.5.3 2 TAREG 4.5.3



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COMPETENCY BASED TRAINING AND ASSESSMENT—OVERVIEW

NATIONAL TRAINING REFORM

1. National Training Reform involves a tripartite approach of industry, government and unions which seeks to increase Australia’s international competitiveness by developing a more highly skilled and mobile workforce. The stated aims of such reform are to improve national competitiveness, improve educational levels, and provide for national consistency of training and portability of outcomes.

2. Key actions taken as part of training reform have been the establishment of:

a. Australian National Training Authority (ANTA) to oversee the development of a national training system.

b. Industry Organisations to represent industry, including peak business and union organisations, as well as specific Industry Training Advisory Bodies (ITABs).

c. National Competency Standards (NCS) to define the competencies required for effective performance in the workplace. Competency standards can be either industry or enterprise based.

d. National Framework for the Recognition of Training (NFROT) to streamline and clearly define the relationships between industry bodies, training organisations, State/Territory Authorities and ANTA. The NFROT was approved in late 1996, for implementation in 1998.

e. Australian Recognition Framework (ARF). Implemented in 1998, the ARF is the national quality assurance and recognition system based on competency standards linked to national qualifications. The key elements of the ARF are nationally recognised competency standards, qualifications and organisations.

f. Australian Qualifications Framework (AQF). Implemented in 1995, the AQF provides a comprehensive, nationally consistent framework for all qualifications in post compulsory education and training.

g. National Training Packages (NTPs). NTPs are national training resources, used as the basis for national training programs. NTPs consist of national competency standards, assessment guidelines and national qualification outcomes. The NTP may also contain assessment materials, learning strategies and professional development materials.

h. Registered Training Organisations (RTOs). RTOs are training organisations registered with a State Training Authority and recognised to deliver a range of training products and services. The Navy, Army and Air Force are RTOs for Aeroskills Training Package qualification outcomes.

3. The NFROT builds on and/or is underpinned by Competency Based Training and Assessment (CBTA) and Recognition of Prior Learning (RPL).

AUSTRALIAN QUALIFICATIONS FRAMEWORK

4. The AQF is a set of 13 qualifications tailored for all post compulsory education and training. For the Vocational Education and Training (VET) sector the following six qualifications apply as detailed in Appendix 1:

a. Certificate I (AQF 1).

b. Certificate II (AQF 2).

c. Certificate III (AQF 3).

d. Certificate IV (AQF 4).

e. Diploma (AQF 5).

f. Advanced Diploma (AQF 6).

COMPETENCY BASED TRAINING AND ASSESSSMENT

5. The concept of competency focuses on the specification of knowledge and skill and the application of these within the workplace to the standard of performance required. Competency also embodies the ability to transfer and apply skills and knowledge to new situations, environments and contingency requirements. CBTA focuses on the



1A–2

skills and knowledge held by an individual rather than on how they were attained or the time spent in the learning process.

6. The features of a CBTA system are:

a. Training expressed as outcomes that are based on competency standards.

b. Training design and delivery aims at the achievement of the specified outcomes.

c. Assessment focuses on confirming the achievement of the specified outcomes.

d. A learner’s existing level of competency, irrespective of how it was acquired, is taken into account.

Competency Standards

7. Competency standards are used to describe workplace outcomes for a given level of competency, which are recognised as appropriate for workplace performance. Competency standards reflect the fact that personnel work both individually and within a team structure and perform a range of tasks and roles in a variety of contexts, with complexity in the range of choice of actions required.

8. Competency standards refer to a general skill area. They provide a clear statement of what is required of a person in a particular function. Their key feature is that they define a major skill area of an industry and relate to realistic workplace activities.

9. Competency standards conform to national specifications for structure and format and comprise the following components:

a. Unit of Competency. Comprises a title which describes its purpose, elements, performance criteria, range of variables and evidence guide.

b. Elements of Competency. Describe, as actions or outcomes, things that an employee who works in a particular area will be able to do.

c. Performance Criteria. Statements which indicate the required level of performance so that assessment of achievement is possible.

d. Range of Variables Statement. Provides information about limits or situations in which the unit applies.

e. Evidence Guide. Assists in interpreting and defining assessment of the unit.

Assessment

10. Assessment is used to determine what competencies a candidate currently possesses. It also determines the competencies a candidate lacks, but requires for the performance of their job. Assessment is the process of collecting evidence and making judgements on the nature and extent of progress towards the performance of requirements set out in a standard or learning outcome. Competency Journal Assessment Packs may be used and are available on the Air Force Headquarters Training Command (HQTC) website.

11. Assessors will make a judgement utilising the Portfolio Assessment process. This process allows the candidate to demonstrate their knowledge and skills and the application of that knowledge and skill.

12. The portfolio method of assessment utilises a journal combined with other evidence to establish a history of work experience. A journal provides a record of a persons personal and professional development. It contains:

a. trainee and employer details,

b. a record of all module assessment details provided by off-job training providers,

c. a history of all industrial experience, and

d. competencies achieved.

Appendix:

1. AQF Level Characteristics



1A1–1

AQF LEVEL CHARACTERISTICS

1. Certificate I (AQF1):

a. Demonstrate knowledge by recall in a narrow range of areas.

b. Demonstrate basic practical skills such as the use of relevant tools.

c. Perform a sequence of routine tasks given clear direction.

d. Receive and pass on messages/information.

2. Certificate II (AQF2):

a. Demonstrate basic operational knowledge in a moderate range of areas.

b. Apply a defined range of skills.

c. Apply known solutions to a limited range of predictable problems.

d. Perform a range of tasks where choice between a limited range of options is required.

e. Assess and record information from varied sources.

f. Take limited responsibility for own outputs in work and learning.

3. Certificate III (AQF3):

a. Demonstrate some relevant theoretical knowledge.

b. Apply a range of well-developed skills.

c. Apply known solutions to a variety of predictable problems.

d. Perform processes that require a range of well-developed skills and where some judgement is required.

e. Interpret available information using discretion and judgement.

f. Take responsibility for own outputs in work and learning.

g. Take limited responsibility for the output of others.

4. Certificate IV (AQF4):

a. Demonstrate understanding of a broad knowledge base incorporating some theoretical concepts.

b. Apply solutions to a defined range of unpredictable problems.

c. Identify and apply skill and knowledge areas to a wide variety of contexts with depth in some areas.

d. Identify, analyse and evaluate information from a variety of sources.

e. Take responsibility for own outputs in relation to specified quality standards.

f. Take limited responsibility for the quantity and quality of the output of others.

5. Diploma (AQF5):

a. Demonstrate understanding of a broad knowledge base incorporating theoretical concepts, with substantial depth in some areas.

b. Analyse and plan approaches to technical or management requirements.

c. Transfer and apply theoretical concepts and/or technical or creative skills to a range of situations.

d. Evaluate information using it to forecast for planning or research purposes.

e. Take responsibility for own outputs in relation to broad quantity and quality parameters.

f. Take limited responsibility for the achievement of group outcomes.



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6. Advanced Diploma (AQF6):

a. Demonstrate understanding of specialised knowledge with depth in some areas.

b. Analyse, diagnose, design and execute judgements across a broad range of technical or management functions.

c. Demonstrate a command of wide-ranging, highly specialised technical, creative or conceptual skills.

d. Generate ideas through the analysis of information and concepts at an abstract level.

e. Demonstrate accountability for personal outputs within broad parameters.

f. Demonstrate accountability for personal and group outcomes within broad parameters.



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SECTION 7

CHAPTER 2

AVIATION TRADES ASSESSMENT PROCEDURES

Table of Contents

INTRODUCTION ............................................................................................................................................. 1 COMPETENCY ASSESSMENT FOR ADF AVIATION TRADES .................................................................. 1 SERVICE ADMINISTRATORS ....................................................................................................................... 2

Monitoring/Review of Assessors .................................................................................................................. 2 APPROVED AEROSPACE ASSESSOR SELECTION CRITERIA................................................................ 2

Application Procedure .................................................................................................................................. 2 Authorisation of an AAA ............................................................................................................................... 3 Renewal of an AAA (Navy Only) .................................................................................................................. 3

AAA RESPONSIBILITIES............................................................................................................................... 3 Responsibilities ............................................................................................................................................ 3

SENIOR MAINTENANCE MANAGER............................................................................................................ 3 Responsibilities ............................................................................................................................................ 3

UNIT TRAINING COORDINATOR.................................................................................................................. 4 Responsibilities ............................................................................................................................................ 4

SECTION HEAD.............................................................................................................................................. 4 MENTORS ....................................................................................................................................................... 4 TRADESPERSONS......................................................................................................................................... 5 JOURNAL COMPLETION .............................................................................................................................. 5 APPEALS PROCESS ..................................................................................................................................... 5

Appeals Mechanism ..................................................................................................................................... 5 Annexes .......................................................................................................................................................... 6 A. Application for Approved Aerospace Assessor Registration B. Competency Standards Assessment Report Form (Aviation) C. Journal of Industrial Experience and Achievement/Aerospace Competency Certification

INTRODUCTION

1. Assessment of competency within the ADF requires trained and authorised assessors to perform workplace assessments for aviation tradesperson. To ensure aviation assessments are conducted in accordance with the Aeroskills Training Package requirements, each service is to appoint a Service Administrator to register assessors with their respective Registered Training Organisation (RTO).

2. Following registration, Approved Aerospace Assessors (AAAs) will be able to perform competency assessments of technical tradespersons against the endorsed Aeroskills Training Package competency standards. This chapter prescribes the procedures to be followed by AMOs when conducting competency-based trade assessments on ADF aviation tradespersons.

3. The assessment process validates the persons ability to perform the required task by either oral or written examination, or a physical demonstration of competency.

COMPETENCY ASSESSMENT FOR ADF AVIATION TRADES

4. Assessment for ADF Aviation Trades is to be carried out using the endorsed assessment framework contained in the current Aeroskills Training package. This framework provides guidelines for assessment that ensure:

a. The tradesperson can demonstrate, via their journal/skills log entries, that they have performed the tasks associated with the applicable competency.

b. There should be a minimum of two journal/skills log entries, under normal circumstances, for each task area contained within the competency 'Range Statement' prior to assessment commencing.

c. The tradesperson can demonstrate compliance with the (minimum) standard defined within the ‘Evidence Guide’ for the competency being assessed.

d. The competency assessment must be conducted by an AAA and carried out in accordance with the 'Critical aspects for Assessment' section of the competency being assessed.



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SERVICE ADMINISTRATORS

5. Each Service is to appoint a competency assessment Service Administrator who will act as the primary point of contact for all issues relating to aviation trade competency assessments.

6. The competency assessment Service Administrator is responsible for:

a. Providing advice and assistance to Unit Training Coordinators (UTC) on the operation of the competency assessment system at AMO level.

b. Monitoring of tradesperson competency achievements to ensure the effective operation of the competency assessment system within their respective Service.

c. Processing applications from suitably qualified personnel for AAA.

d. Recording and maintaining a current register of all AAAs within their respective Service.

e. Monitoring and reviewing all AAA status bi-annually.

f. Navy only. Forwarding a notification to existing AAAs when their renewal is due.

Monitoring/Review of Assessors

7. A register of all current AAA is to be maintained by the respective Service Administrators and is to contain, as a minimum:

a. Name, Rank, and Employee Number;

b. a list of the competencies which the AAA is authorised to assess; and

c. Navy only:

(1) AAA Registration Number; and

(2) expiration date of the AAAs registration.

8. The register is to be reviewed bi-annually to ensure that all details for current AAAs are correct.

APPROVED AEROSPACE ASSESSOR SELECTION CRITERIA

9. Members who wish to apply for registration as an AAA are required to be working within an aviation environment immediately prior to application. An aviation environment is classified as an aircraft maintenance or technical training facility. Environments that will not be considered are Commands and out of trade employment and DMO organisations, eg SPOs, Recruiting etc. When nominating personnel for AAA, AMOs should ensure that only personnel are nominated who possess the training, experience and maturity to perform competency assessments.

10. Prospective AAAs must have completed an ADF delivered workplace assessors course or equivalent, prior to application. Where a member has completed a workplace assessors course that was not ADF delivered, the member is to seek verification of the acceptability of the course from the respective competency assessment Service Administrator. The following rank and experience eligibility criteria are to be applied:

a. Corporal (E) – to have held CPL rank for at least one year and be appointed as a Trade Supervisor;

b. Sergeant (E), and Warrant Officer 2 (E) – all members who have experience as Trade Supervisor and/or Independent Inspector; and

c. Army only. Warrant Officer 1 (E), Officers and civilians.

Application Procedure

11. Prior to registration of AAA with the competency assessment Service Administrator, applicants are required to complete an ‘Application for Approved Aerospace Assessor Registration’. The application and instructions for completion are contained in Annex A.

12. Completed applications are to be reviewed by the UTC to ensure accuracy of the information and complete supporting documentation requirements. The UTC must be satisfied that the applicant possesses the interpersonal skills and professional abilities necessary for a competency assessor. Applications are to be forwarded to the respective Service Administrator who is responsible for final vetting. Prior to issuing a AAA registration certificate or card to the member the Service Administrator will ensure that:

a. claimed competencies are supported by relevant experience; and

b. the application is correct and complete.



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Authorisation of an AAA

13. Following registration as an AAA with the Service Administrator, the AAA must be authorised by the SMM or delegate to conduct technical competency assessments within the AMO. AAAs are to be re-authorised by the SMM or delegate on a periodic basis not exceeding 12 months, in accordance with Section 2 Chapter 1—Task Authorisation.

14. Air Force and Navy. The authorisation/re-authorisation is to be recorded in the AAAs RAAFRTE or Navy ‘A’ Card, as applicable.

15. Army. The AATTR is to be compiled with the qualification recorded in Part ‘A’, the annual authorisation with the words ‘AAA Assessment’ recorded in Part ‘B’ and the course recorded in Part ‘C’.

Renewal of an AAA (Navy Only)

16. Following notification from the Service Administrator, the AAA is to complete the Renewal Application for Approved Aerospace Assessor Registration—Application for Additional Units in Annex A and return it to the Service Administrator.

17. If a member, at the time of renewal, is working outside an aviation environment, they will be approved for a further renewal period. When the subsequent renewal is due, and the member is still employed outside an aviation environment, AAA approval will cease.

AAA RESPONSIBILITIES

18. The role of the assessor is crucial to the performance of ADF aviation competency assessment. The integrity of the system relies upon the assessor performing valid, reliable and credible assessments.

19. For ADF aviation competency assessment, the assessor will be a registered and authorised AAA who can conduct assessments in all competency units for which they currently hold a registration. Where an assessment is required to be carried out by an assessor who is not registered in the competency in which the tradesperson is to be assessed, the assessor is to seek the assistance of a suitably qualified Subject Matter Expert (SME) during the assessment. For any assessments conducted with the assistance of an SME, the full personal details of the SME and the extent of consultation are to be recorded on the associated assessment reports.

Responsibilities

20. The AAA performing an assessment is responsible for:

a. performing the assessment in accordance with the Aeroskills Training package competency unit being assessed and Australian Qualification Training Framework (AQTF) standards;

b. completing either a Competency Standards Assessment Report Form (Annex B) for all Journal of Industrial Experience and Achievement assessments or a Task Assessment Pack for all Skills Log assessments, whether successful or unsuccessful;

c. recording successful assessments in the member’s journal/skills log;

d. ensuring that a completed copy of the Journal of Industrial Experience and Achievement/Skills Log assessment report is provided to the member and forwarded to the UTC; and

e. ensuring that the tradesperson is aware of the appeals process for disputed assessments.

SENIOR MAINTENANCE MANAGER

Responsibilities

21. The SMMs responsibilities include:

a. ensuring that the duties of all personnel with responsibilities for TCAS are contained in local instructions;

b. authorising registered and competent personnel as AAAs;

c. ensuring personnel authorised as AAAs are re-authorised on a periodic basis not exceeding 12 months;

d. maintain a documented program for ongoing TCAS management, including;

(1) Assessor training;

(2) Trade Supervisor training; and



4

(3) Tradesperson induction and continuation training.

e. providing sufficient registered, competent and authorised personnel to carry out AAA assessments at the AMO; and

f. ensuring auditable TCAS processes are maintained.

UNIT TRAINING COORDINATOR

22. The UTC is a posted position within the On-the-Job (OJT) Training Cell and works full time at the AMO. The UTC acts as the initial point of contact for all aviation competency assessment aspects within the AMO. The UTC should preferably be a senior tradesperson from the aviation trades, preferably of SGT (E) rank or above.

Responsibilities

23. The UTC is responsible for:

a. providing advice to AMO management, assessors and tradespersons on aspects of aviation trade competency assessment;

b. acting as the liaison between AMO personnel and the Service Administrator;

c. acting as the initial arbitrator in the assessment appeals process; and

d. maintaining a file or other record keeping system for each tradesperson which contains all of the tradesperson’s completed assessment forms and other documents applicable to the assessment of aviation competencies, eg appeals documents.

SECTION HEAD

24. Personnel in Section Head (E) positions within an AMO are responsible for managing competency progression for the tradespersons under their control. The Section Head (E) is responsible for:

a. ensuring that all AMO tradespersons are employed in areas to provide maximum coverage of required competencies;

b. identifying maintenance tasks on which multiple tradespersons can be employed and claim experience against the skill associated with the competency;

c. appointing suitably qualified AAAs to conduct competency assessments; and

d. ensuring timely competency assessments are conducted on tradespersons as they progress through their journal/skills log.

MENTORS

25. A mentor provides oversight to a tradesperson(s) undertaking On the Job Experience (OJE) for the purposes of gathering work history in preparation for an aviation trade competency assessment. A mentor is a task authorised tradesperson with twelve months experience, as a minimum, as a tradesperson and must be appointed as a mentor in accordance with Section 2 Chapter 1—Task Authorisations. The mentor must be task authorised for the specific maintenance activities for which they provide mentoring.

26. The mentors responsibilities to the tradesperson undertaking OJE include:

a. informing the tradesperson of the task requirements;

b. demonstrating the use of tools and assisting in interpretation of maintenance manuals and procedures during the task;

c. providing technical guidance applicable to the maintenance task that does not supersede the guidance, counsel, direction or control provided by the task Trade Supervisor;

d. correcting, where applicable, deficiencies in the tradesperson’s actions on the maintenance task;

e. ensuring the tradespersons Journal/Skills Log entries are completed; and

f. ensuring the tradespersons details are recorded in accordance with Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

27. Level of Involvement. Within aviation competency assessment the level of involvement that the mentor has in the performance of a task may be described in terms of ‘Direct’ or ‘Routine’. A mentor provides oversight and



5

direction to the tradesperson being mentored, which is a different function to the supervision that is provided by a Trade Supervisor during the conduct of a maintenance task. The levels of involvement are described as follows:

a. Direct. The task was performed with significant mentor input, either demonstration or direction. The mentor was required to provide constant guidance to the tradesperson in the performance of the task and assisted the tradesperson with selection and control of tools and completion of paperwork, etc. This level of involvement from the mentor would be expected for a tradesperson with virtually no experience in the task.

b. Routine. The task was performed with the tradesperson working independently without demonstration or constant direction required from the mentor. Additionally, all associated sub-tasks (paperwork, tool control, etc) were completed by the tradesperson. With this level of involvement, the mentor still provides constant oversight of the tradesperson in accordance with technical requirements during the performance of the task.

28. There is no requirement to have a specific number of tasks performed and recorded as “direct” level of involvement prior to tasks being performed and recorded as “routine” level of involvement.

TRADESPERSONS

29. The tradesperson is responsible for ensuring that their Journal/Skills Log is kept up-to-date and all tasks which have been undertaken are appropriately recorded and signed off by the applicable mentor.

NOTE

• Mentors are not expected to remember details of every task that have overseen, consequently, Journal/Skills Log entries are to be signed off as soon as possible, but no later than one week after the task has been completed. The AAAs is not to consider unsigned entries when conducting competency assessments.

JOURNAL COMPLETION

30. Specific information regarding journal/skills log requirements are included at Annex C.

31. On completion of all journal/skills log entries the UTC is to perform an internal check to ensure that all journal/skills log requirements have been completed and that all associated AAA assessments have been successfully achieved. On successful audit of the journal/skills log, the UTC is to notify the contact Officer for the responsible RTO. Contact Officers for each Service are detailed in the respective Service chapters.

32. Details are to be forwarded to the RTO contact officer showing:

a. Rank, Full name, and Employee number;

b. competencies completed; and

c. the qualification for which the member is eligible.

33. Multiple applicants can be forwarded at any one time.

APPEALS PROCESS

34. The Aeroskills Training Package requires that an appeals process be incorporated into all aviation trade competency assessment systems. The purpose of the appeals process is to provide:

a. the tradesperson with a mechanism to dispute an assessment they believe to be unwarranted; and

b. assurance to management and personnel of the integrity and objectivity of the assessment system.

Appeals Mechanism

35. Either the tradesperson or the AMO management may initiate appeals when they believe that an incorrect assessment of ‘Not Yet Competent’ or ‘Competent’ has been made. When there is a disagreement with either the process or result of an assessment the following actions are to be taken:

a. The assessor is to attempt to resolve the dispute with the tradesperson or manager to the satisfaction of all parties. When the assessor cannot resolve the dispute the tradesperson/manager is to be informed of the formal appeal process. Where a tradesperson is in dispute with an assessor, the tradesperson is to be given the option of re-assessment with a different AAA.



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b. When a dispute is still unresolved it is to be referred to the UTC for review and further action. The UTC is to attempt to resolve the dispute through discussion with all parties and the gathering of evidence from available sources. If the dispute cannot be resolved at unit level by the UTC, then all applicable information is to be forwarded to the Service Administrator for resolution.

c. The Service Administrator is to review all documentation and, where appropriate, contact the disputing parties to resolve the dispute within their Service.

36. Where an appeal is upheld following a complete assessment review, the authority responsible for making the decision is to sign the applicable competency unit, certifying completion. Where an appeal is upheld on grounds other than a complete assessment review, the authority is to direct a second assessment to be carried out using an independent assessor. Additionally, the original assessor is to be fully briefed on the reasons for the appeal being upheld. When an assessor appeals further and consequently refuses to accept the Service Administrators ruling, review action is to be initiated to determine the assessor’s eligibility to perform assessor duties.

Annexes:

A. Application for Approved Aerospace Assessor Registration B. Competency Standards Assessment Report Form (Aviation) C. Journal of Industrial Experience and Achievement/Aerospace Competency Certification



2A–1

APPLICATION FOR APPROVED AEROSPACE ASSESSOR REGISTRATION

Applicants Details

Application Initial / Additional Units / Renewal (circle applicable)

Applicants Full Name ________________________________

Rank ________________________________

Service Number ________________________________

PMKeys Number ________________________________

Unit ________________________________

Telephone Number ________________________________

Trade Qualifications ________________________________

________________________________

Accredited Assessor Training Course Details

Course Name ________________________________

Course Conducted by ________________________________

Date Course Completed ________________________________

PMKeys:

QWPA/RWPA Proficiency Number ________________________________

Applicant’s Statement

I hereby state that the information provided in support of my application is correct. I am currently employed in an aircraft maintenance or technical training facility and will be involved with the competency assessment of technical trainees.

Name (Print) _________________________________

Signature _________________________________

Date _________________________________

Vetted by Unit Training Coordinator

Name (Print) _________________________________

Signature _________________________________

Date _________________________________



2A–2

_________________________________________________

MEA07 Core Units Accredited: MEA101B, MEA103B, MEA105B, MEA107B,

MEA108B, MEA109B, MEA118A. NAC Trade (ONE ONLY) _______________________________________________ Circle Units Applied for and insert page number in your RAAFRTE/AATTR/‘A’ Card where authorisation is given for that task. (Send in all task authorisation pages – not just the ones listed above)

Avionics–AME Mechanical–AME Pathway 1

Mechanical–AME Pathway 2 Structures–AME Armament–AME

MEA201B MEA301B MEA301B MEA302B MEA201B

MEA202B or MEA203B MEA302B MEA302B MEA303B MEA203B






MEA214B MEA308B MEA317B MEA327B





MEA219B & MEA208B MEA313B MEA322B MEA405B



MEA222B & MEA209B MEA316B MEA401B

MEA231B MEA317B MEA410B

MEA233B MEA327B

MEA234B MEA328B

MEA246B

MEA260B

MEA261B

MEA262B or MEA263B

MEA301B



2A–3

Note: Structures, AAAs require MEA311B to assess Mechanical MEA311B Unit for Pathway 1.

INSTRUCTIONS FOR COMPLETION OF


1. See example of completed registration form on pages 2A–4 to 2A–5.

•Ensure Full Name is indicated in the following format:

•John J SMITH

•PMKeys Number is required for PMKeys reporting.

•Telephone number must be of current Unit/Work location.

•List all formal trade qualifications. This does not include aircraft or equipment specific courses, promotion courses, etc.

•Other Relevant Experience may include trade-related TAFE courses, pre-service/out of service employment etc.

•Enter PMKeys WPA proficiency number as identified against the ‘My Training field’ located in PMKeys Self Service.

•Ensure that claimed Competency Unit Numbers can be verified, ie do not claim piston engine competencies if your experience does not cover piston engine aircraft. Read the full requirements of the Standard, not just the abbreviated title.

•All Core Competency Standard Units relevant to the trade are mandatory.

•Some latitude is allowable in meeting the Range of Variables for each Competency Unit. The majority of variables should be covered and be verifiable in the supporting documentation.

•Where you have completed a Workplace Assessor’s Course that was not ADF delivered, you should seek verification of acceptability of the course from your respective Service Competency Assessment System Administrator.

•Your signature is verification that your supporting documentation is correct and unaltered.

•Supporting Documentation regarding Qualifications, Experience and Assessor Training Course should include (as a minimum) documented records of Employment History, eg Navy PH14/PH4, Army AATTR, Air Force RAAF RTE, Approved Assessor Training Course Certificate and any other documents relevant to your claims of eligible Competency Standard Units.

2. The authorised Service representative will assess supporting Documentation.

•Return completed AAA Registration Application Form and Supporting Documentation via Service Mail to your respective Service Competency Assessment System Administrator as detailed in individual Service chapters.



2A–4


Applicants Details

Application Initial / Additional Units / Renewal (circle applicable)

Applicants Full Name Simon W FRANK

Rank FSGT

Service Number A411380

PMKeys Number 8200464

Unit DGTA

Telephone Number (03) 9256 3075

Trade Qualifications RAAF RADTECH–Air Adult

AME–Radio

Accredited Assessor Training Course Details

Course Name Work Place Assessor Course

Course Conducted by HMAS Albatross

Date Course Completed 21 Mar 02

PMKeys: nnnnnn

QWPA/RWPA Proficiency Number P123456________________________________

Applicant’s Statement

I hereby state that the information provided in support of my application is correct. I am currently employed in an aircraft maintenance or technical training facility and will be involved with the competency assessment of technical trainees.

Name (Print) Simon W Frank

Signature

Date 6 Sep 02

Vetted by Unit Training Coordinator

Name (Print) Squadron / Unit Training Coordinator

Signature _________________________________

Date _________________________________



2A–5

Core Units Accredited MEA101A, MEA103A, MEA105A, MEA107A, MEA108A, MEA109A

NAC Trade (ONE ONLY) Avionics

Circle Units Applied for and insert page number in your RAAFRTE/AATTR/‘A’ Card where authorisation is given for that task. (Send in all task authorisation pages – not just the ones listed above)

Avionics–AME Mechanical–AME Pathway 1

Mechanical–AME Pathway 2 Structures–AME

MEA201A MEA301A MEA301A MEA302A

MEA202A or MEA203A MEA302A MEA302A MEA303A


MEA206A 3, 4, 7. MEA304A MEA305A MEA305A




MEA214A 2, 5, 10. MEA308A MEA317A MEA327A



MEA217A 4, 8. MEA311A MEA320A MEA403A


MEA219A & MEA208A MEA313A MEA322A MEA405A

MEA220A 9. MEA314A MEA327A MEA408A


MEA222A & MEA209A MEA316A MEA401A

MEA231A MEA317A MEA410A

MEA233A 3, 11, 12, 14. MEA327A

MEA234A MEA328A

MEA246A

MEA260A

MEA261A

MEA262A or MEA263A

MEA301A

Note: Structures, AAAs require MEA311 to assess Mechanical MEA311 Unit for Pathway 1.



2A–6

Blank Page



2B–1

COMPETENCY STANDARDS ASSESSMENT REPORT FORM

(AVIATION)

MEMBER’S REQUEST FOR ASSESSMENT Rank/Level:

Inits:

Name:

PMKeyS No:

Section:

Mustering/Category:

Competency Unit:

Elements To Be Assessed: Date Requested:

SUPERVISOR’S RECOMMENDATION FOR ASSESSMENT

YES Member is ready for assessment NO Member needs further experience Rank/Level:

Inits:

Name:

PMKeyS No:

Signature:

ASSESSOR’S REPORT AND OUTCOME OF ASSESSMENT Rank/Level:

Inits:

Name:

PMKeyS No:

Assessment Date:

Member informed of Assessment Appeals Process YES NO Work experience history reviewed and approved YES NO Sufficient coverage from range of variables for element met YES NO Tasks performed under routine supervision YES NO On-job demonstration of tasks satisfactory (if required) YES NO Trainee’s understanding of applicable procedures/practices adequately demonstrated YES NO

Trainee’s understanding of applicable OHS practices adequately demonstrated YES NO Trainee’s knowledge of task critical aspects adequately demonstrated YES NO ADDITIONAL COMMENTS Include details of assessment criteria utilised, ie what type of evidence was used? Comments for ‘not yet competent’ assessments must include details of shortcomings against the performance criteria and remedial action requested



2B–2

SUBJECT MATTER EXPERT DETAILS (IF UTILISED) Rank/Level:

Inits:

Name:

PMKeyS No:

Assessment Date:

ADDITIONAL COMMENTS

SUMMARY OF ASSESSMENT RESULTS AND DOCUMENTATION REQUIREMENTS

Elements assessed as competent this assessment Elements assessed as ‘Not Yet’ competent this assessment: Competency standard unit totally achieved? YES NO Debrief provided to member with copy of report YES UTC provided with original report YES Assessment Pack used? YES NO (If ‘YES’ Assessment Pack must be attached and filed with the Competency Standards Assessment Report Form)

Member’s signature:

AAA signature:

ASSESSED MEMBER’S ACKNOWLEDGMENT

[ ] I am aware of my rights under the Assessment Appeals Process as contained in AAP 7001.059(AM1). Member’s Signature:____________________________________

FOLLOW-ON ACTIONS REQUIRED AND FORM DISPOSAL:

• AAA to update the trainee’s Journal of Industrial Experience and Achievement to reflect assessment. • Original Assessment Report Form to be retained by UTC. • UTC to update Fitters Trade TCAS Progress Report. • Copy of Competency Assessment Report Form to be provided to Assessed Member.

NOTE: Additional comments are mandatory where an assessment of ‘Not Yet’ competent has been made. Areas of deficiency are to be identified and corrective action noted.



2C–1

JOURNAL OF INDUSTRIAL EXPERIENCE AND ACHIEVEMENT/AEROSPACE COMPETENCY CERTIFICATION

USE

1. All technical trainees will be issued with a Journal/Skills Log at RAAFSTT upon commencement of initial technical training. Following receipt, technical trainees are to ensure that personal details are completed and that all competency standards documentation relevant to their trade is included. RAAFSTT will provide technical trainees with instruction in the correct use of the journal.

ACTION ON LOSS

2. Security of the Journal/Skills Log is the technical trainee’s responsibility. In the event of a Journal/Skills Log becoming missing or destroyed the technical trainee is to contact the Unit Training Coordinator (UTC) in the first instance. The UTC is to notify the RAAFSTT TAFE Administration Cell as soon as possible to arrange for a replacement Journal/Skills Log to be issued. Recovery Payment Voucher (RPV) action will be initiated by RAAFSTT to cover the cost of replacement. RAAFSTT will issue a new Journal/Skills Log that will contain completed Core Unit Certification Sheets.

3. Following receipt of the new Journal/Skills Log the technical trainee is to obtain copies of their previous competency unit assessments from the UTC. An Approved Aerospace Assessor (AAA) will make assessments on lost competency units based on the technical trainee’s documented evidence. To ease the burden of compiling new records from maintenance documentation technical trainees should ensure that they make copies of Work Experience History Sheets for competencies not yet completed. These records should be updated regularly.

CORE COMPETENCY STANDARDS

4. All core competencies and assessment will be completed during initial trade training at RAAFSTT. Core units have been developed to ensure tradespersons have a basic understanding of Occupational Health and Safety practices, work planning and organisation, the importance of quality standards and the correct use of aircraft manuals and documentation; together with the basic hand skills necessary to perform many initial practical tasks. On completion of the core competencies the tradesperson is suitably equipped with the base knowledge, skills and practices to undertake productive work under mentorship.

STREAM SPECIFIC COMPETENCY STANDARDS

Work Experience History Sheets

5. Work Experience History sheets for the Stream Specific Competencies are to be completed in accordance with the applicable Journal/Skills Log requirements.

Unit Certification

6. Due to the complex nature of the Stream Specific competency units it is unlikely that an entire unit will be assessed during a single assessment. Therefore, a number of different assessors may have carried out individual element assessments leading to the achievement of a competency unit. Following assessment of an element or elements, the assessor is to sign and date the appropriate element and enter his/her assessor number. The assessor who carries out the assessment on the final element for a given unit is required to also complete the Certificate of Unit Completion page verifying that the competency unit has been achieved.

Stream Enterprise Specific Competency Units

7. Where enterprise specific competency units have been established, ie ADF, Navy/Army/Air Force, FEG or Unit Standards, personnel will be trained and assessed in these units on a workplace needs basis. Under normal circumstances, these units are to be assessed by an AAA who is authorised to perform assessment in the applicable enterprise competency.

8. Alternately, for enterprise specific competencies only, assessment can be conducted by a suitably qualified and authorised workplace assessor who:

a. holds the minimum rank of CPL (E) and is authorised as a Trade Supervisor; and

b. has been recommended by a Head of Department, SMM or delegate, Higher Engineering Authority or Ships Flight Senior Maintenance Sailor (FSMS).



2C–2

Blank Page



1

SECTION 7

CHAPTER 3

COMPETENCY BASED TRAINING AND ASSESSMENT FOR NAVAL AVIATION TECHNICIANS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 INITIAL TECHNICAL TRAINING AND TRADE QUALIFICATIONS.............................................................. 1 ITT AEROSPACE INDUSTRY JOURNAL SIGNATORY RESPONSIBILITIES............................................. 2 APPROVED AEROSPACE ASSESSORS ..................................................................................................... 2 APPROVED AEROSPACE ASSESSOR CURRENCY .................................................................................. 3 CONDUCTING ASSESSMENT OUTSIDE TRADE ........................................................................................ 3 COMPETENCY APPEALS BOARD ............................................................................................................... 3 ADVANCED TECHNICAL TRAINING ............................................................................................................ 3

ATT Competency Log Signatory Responsibilities........................................................................................ 3 RECOGNITION OF PRIOR LEARNING ......................................................................................................... 3

Introduction................................................................................................................................................... 3 Rationale ...................................................................................................................................................... 3 Relationship to other Policies....................................................................................................................... 4 Purpose ........................................................................................................................................................ 4 Context/Background..................................................................................................................................... 4 Definitions..................................................................................................................................................... 4 Guiding Principles ........................................................................................................................................ 4 Applicants Responsibilities........................................................................................................................... 5 Appeals......................................................................................................................................................... 5 Evaluation..................................................................................................................................................... 6 Competency Log Verification ....................................................................................................................... 6

Annex .............................................................................................................................................................. 6 A. Application for Recognition of Prior Learning

INTRODUCTION

1. The National Aeroskills Project Inc commenced the development of national competency standards, an industry assessment system and training curriculum for the aerospace industry in 1991. Competency standards and related training curriculum for aerospace related technical trades were developed and implemented in 1994. An industry assessment system was developed and implemented in 1995. In 1996 the National Aeroskills Project was incorporated into the Manufacturing, Engineering and Related Services Industry Training Advisory Body Ltd (MERS ITAB) as the Aeroskills Sector Council (ASC).

2. In 1994, as a result of recommendations made by the Royal Australian Navy (RAN) Technical Training Review ‘92 (TTR92), a system of Competency Based Training and Assessment (CBTA) was adopted for the RAN aviation technical trades. The system was structured around the National Aerospace Industry Competency Standards and the National Aeroskills Curriculum (NAC).

3. CBTA is the training and standardised performance assessment of personnel against defined job requirements. Training is based on the competencies required by aviation technicians and competency assessment ensures personnel are able to perform their jobs to the required level of performance expected in the workplace.

4. This chapter prescribes the procedures to be followed by Navy Approved Maintenance Organisations (AMO) when conducting competency-based trade assessments on Navy aviation technical personnel.

INITIAL TECHNICAL TRAINING AND TRADE QUALIFICATIONS

5. Two Aviation Technician categories exist within Naval Aviation Engineering; Aviation Technician Aircraft (ATA) and Aviation Technician Avionics (ATV). Each of these categories is aligned to trades defined under the Aeroskills Training Package for the Aerospace Industry. The trade qualifications for each category including their National Code numbers are listed below and comply with the Australian Qualifications Framework (AQF):

a. ATA – Certificate IV in Aeroskills (Mechanical) MEA40702 (previously known as – Certificate IV in Aeroskills (Aircraft Maintenance Engineering Mechanical) MEA40397); and



2

b. ATV – Certificate IV in Aeroskills (Avionics) MEA40602 (previously known as – Certificate IV in Aeroskills (Aircraft Maintenance Engineering Avionics) MEA40197).

6. In order to obtain the above qualifications, personnel are required to provide evidence of achievement of the prerequisite Aeroskills competencies associated with their particular trade.

7. In the Naval Engineering environment Competency Logs are used for recording attainment of prescribed competencies. The Initial Technical Training (ITT) Competency Logs are the Aerospace industry approved ‘Journals of Industrial Experience and Achievement’ used within Naval Aviation Engineering for this purpose. These journals form the basis for trade recognition of all ITT Aviation Technicians. In addition, these logs may contain RAN specific competencies beyond the minimum trade requirements that have been identified for personnel at Able Seaman level.

ITT AEROSPACE INDUSTRY JOURNAL SIGNATORY RESPONSIBILITIES

8. Each unit within the Industry Journal, hereafter referred to as simply ‘the Journal’, has provision for three signatures, these are:

a. Work Experience History. This section requires the signature of the supervisor who is to be at least an authorised Trade Supervisor. The Trade Supervisors signature authenticates that the technician has completed the element under ‘Direct’ or ‘Routine’ supervision to an acceptable standard. The supervisor must be competent in the work being certified within this section.

b. Journal Unit Certifications. This section requires the signature of an Approved Aerospace Assessor (AAA). The AAAs signature authenticates that the assessor is satisfied that the technician has achieved the required standards for each element, as detailed in the Assessors Guidelines and Journal Unit Performance Criteria.

c. Certificate of Unit Completion. This section requires the signature of an AAA and certifies that the technician has completed the unit being assessed.

APPROVED AEROSPACE ASSESSORS

9. AAA is a technical administrative qualification required for the assessing of journal units. To be awarded AAA, personnel must be recommended by a Head of Department (HOD) or Responsible Engineer Officer (REO) and authorised as an AAA by the National Aerospace Assessment Committee (NAAC). To be eligible for recommendation by an AAA, personnel must:

a. have completed a NAAC recognised workplace assessors course;

b. be recommended by an AMO Senior Maintenance Manager (SMM) or delegate, Higher Engineering Authority or ships Flight Senior Maintenance Sailor (FSMS); and

c. hold a minimum rank of Petty Officer.

NOTE

• While the minimum rank required to conduct assessment within the journal is Petty Officer, at the discretion of the Fleet Aviation Engineer Officer (FAEO), a Leading Seaman may be recommended to the NAAC, by the Aviation Accreditation Board (AAB), for registration as an AAA.

• Only a qualified and authorised assessor may sign the assessor signature block within the journal.

• A signature within the journal not recognised by the NAAC as an approved assessor will result in the trainee having to be re-assessed for that unit of competency.

10. Once endorsed, the AAB will compile and forward the application to the NAAC for approval and registration. Recommended assessors are not eligible to assess until authorised and issued with an AAA number. Once authorised, an AAA may conduct assessment within the endorsed Competency Units and ‘outside Trade’ in accordance with the guidelines in Section 7 Chapter 2.

11. Request for AAB recommendation must include:

a. Assessor candidates name;

b. Assessor candidates training background, trade qualifications (or equivalent) and employment history; and

c. Competency units in which the candidate is required to assess.



3

APPROVED AEROSPACE ASSESSOR CURRENCY

12. While the qualification AAA remains with the individual, the authorisation to conduct competency assessment may be withdrawn (in part or in full) by the AAB if an SMM considers that an assessor is no longer current with their endorsed competency units. Re-authorisation is at the discretion of the FAEO on advice from the AAB manager.

CONDUCTING ASSESSMENT OUTSIDE TRADE

13. Where an appropriately qualified AAA is not available, an AAA may conduct assessments outside trade provided they have appropriate input from a Subject Matter Expert (SME).

14. For the purpose of RAN aviation competency assessments an SME must:

a. hold the minimum rank of Leading Seaman,

b. hold a current Trade Supervisors authorisation, and

c. be authorised QM3 on the aircraft or equipment type on which the assessment is being conducted.

COMPETENCY APPEALS BOARD

15. The competency appeals board for Navy will be convened by the Aviation Maintenance Standards (AMS) Aviation Accreditation Board with the FAEO (or delegate) acting as the board chairman. Composition of the board will be determined by the FAEO in consultation with Training Authority–Aviation (TA–AVN).

ADVANCED TECHNICAL TRAINING

16. Completion of Advanced Technical Training (ATT) is a promotion prerequisite for each rank from Able Seaman to Warrant Officer. As a result ATT has been identified as necessary for Leading Seaman, Petty Officer and Chief Petty Officer aviation technicians. Competencies which articulate the job requirements for personnel at each of these ranks have been developed and Competency Logs are being produced and issued as required.

ATT Competency Log Signatory Responsibilities

17. Unlike the ITT journal, there is no requirement for national registration to conduct assessments within the RAN issued Advanced Technical Training Competency Logs. To be eligible to sign these logs the signatory must:

a. be at least one rank higher than the individual being assessed;

b. have completed a NAAC recognised workplace assessors course;

c. be recommended by a HOD, AMO SMM or delegate, Higher Engineering Authority or ships Flight Senior Maintenance Sailor (FSMS); and

d. hold the minimum rank of Leading Seaman and be an authorised Trade Supervisor.

RECOGNITION OF PRIOR LEARNING

Introduction

18. In July 1992, Ministers of Vocational Education, Employment and Training signed the National Framework for the Recognition of Training (NFROT) Agreement. In signing the NFROT Agreement, Ministers committed to implementing a vocational education and training system which allowed for national consistency in the recognition of accredited courses, training programs, training providers and competencies held by individuals. The broad parameters, principles and processes to which the States and Territories would conform, are specified in the NFROT Agreement. One of the key areas covered is the Recognition of Prior Learning (RPL).

19. The RAN, being a nationally Recognised Provider of Training is committed to the principles of NFROT and to providing the efficiency and effectiveness of its training processes. Consequently, RPL will play an important role in the training process by assisting to identify and remove duplication in an individuals training continuum, achieving savings in training time and resources.

Rationale

20. The rationale behind RPL is to recognise the skills, knowledge and application obtained from a variety of sources including formal training, work experience, unaccredited learning and life experience.



4

Relationship to other Policies

21. This policy is based on ABR 27—RAN Training Policy Manual.

Purpose

22. The purpose of RPL is to increase the efficiency and effectiveness of the training continuum, by providing a range of pathways to recognition of competence.

Context/Background

23. RPL offers a mechanism to provide acknowledgment of competencies achieved in a range of settings and it is the Naval Training Command Lead Authorities that are charged with the role of assessing competence formally through the RPL process. RPL for Aviation Technicians is the responsibility of TA–AVN.

Definitions

24. For the purpose of Naval Aviation RPL policy the following are defined:

a. Benchmark. An acknowledged level of achievement which can be used as a reference point. In RPL terms a benchmark is an established standard against which a person’s prior learning can be measured or judged.

b. Benchmark Specialist. This person evaluates the applicant’s evidence of prior learning against the benchmarks, and contributes to the decision as to whether to grant or deny RPL. The benchmark specialist must demonstrate competency in the area being assessed, at least to the level specified in the benchmarks.

c. Competency. Refers to the standards and levels at which skills or tasks are performed.

d. Recognition of Prior Learning. The acknowledgment of skills and knowledge obtained through formal training (industry and education), work experience and/or life experience.

Guiding Principles

25. RPL processes are to conform to the following key principles:

a. Competence. RPL supports a system of competency based training. RPL shall focus on the learning outcomes and competencies held as a result of formal and informal training, not how, when or where the learning occurred. The RPL process also includes an assessment of ‘currency’ for competencies held.

b. Commitment. It is essential that all personnel and organisations involved in the RPL process have a demonstrable commitment to recognising the prior learning and current competency of technicians to avoid unnecessary training duplication.

c. Access. Access to RPL shall not be artificially or organisationally constrained.

d. Fairness. RPL shall involve processes that are fair to all parties involved.

e. Support. RPL shall involve the provision of adequate support to applicants.

26. In order to achieve the principles outlined above, RPL within Naval Aviation will be conducted by a Recognition and Assessment Panel (RAP), consisting of:

a. Chairperson (must be a TA–AVN staff member authorised by Head TA–AVN);

b. Benchmark specialist;

c. RPL accredited assessor;

d. Applicant seeking RPL; and

e. Applicants representative (optional).

27. Where appropriate, more than one position of the RAP can be filled by the same person. For example, the Chairperson may also be the RPL expert. As a minimum, all members of the RAP must have completed the RAN Workplace Assessor course conducted by TA–AVN. The RPL expert on the RAP must also have completed an RPL Assessor course.



5

28. The RPL model utilised by TA–AVN progresses through three phases:

a. Phase One – Request. Phase One involves the applicant considering his/her experience in relation to competencies, requesting entry to the RPL process and submitting an application. Consultation with the Units and Lead School’s training/RPL staff in preparation of the application is an important element of this phase. Applicants need to be aware of the competencies involved, the assessment methods used and the range of admissible evidence. Refer to Annex A, Naval Aviation RPL Application Form.

b. Phase Two – Assessment. Following consideration of an application, the assessment phase begins with an interview of the applicant by the RAP made up of the appropriate members. The second step is a decision by the panel on the recognition to be awarded and notification to the applicant in writing. The panel is to ensure that RPL assessment is:

(1) Positive and helpful. It looks for what people know and can do.

(2) Fair. It treats everyone in the same way.

(3) Valid. It assesses what is really required.

(4) Reliable. Results are consistent.

(5) Timely. It is available when the applicant is ready to have a try.

(6) Worthwhile. It does not take more time, trouble and other resources than it is worth.

c. The assessment of RPL evidence (verbal and documentary) should focus on establishing:

(1) Authenticity. Are all claims authentic?

(2) Currency. Is the claimed skill or knowledge current?

(3) Quality. Is the claimed skill or knowledge appropriate?

(4) Relevance. Is the claimed skill or knowledge relevant?

(5) Transferability. Can the claimed skill or knowledge be transferred?

(6) Validity. Can the claimed skill or knowledge be demonstrated?

d. Phase Three – Review. An essential element of the RPL model is the availability of a review phase if there is difficulty in determining whether RPL should be granted or if the applicant appeals against the panel decision. The review involves selecting a suitable assessment methodology for the review and then repeating the steps of Phase Two. The review may involve the applicant being required to provide further evidence.

Applicants Responsibilities

29. All personnel who have gained skills and knowledge relevant to a training program or Competency Log they are about to undertake should apply for RPL for part or the whole of that training program or log where possible.

30. It is the applicant’s responsibility to complete the RPL application form and provide evidence of their skills and knowledge to the RAP. The evidence should be related to the specific course and subject/module outcomes or competency for which RPL is sought. Applicants should measure their competence against the competencies required for recognition and decide what credit or recognition to seek.

31. Applicants are entitled to advice and assistance from the Unit/Lead School staff in completion of their application and in identification of appropriate supporting evidence.

32. Applicants should provide all documentation and results held in relation to formal courses they have completed or competencies they have achieved. Other evidence such as extracts from log books, other enterprise competency logs, references from former employers/supervisors, lists of associations joined or postings/positions held should also be assembled. Documentary evidence supporting an application must be original copies or certified true copies.

Appeals

33. All applicants have the right of appeal if they are dissatisfied with either the outcome of the assessment or the process by which the assessment was reached. Any appeal must be put forward, in writing, to the RAP who will register the appeal and then refer the matter to AMS.



6

Evaluation

34. Evaluation of the performance of the RPL process within TA–AVN is to be addressed within the goals formulated as part of the TA–AVN annual business plan. This goal will then be incorporated into the self-assessment and formal assessment processes undertaken by TA–AVN as part of the Quality Endorsed Training Organisation recognition procedure.

Competency Log Verification

35. The integrity of trade qualifications issued by the RAN, the maintenance of workplace standards and the clear legal implications associated with the awarding of competencies to technical personnel requires the existence of a quality assurance system to ensure assessment standards are maintained at credible levels.

36. TA–AVN is to conduct regular verification of completed Journals as part of the Competency Based Training assessment and audit review process.

37. TA–AVN is to report any discrepancies to the SMM and FAEO Aviation Accreditation Board for resolution.

Annex:

A. Application for Recognition of Prior Learning



3A–1

APPLICATION FOR RECOGNITION OF PRIOR LEARNING

SECTION 1 – APPLICATION DETAILS

PERSONAL DETAILS

Surname Given Names Rank PMKeyS

Squadron/Section Ship/Establishment Phone No. Date of Application

Applicants Signature

OFFICE USE ONLY

RPL application number:

EMPLOYMENT HISTORY

Please list any employment history details that may be relevant to your application Include current and previous employers. Details are to include positions held, duties and responsibilities, length of time in position and dates. NPEMS service record print outs and associated billet statements (or equivalent) are acceptable where they contain sufficient detail. Please attach supporting documentation at the rear of this application.

Attach additional sheets if insufficient space.



3A–2

EDUCATION/TRAINING HISTORY

Please list your education/training qualifications. Include the highest civilian educational qualification attained and all training qualifications awarded with current and previous employers which may relate to your application. Details are to include, qualification title, RAN EDP number (or equivalent if applicable), and date achieved. NPEMS service record print outs (or equivalent) are acceptable where they contain sufficient detail. Please attach supporting documentation at the rear of this application.

Attach additional sheets if insufficient space. OTHER INTERESTS OR SKILLS

Please list any additional interests or skills which may be relevant to you application. This may include civilian licences held, club memberships, involvement in committees, etc. Briefly describe each entry. Please attach supporting documentation at the rear of this application.

Attach additional sheets if insufficient space.



3A–3

LEARNING OUTCOMES/COMPETENCIES BEING APPLIED FOR

Attach additional copies of this sheet for each Learning Outcome (LO)/competency being applied for.

Title of Course/qualification (including EDP number):

Learning outcome/competency being applied for (including number):

Supporting evidence:

Please list the evidence you consider supports your application for recognition of RPL for this learning outcome/competency.

Title of Course/Qualification (including EDP number):

Learning outcome/competency being applied for (including number):

Supporting evidence:

Please list the evidence you consider supports your application for recognition of RPL for this learning outcome/competency.



3A–4

RPL APPLICATION CHECKLIST

This checklist has been designed to help RPL candidates compile their RPL applications.

Please take the time to ensure your application meets the criteria listed in this checklist. Any applications that do not meet the criteria will be returned to the individual concerned for amendment and re-submission.

TA-AVN will offer advice and access to information but it is not the responsibility of TA-AVN to chase up your evidence or write the RPL application for you.

• Are my personal details correct?

• Have I signed the application?

• Have I supplied employment history information with my application which clearly shows work I have done/positions I have held applicable to the competencies/Learning Outcomes (LO) being requested?

• Have I supplied information regarding life skills with my application that clearly shows the courses I have done applicable to the competencies/LO being requested?

• If I have no applicable employment history, training or life skills to support parts of my application have I stated that fact in the appropriate places to avoid confusion?

• Have I clearly identified which competencies/LO it is that I wish to gain RPL for? Have I referenced the associated courses and modules to make them easy to identify?

• Have I clearly linked the competencies/LO being requested to the evidence I have supplied from my employment, training and life history?

• Where service course history print outs or similar used, have they been certified as true copies?

FINALLY

• Have I truly supplied real evidence for the RPL assessment or have I just made a series of unsubstantiated claims with no documented proof? Unsubstantiated claims without documented proof will be automatically rejected.

• Does the evidence supplied show currency of my knowledge and skills? For example, have I included the dates of my training, can I prove I am using the skills and knowledge right now by supplying particular evidence of products of work completed?



1

SECTION 7

CHAPTER 4

COMPETENCY BASED TRAINING AND ASSESSMENT FOR ARMY AVIATION TECHNICIANS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 ARMY SPECIFIC REQUIREMENTS............................................................................................................... 1

Trade Qualifications ..................................................................................................................................... 1 Action on OJT Workbook Completion .......................................................................................................... 2 Action on Journal Completion for Certification IV in Aeroskills .................................................................... 2 AAA Duties ................................................................................................................................................... 2 Mentors......................................................................................................................................................... 2 Competency Appeals Board......................................................................................................................... 2 Assessment Documentation Retention ........................................................................................................ 2

INTRODUCTION

1. All Army Aircraft, Avionics and Structures Trade trainees are required to complete competency assessments as a prerequisite to task authorisation and to achievement of trade qualification at Australian Qualification Framework (AQF) IV level in Aeroskills – Aircraft Maintenance Engineering.

2. The aviation trades competency assessment system within Army is to be conducted in accordance with the principles detailed in Section 7 Chapter 2—Aviation Trades Assessment Procedures, Section 7 Chapter 2 Annex C—Journal of Industrial Experience and Achievement/Aerospace Competency Certification.

3. This chapter prescribes the procedures to be followed by the Army Aviation Training Centre and Army AMOs when conducting competency-based assessments on Army Aviation Technical personnel.

ARMY SPECIFIC REQUIREMENTS

4. The primary method of providing Army Aviation trade competency assessments will be the structured on-the-job training program as detailed in the Army Aviation Training Centre Trades OJT Management Directive (available on the AAvnTC website). Phase One part A and B at the RAEME Aircraft Maintenance School and Oakey Maintenance Facilities will provide experience and assessment in basic Remove, Install, Inspect, Test and Maintain/Repair elements. Phase Two experience at an AMO will provide further development and assessment of Test, Prepare to Troubleshoot and Troubleshoot competency elements.

Trade Qualifications

5. The trade qualifications available to Army tradespeople who complete the prerequisite competencies are:

a. Aircraft Trade – Certificate IV in Aeroskills (Mechanical);

b. Avionics Trade – Certificate IV in Aeroskills (Avionics);

c. Structures Trade – Certificate IV in Aeroskills (Structures); and

d. Life support Fitter Trade – Certificate III in Public Safety (Aviation Life Support maintenance).

6. Aviation Trades Technical Competency Assessment Service Administrator. The Army Aviation Technical Trades competency assessment service administrator is the SO2 Technical Training within the Army Aviation Training centre and has the responsibilities as detailed in Section 7 Chapter 2 and the AAvnTC Technical Trades OJE Management Directive.

7. OJT Management Cell. The OJT Management Cell manages the administration of the Army Trade Competency Assessment System in accordance with the AAvnTC Technical Trades OJT Management Directive.

8. Unit Training Coordinator. The Unit Training Coordinator (UTC) is to act as the initial point of contact for all OJT competency assessment aspects within the AMO. The UTC should preferably be a senior AAA, who will provide advice to management, assessors and trainees. Duties are to be conducted in accordance with the AAvnTC Technical Trades OJT Management Directive.



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9. AAvnTC Assessment Cell. AAvnTC Assessment cell is to assess AAA applications and record and maintain a current register of all AAAs.

Action on OJE Workbook Completion

10. A Record of Attainment (ROA) and Grade 2 status (ECN and Pay Group Change) may be issued on completion of the structured tasks contained within an OJT workbook. The UTC will verify completion by auditing IN ACCORDANCE WITH the AAvnTC Technical Trades OJT Management Directive.

Action on Journal Completion for Certification IV in Aeroskills

11. An AQF IV level qualification will be processed once all the appropriate training time frames have been met IN ACCORDANCE WITH the AAvnTC Technical Trades OJT Management Directive. When a technician has achieved the competencies required for issue of an AQF IV level qualification in Aeroskills, the UTC is to conduct a complete review of the trainee’s journal to ensure:

a. all achieved competency units have been correctly certified;

b. all elements of competency have been correctly certified; and

c. all elements are substantiated by a formal assessment procedure, ie an assessment report form has been compiled for each competency unit/element.

12. Following the review, the UTC is to forward the member’s full details, competencies completed and details of the award to be issued to the OJT Management Cell. The OJT Management Cell is to request a Certificate IV from HQTC–A Accreditation Cell using the appropriate Request for Qualification form, available on the Defence Civilian Accreditation website.

AAA Duties

13. In addition to the duties listed in Section 7 Chapter 2 paragraphs 17 through 19, Army AAAs will also perform competency assessments and carry out the necessary administration in the trainee’s Competency Assessment Journal as issued by the RTO.

Mentors

14. Army personnel under training who are gaining experience leading to achievement of aviation trade competencies will be under the supervision of a Mentor. A Mentor is an experienced ADF or civilian contractor aviation tradesperson, who is a fully qualified technician having achieved Certificate IV in Aeroskills or equivalent and is authorised on a specific aircraft type in the relevant trade stream (Aircraft ECN 411, Avionics ECN 412, Structures ECN 153 or Aircraft Life Support ECN 154). Suitable tradepersons are appointed and listed in local; instructions and formally authorised in their AATTR for ADF members or equivalent authorisation document for civilian contractors.

15. Responsibilities. In addition to the requirements of Section 7 Chapter 2, mentors are responsible for:

a. ensuring that the technical tradesperson entry in the Journal of Industrial Experience and Achievement is entered against the appropriate competency unit/element for the task performed;

b. ensuring all the details including the Aircraft Tail Number and Job Number are filled out correctly;

c. entering the degree of supervision under which the task was performed; and

d. signing each entry and annotating their employee PMKeys number in the journal as soon as possible (preferably daily) after each task.

Competency Appeals Board

16. The competency appeals board for Army will be in the AMO unit with the SMM acting as the board chairman. Composition of the board is to be determined in consultation with HQ AAvnTC.

Assessment Documentation Retention

17. Whilst a tradesperson is undergoing competency assessment leading to AQF IV level qualification in Aeroskills, all assessment documentation is to be retained, in a separate file or folder for each trainee, by the UTC. Following issue of an AQF IV qualification in Aeroskills, all assessment documentation is to be given to the trainee for permanent retention.



1

SECTION 7

CHAPTER 5

COMPETENCY BASED TRAINING AND ASSESSMENT FOR AIR FORCE AVIATION TECHNICIANS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 AIR FORCE SPECIFIC REQUIREMENTS ..................................................................................................... 1

Aviation Trades Assessment Service Administrator .................................................................................... 1 Unit Training Coordinator ............................................................................................................................. 1 Action on Journal Completion ...................................................................................................................... 2 Retention of Assessment Documentation .................................................................................................... 2

Annex .............................................................................................................................................................. 2 A. Air Force Aviation Trades Competency Assessment System Organisational Structure

INTRODUCTION

1. All Air Force Aircraft, Avionics and Structures Trade tradespersons who commenced trade training at RAAFSTT on or after 01 Jan 98, are required to demonstrate competency in the associated trade skills. The achievement of competency is linked to career progression as detailed in AAP 2320.101–1M—Occupational Specifications Aircraft Engineering Trade Group. Competency achievement is also a prerequisite for these members to gain a National qualification in Aeroskills.

AIR FORCE SPECIFIC REQUIREMENTS

2. The aviation trades competency assessment system within Air Force is to be conducted in accordance with the procedures detailed in Section 7 Chapters 2—Aviation Trades Assessment Procedures. This chapter prescribes the procedures to be followed by Air Force AMOs when conducting competency-based trade assessments on Air Force aviation technical personnel.

Aviation Trades Assessment Service Administrator

3. The Air Force Aviation Trades Competency Assessment Service Administrator is the Technical Mustering Sponsor – Directorate of Technical Capability Air Force (TMS–DTC–AF) within Logistics Branch. In addition to the responsibilities detailed in Section 7 Chapter 2, the Air Force administrator is responsible for PMKeys reporting of Approved Aerospace Assessors (AAAs) utilising the following PMKeys Proficiency Codes:

a. Proficiency – AAAAVNC, Proficiency Number – P010266, Approved Aerospace Assessor – Avionics Trade;

b. Proficiency – AAAMECH, Proficiency Number – P010267, Approved Aerospace Assessor – Mechanical Trade; and

c. Proficiency – AAASTRC, Proficiency Number – P010268, Approved Aerospace Assessor – Structures Trade.

4. The Air Force administrator conducts annual reviews of units conducting competency assessments. The reviews will be conducted on behalf of Headquarters Training Command (HQTC–AF), the Registered Training Organisation for Air Force issued AQF qualifications.

Unit Training Coordinator

5. In addition to the duties detailed in Section 7 Chapter 2, Air Force Unit Training Coordinators (UTCs) are responsible for:

a. performing a physical review of the progress of all tradespersons within their unit at least quarterly; and

b. forwarding a quarterly report of tradesperson progress to the Air Force administrator and respective Airman Career Manager – Weapon System. These reports are due at the end of the months of



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February, May, August and November. The report is to contain the following information as a minimum:

(1) tradesperson personal details;

(2) date due for technician status; and

(3) details of progress towards competency achievement to element and range of variables level, including the level of supervision currently attained.

Action on Journal Completion

6. When a tradesperson has achieved the competencies required for Technician status, the UTC is responsible for:

a. Conducting a complete review of the tradesperson’s journal/skills log to ensure:

(1) all achieved competency units have been correctly certified;

(2) all elements of competency have been correctly certified; and

(3) all elements are substantiated by a formal assessment procedure, ie: an assessment report has been compiled for each competency unit/element.

b. Initiating PMKeys reporting action against the applicable Training Specification as follows:

(1) AVTECH Proficiency No. – P010426, Avionics Technician regrade;

(2) ATECH Proficiency No. – P100191, Aircraft Technician regrade; and

(3) ASTTECH Proficiency No. – P010294, Aircraft Structural Technician regrade.

c. Forwarding a minute to Staff Officer Accreditation (SOACCRED), AFTG requesting the issue of the appropriate Aeroskills Cert IV qualification. The request is to include the tradesperson’s full name, rank and service number, details of the competencies completed and the award to be issued.

Retention of Assessment Documentation

7. Whilst a tradesperson is undergoing competency assessment leading to Technician status, the UTC is responsible for ensuring all assessment documentation is retained in a separate file or folder for each tradesperson.

Annex:

A. Air Force Aviation Trades Competency Assessment System Organisational Structure



5A–1

AIR FORCE AVIATION TRADES COMPETENCY ASSESSMENT SYSTEM ORGANISATIONAL STRUCTURE

MERS-ITAB (Aeroskills Sector

Council)

TRAINING ADVISORY BODY FOR THE AEROSPACE INDUSTRY

REGISTERED TRAINING

ORGANISATION (HQTC) (1)

AIR FORCE AVIATION TRADES COMPETENCY ASSESSMENT SYSTEM

ADMINISTRATOR (2)

WEAPON SYSTEM

EMPLOYMENT STREAMERS

(3)

COMMAND

RAAFSTT INITIAL TECHNICAL

TRADE TRAINING (4)

COMPETENCY APPEALS BOARD

(5)

BASE

MANAGEMENT

UNIT TRAINING COORDINATOR

(6)

APPROVED AEROSPACE ASSESSORS

(7)

TRAINEES (9)

SUPERVISORS (8)

AMO

(1) to (9) refer to Notes on page 5A–2



5A–2

NOTES

(1) Registered Training Organisation (HQTC) – responsible for the issue of Certificate IV in Aerospace (AME - Avionics, Mechanical or Structures) on behalf of the accreditation body. The certificate is issued following successful completion of the Journal of Industrial Experience and Achievement.

(2) Air Force Aviation Trades Competency Assessment System Administrator (Technical Trades Sponsor TWD2–DGTA ADF) – responsible for the overall administration of competency assessments within Air Force. Provides advice and assistance, AAA application processing, auditing on behalf of the RTO, review and monitoring.

(3) Weapon System Employment Streamers – responsible for oversight of competency assessments within the FEG. Ensures that competency development is achieved to maintain technical workforce capability within the FEG.

(4) RAAFSTT – responsible for providing the underpinning knowledge and skills to enable competency achievement and certifying the completion of all Core Competencies.

(5) Competency Appeals Board – an on-base panel responsible for providing the final on-base resolution avenue for assessment appeals.

(6) Unit Training Coordinator – responsible for providing advice to unit personnel on competency assessment, liaising with the WSES ensuring trainee rotation within the AMO to achieve competencies, AMO administration of competency assessments and initial arbitration of assessment appeals.

(7) Approved Aerospace Assessors – responsible for performing competency assessments in accordance with approved guidelines and completing appropriate assessment records.

(8) Supervisors – responsible for ensuring trainees journal entries relate to the claimed competency, annotating the type of supervision performed and signing the journal for each entry. Supervisors should be an integral part of assessments carried out on trainees under their control.

(9) Trainees – responsible for entering every task performed in the journal under the correct competency and requesting assessment following completion of the required experience.



1

SECTION 7

CHAPTER 6

RESERVED



2

Blank Page



1

SECTION 7

CHAPTER 7

COMPETENCY BASED ASSESSMENT PROCEDURES FOR AIR FORCE GROUND TECHNICAL TRADES

Table of Contents INTRODUCTION ............................................................................................................................................. 1 DEFINITIONS .................................................................................................................................................. 2

Competency ................................................................................................................................................. 2 Qualified Tradesperson ................................................................................................................................ 2 Authorised Tradesperson............................................................................................................................. 2 Assessment.................................................................................................................................................. 2 Generic Trade Skill....................................................................................................................................... 2 Portfolio Assessment.................................................................................................................................... 2 Work Place Assessor ................................................................................................................................... 2 Subject Matter Expert................................................................................................................................... 2 Technical Trainee......................................................................................................................................... 3 Technical Competency Assessment System Administrator......................................................................... 3 Senior Maintenance Manager ...................................................................................................................... 3 Maintenance Task ........................................................................................................................................ 3 Mustering...................................................................................................................................................... 3 Occupational Specification ........................................................................................................................... 3 Task Authorisation........................................................................................................................................ 3 Technical Equipment.................................................................................................................................... 3 Registered Training Organisation ................................................................................................................ 3

COMPETENCY BASED TRAINING AND ASSESSMENT............................................................................. 3 JOURNAL OF INDUSTRIAL EXPERIENCE AND ACHIEVEMENT .............................................................. 4 RESPONSIBILITIES........................................................................................................................................ 4

Senior Maintenance Manager ...................................................................................................................... 4 Supervisors .................................................................................................................................................. 4 Work Place Assessor ................................................................................................................................... 4 Unit Training Coordinator ............................................................................................................................. 5 Technical Trainee......................................................................................................................................... 5

COMPETENCY ASSESSMENT AND TASK AUTHORISATION................................................................... 6 SUPERVISORS ............................................................................................................................................... 6

Supervision Levels ....................................................................................................................................... 6 APPEALS PROCESS ..................................................................................................................................... 6

Appeals Mechanism ..................................................................................................................................... 7 Annex .............................................................................................................................................................. 7 A. Competency Assessment Report Form

INTRODUCTION

1. This chapter describes the competency based assessment requirements applicable to Air Force ground technical personnel and organisations operating under the national competency based training framework. This philosophy is common to all Air Force technical personnel.

2. Given the Technical Trade Sponsor resides within DGTA-ADF, the AAP 7001.059(AM1)—ADF Aviation Maintenance Management Manual was deemed the most appropriate current publication to document the Air Force policy requirement, both for ease of management commonality across all technical trades and amendment action of this policy.



2

NOTE

• Should a more applicable publication become available, that is common to all ground technical trades, covering the Air Force environment; this chapter will be transferred to that publication.

3. This chapter prescribes the procedures to be followed when conducting competency-based trade assessments for ground maintenance activities and field based operational tasks performed by Air Force ground technical personnel from:

a. Communication Electronic (COMMELEC) trade group, and

b. Ground Engineering (GE) group, including Ground Support Equipment (GSE) and Ground Mechanical Engineering (GME) trades.

DEFINITIONS

Competency

4. Competency comprises consistent application of knowledge and skills to the performance standard required in the workplace.

Qualified Tradesperson

5. A Qualified tradesperson is an ADF member or ADF employed civilian who meets the requirements of:

a. COMMELEC — AAP 2373.101–1M (AM1)—Occupational Specifications Communication Electronic Trade Group.

b. GSE — AAP 2375.101–1M(AM1)—Occupational Specifications and Skills Assessments Ground Support Engineering Trade Group.

Authorised Tradesperson

6. An authorised tradesperson is either a fully qualified tradesperson or a trainee who has been successfully assessed against the competency associated to a task or tasks. Refer to paragraphs 33 to 36 for further guidance. The tradesperson is to be authorised by the Senior Maintenance Manager (SMM) or delegate as competent to perform specific equipment maintenance tasks with normal levels of supervision1.

Assessment

7. Assessment is the purposeful process of collecting evidence and making judgements on the nature and extent of progress towards satisfying the performance criteria set out in a competency standard. At an appropriate point, judgement as to whether competency has been achieved is made.

Generic Trade Skill

8. Generic trade skills are those skills that form the core requirements for a tradesperson to undertake trade tasks. Generic trade skills are independent of equipment type.

Portfolio Assessment

9. Portfolio assessment primarily relies on a documented history of work experience to provide evidence of achievement of competency. Additional evidence may be provided through interviews, oral or written examinations, Skills or Challenge Testing and assessor observation of performance where required.

Work Place Assessor

10. The Work Place Assessor (WPA) is a person who has completed formal training in workplace assessment and holds as a minimum BSZ401A, BSZ402A and BSZ403A of the CERT IV in workplace assessment and training. WPA may be Air Force trained or hold a certificate in assessment and workplace training, issued by a nationally Registered Training Organisation (RTO). WPAs must hold PMKeyS proficiency P100754, refer HQTC SI (ADMIN) 4–4—Registration of RAAF Qualified Work Place Assessors.

Subject Matter Expert

11. A Subject Matter Expert (SME) is someone acknowledged in the workplace as being knowledgeable in the area being assessed. For the purposes of ADF technical competency assessment, an SME must be qualified in



3

accordance with paragraph 5 and at least one rank level above the level of the individual being assessed. An SME must hold the minimum rank of Corporal (CPL) and be an authorised Trade Supervisor in the competency being assessed.

Technical Trainee

12. A technical trainee is any member of the trade groups, regardless of rank or skill level, who is required to complete trade competency assessment and has not completed sufficient competencies for the award of a trade Certificate or qualification. The term ‘technical trainee’ does not imply that a member is unable to conduct authorised tasks, but reflects the requirement for competency assessments to occur prior to task authorisation which will finally lead to trade qualification.

Technical Competency Assessment System Administrator

13. The Technical Competency Assessment System (TCAS) Administrator is the Technical Trades Sponsor (AFHQ, DTC-AF, TECHSPON) or delegate. The TCAS administrator conducts regular audits of Units conducting competency assessments. The audits are conducted on behalf of Headquarters Training Command (HQTC–AF), the RTO for Air Force personnel.


14. Each maintenance unit shall have an appointed Senior Maintenance Manager (SMM) who is responsible for the conduct of all maintenance activities within the unit’s scope and level2.

Maintenance Task

15. A Maintenance task is an activity having a defined start and finish and where the responsibility for completion is assigned to a single tradesperson or team of tradespersons. The task may include one or more actions, which will be effective in preventing or detecting failures, or will restore equipment to a serviceable condition.

Mustering

16. A mustering is a discrete group of airmen/airwoman with a defined rank range who are identified by a common gradation list for progression within the mustering, a pay group and identifiable Constrained Establishment. Each mustering has a Mustering Sponsor whose duties are detailed in DI(AF) ADMIN 4–8—Sponsorship and Management of Royal Australian Air Force Workforce Employment Groups.

Occupational Specification

17. An Occupational Specification is a document that defines the capability requirements of a specific group of Air Force employees within a mustering.

Task Authorisation

18. Task authorisation is legal authority given by an SMM allowing a person to perform specific technical tasks3. This recognises that the member has completed prerequisite training and competency assessment for the task.

Technical Equipment

19. Technical Equipment is defined as any equipment owned by the Commonwealth that requires engineering management processes.

Registered Training Organisation

20. RTO are training organisations registered with a State Training Authority and recognised to deliver a range of training products and services.

COMPETENCY BASED TRAINING AND ASSESSMENT

21. Competency assessment is a process used to confirm the competencies a trainee has attained. Each technical trainee must complete all performance criteria and be assessed by a WPA to the required level for their trade group before a qualification is achieved.



4

22. Competency assessments will be carried out using the prescribed methodology in the national Training Package. This methodology provides guidelines for assessment to ensure that:

a. The technical trainee has reached the competency standard for a representative range of items in the range of variables.

b. The technical trainee can demonstrate, via their journal entries, which they have performed the tasks associated with the range of variables under routine supervision. For the purposes of ADF competency assessment, assessment can commence when the technical trainee has demonstrated under the Portfolio Assessment (RCC) criteria, sufficient evidence to satisfy the WPA. Under normal circumstances, there should be a minimum of two journal entries under routine supervision for each competency element prior to assessment commencing. This benchmark can be raised or lowered by the WPA on a case by case (individual) basis.

c. The technical trainee is to demonstrate compliance with the standard defined within the Range of Variables for the Competency being assessed.

JOURNAL OF INDUSTRIAL EXPERIENCE AND ACHIEVEMENT

23. The Journal of Industrial Experience and Achievement contains a record of the technical trainee’s training and provides an accurate account of their progress throughout the full duration of training. It provides an on-going record of both the off-job training course modules and the on-job competency units being undertaken in the workplace.

RESPONSIBILITIES


24. SMMs are responsible for the integrity and progression of the competency assessment process within their units. It is essential that SMMs appoint specific individuals to develop and monitor unit procedures that ensure workforce development. Detachments to other military establishments may be utilised to complement the OJT program. SMMs or their nominated delegates are also responsible for ensuring that progression of the OJT phase is sufficiently documented within each members journal, training file and record of training and employment document.

Supervisors

25. For COMMELEC and GE trade groups, supervisors are responsible for:

a. ensuring that the technical trainee entry in the Journal of Industrial Experience and Achievement is entered against the appropriate competency unit for the task performed;

b. entering the degree of supervision under which the task was performed (Direct or Routine );

c. signing each individual entry and annotating their service/PMKeyS number in the journal, (this should be done within 4 working days of the task completion); and

d. providing a recommendation of the technical trainees suitability for assessment on the Competency Assessment Report Form in Annex A.

Work Place Assessor

26. The role of the WPA is crucial to the performance of technical competency assessment. The integrity of the system relies upon the assessor performing valid, reliable and credible assessments.

27. For Air Force competency assessment, the WPA will be a minimum of CPL with 12 months experience and at least one rank higher than the member being assessed. WPAs may conduct assessments in all competency units for which they are task authorised. Where an assessment is required but the assessor is not authorised in the competency in which the technical trainee is to be assessed, the assessor is to seek the assistance of a suitably qualified SME. For any assessments conducted with the assistance of an SME, the full personal details of the SME and the extent of consultation are to be recorded on the Competency Assessment Report Form and on the competency signature sheet within the journal.

28. When performing an assessment the WPA is responsible for:

a. performing the assessment IAW approved assessor guidelines;

b. completing a Competency Assessment Report Form for all assessments, whether successful or unsuccessful;

c. recording successful assessments in the members Journal of Industrial Experience and Achievement;



5

d. ensuring that a completed copy of the Competency Assessment Report Form is provided to the member and forwarded to the Unit Training coordinator (UTC) for filing; and

e. ensuring that the technical trainee is aware of the appeals process for disputed assessments.

Unit Training Coordinator

29. Unit SMMs are to nominate a UTC, normally a technical SNCO on Unit strength. The UTC is responsible for:

a. providing advice to assessors, unit management, and members on aspects of the RAAF TCAS;

b. acting as liaison between Unit personnel and TCAS Administrator;

c. ensuring that technical trainees are employed in areas to provide maximum coverage of required competencies;

d. maintaining a register of all current WPAs within a Unit, and ensuring that there are sufficient registered, competent and authorised WPAs and tradespersons to ensure timely trainee progression and development, (PMKeyS is to be used to record all current WPAs);

e. maintaining a file or record keeping system for each technical trainee which contains all of the technical trainees Competency Assessment Report Forms (successful or unsuccessful);

f. acting as initial arbitrator in the assessment appeals process;

g. auditing of competency journals and supporting evidence for validity once all competencies are completed, ie all entries are signed by a locally registered WPA, all competencies and elements are completed and the 100 per cent (%) page check verifies the competency journal as being intact;

h. initiating regrade in accordance with DI(AF) PERS 5–5—Graded Musterings and reclassification in accordance with DI(AF) PERS 5–4—Reclassification of Airmen/Airwomen on trainees when required;

i. raising inability to achieve competency reports in accordance with DI(AF) PERS 33–26—Suspension Policy and Procedures – Royal Australian Air Force Training Courses or counselling members in accordance with DI(AF) PERS 4–19—Administrative sanctions in the Royal Australian Air Force;

NOTE

• The originals of each competency checklist and assessment outcome form must be forwarded to the UTC for auditing and archiving on each persons training file. For competency journal assessments this should happen at least monthly.

j. performing a physical review of the progress of all trainees within their Unit at least quarterly and compiling reports in accordance with relevant procedures for each trainees journal;

k. submitting a quarterly report on trainee progress to the TCAS administrator. Format for the report will be provided by the TCAS administrator. The report is to contain the following information as a minimum:

(1) trainee personal details;

(2) date due for competency journal completion; and

(3) details of progress towards competency achievement.

l. ensuring that trainee files are archived after completion of the competency journal.

Technical Trainee

30. The technical trainee is responsible for:

a. ensuring that the Journal of Industrial Experience and Achievement is kept in good condition and in a secure location;

b. entering into their Journal of Industrial Experience and Achievement all tasks which have been undertaken, against the appropriate competency unit;

c. ensuring all work experience history sheets are progressively completed daily;

d. ensuring that their immediate supervisor concurs with and signs the entry; and



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e. seeking the approval for assessment from their supervisor on sucessful completion of all pre-requisite variables and performance criteria for the task/competency unit being assessed.

31. The Trade Supervisor cannot be expected to remember the details of every task indefinitely, so entries are to be signed as soon as practically possible. As a guide no more than one week is to elapse. The WPAs can not use unsigned entries for competency assessment.

32. Technical trainees should be encouraged to continue to complete the journal after the attainment of the respective competencies, as the journal will provide a valuable record of trade experience.

COMPETENCY ASSESSMENT AND TASK AUTHORISATION

33. Task authorisation provides the legal authority to allow a person to perform a specified maintenance task. Generic trade competency assessment for technical trades provides a mechanism by which technical trainees can achieve tradesperson qualification for specific trade groups covered by this instruction.

34. Task authorisation is dependent upon a tradespersons training to perform maintenance on a specified platform, system, or equipment type to a level deemed acceptable by the SMM.

35. Competency assessments for COMMELEC and GE trades utilise the Journal as a record of a technical trainees experience within a defined ‘generic trade’ skill area. This record is then used by the workplace assessor as evidence to assist in the determination of competency in the ‘generic trade’ skill. Technical trainees must demonstrate, via the records in the Journal or equivalent, which they have been performing the skill associated with the competency under ‘Routine’ supervision prior to having an assessment of that skill conducted.

36. The completion of a successful competency assessment can be used to support the task authorisation process but does not automatically provide evidence that a technical trainee meets the requirements for task authorisation.

NOTE

• A tradesperson must be assessed as competent before task authorisation can be considered other than authorised to perform tasks under direct supervision entries in the member's record of training and employment document.

SUPERVISORS

37. For the purposes of trade competency assessment a supervisor is any member who performs supervision duties. Specifically for competency assessment, the supervisor must be qualified and authorised as both a tradesman and trade supervisor, in tasks associated with that competency.

Supervision Levels

38. Supervision levels within technical competency assessment describe the level of involvement that the supervisor had in the performance of a task. The supervision levels applicable to technical competency assessment are not related to the levels of supervision as defined in DI(AF) LOG 3–109—Supervision and Inspection of Non-Aircraft Maintenance Operations.

39. For the purposes of technical competency assessment the following definitions are to be used for the Supervision section of the work experience history sheets:

a. Direct. The task was performed with significant supervisor input. The supervisor was required to provide guidance to the technical trainee in the performance of the task and assisted the technical trainee with selection and control of tools and completion of paperwork, etc. This level of supervision would be expected for a technical trainee with virtually no experience in the task.

b. Routine. The task was performed with the technical trainee working independently as appropriate to rank and task, and only standard inspection requirements or guidance were performed during the task. With this level of supervision, the person may have been under constant supervision in accordance with technical requirements during the performance of the task, however the level of interaction was such that the technical trainee did not require instruction. Additionally, all associated sub-tasks (paperwork, tool control etc) were correctly completed.

APPEALS PROCESS

40. Air Force requires that an appeals process be incorporated into all trade competency assessment systems. The purpose of the appeals process is to provide:

a. the technical trainee with a mechanism to dispute an assessment they believe to be unwarranted;



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b. assurance to management and personnel of the integrity and objectivity of the assessment system; and

c. feedback to the sponsor of this chapter regarding the functioning of the appeals process.

Appeals Mechanism

41. Either the technical trainee or management may initiate the appeals process when they believe that an incorrect assessment of ‘not yet competent’ or ‘competent’ has been made. Whenever an appeal is initiated, the assessor whose assessment is in question must be advised and kept informed about the progress of the appeal.

42. When a technical trainee or manager expresses disagreement with either the process or result of an assessment the following actions are to be taken:

a. The assessor is to attempt to resolve the dispute with the technical trainee or manager to the satisfaction of all parties. When the assessor cannot resolve the dispute the technical trainee/manager is to be informed of the formal appeal process. Where a technical trainee is in dispute with an assessor, the technical trainee is to be given the option of re-assessment with a different assessor.

b. When a dispute is still unresolved it is to be referred to the UTC for review and further action. The UTC is to attempt to resolve the dispute through discussion with all parties and the gathering of evidence from available sources. The UTC is to document his/her actions and forward the documents to the service administrator (technical trade sponsor) when the dispute is resolved.

c. Where the dispute remains unresolved the service administrator (technical trades sponsor) will review all documentation and, where appropriate, will contact the disputing parties in a final attempt to resolve the dispute within the service. Where the service administrator cannot resolve the dispute, personnel may apply for an administrative review using the Application for Redress of Grievance (AROG) system.

43. Where an appeal is upheld following a complete assessment review, the authority responsible for making the decision is to sign the applicable competency unit, certifying completion. Where an appeal is upheld on grounds other than a complete assessment review, the authority is to direct a second assessment to be carried out using an independent assessor. Additionally, the original assessor is to be fully briefed on the reasons for the appeal being upheld. When an assessor appeals further and consequently refuses to accept the service administrators ruling, review action is to be initiated to determine the assessors eligibility to perform assessor duties.

Annex:

A. Competency Assessment Report Form 1 TAREG 4.5.3b 2 TAREG 4.5.1a 3 TAREG 4.5.3b



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7A–1

COMPETENCY STANDARDS ASSESSMENT REPORT FORM

(GROUND)

MEMBER’S REQUEST FOR ASSESSMENT Rank/Level:

Initials:

Name:

PMKeyS No:

Section:

Mustering/Category:

Competency Unit:

Elements To Be Assessed: Date Requested:

SUPERVISOR’S RECOMMENDATION FOR ASSESSMENT

YES Member is ready for assessment NO Member needs further experience Rank/Level:

Initials:

Name:

PMKeyS No:

Signature:

ASSESSOR’S REPORT AND OUTCOME OF ASSESSMENT Rank/Level:

Initials:

Name:

PMKeyS No:

Assessment Date:

Member informed of Assessment Appeals Process YES NO Work experience history reviewed and approved YES NO Sufficient coverage from range of variables for element met YES NO Tasks performed under routine supervision YES NO On-job demonstration of tasks satisfactory (if required) YES NO Trainee’s understanding of applicable procedures/practices adequately demonstrated YES NO

Trainee’s understanding of applicable OHS practices adequately demonstrated YES NO Trainee’s knowledge of task critical aspects adequately demonstrated YES NO ADDITIONAL COMMENTS Include details of assessment criteria utilised, ie what type of evidence was used? Comments for ‘not yet competent’ assessments must include details of shortcomings against the performance criteria and remedial action requested



7A–2

SUBJECT MATTER EXPERT DETAILS (IF UTILISED) Rank/Level:

Initials:

Name:

PMKeyS No:

Assessment Date:

ADDITIONAL COMMENTS

SUMMARY OF ASSESSMENT RESULTS AND DOCUMENTATION REQUIREMENTS

Elements assessed as competent this assessment Elements assessed as ‘Not Yet’ competent this assessment: Competency standard unit totally achieved YES NO Debrief provided to member with copy of report YES UTC provided with original report YES

Member’s signature:

WPA signature:

ASSESSED MEMBER’S ACKNOWLEDGMENT

[ ] I am aware of my rights under the Assessment Appeals Process as contained in AAP 7001.059(AM1). Member’s Signature:____________________________________

FOLLOW-ON ACTIONS REQUIRED AND FORM DISPOSAL:

• WPA to update the trainee’s Journal of Industrial Experience and Achievement to reflect assessment. • Original Assessment Report Form to be retained by UTC. • UTC to update Fitters Trade TCAS Progress Report. • Copy of Competency Assessment Report Form to be provided to Assessed Member.

NOTE: Additional comments are mandatory where an assessment of ‘Not Yet’ competent has been made. Areas of deficiency are to be identified and corrective action noted.



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SECTION 8

CHAPTER 1

ADF VIPER PLANNING AND SCHEDULING SYSTEM FOR AIRCRAFT SERVICINGS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 INSTALLATION AND AUTHORISATION TO USE ADF VIPER.................................................................... 1

Installation .................................................................................................................................................... 1 Authority to use ADF VIPER ........................................................................................................................ 1 Support—ADF VIPER Operators Manual and Helpdesk ............................................................................. 2

ADF VIPER TERMINOLOGY.......................................................................................................................... 2 INPUTS TO ADF VIPER.................................................................................................................................. 2 ADF VIPER DATA SECURITY ....................................................................................................................... 3

Access Levels .............................................................................................................................................. 3 Administrator Restrictions ............................................................................................................................ 3 User Access ................................................................................................................................................. 3

SYSTEMS PROGRAM OFFICE RESPONSIBILITIES ................................................................................... 3 APPROVED MAINTENANCE ORGANISATION RESPONSIBILITIES ......................................................... 3

Maintenance Manager.................................................................................................................................. 4 Maintenance Control Office.......................................................................................................................... 4

INTRODUCTION

1. The Australian Defence Force Vertically Integrated Programmed Engineering and Repair (ADF VIPER) System is a software application that facilitates the management and scheduling of the time and resources required to perform single or concurrent servicing (as required in AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual) of ADF aviation based weapon systems. The use of ADF VIPER by ADF Approved Maintenance Organisations (AMO) performing aircraft and aeronautical product scheduled servicing is authorised under Section 8 Chapter 20—Maintenance Management Applications. ADF VIPER has been developed to operate in conjunction with the requirements of Section 4—Maintenance Recording.

2. Integral features of the ADF VIPER system include:

a. visibility of servicing progression,

b. effective and efficient resource management,

c. the flexibility to activate unique requirements for each servicing,

d. the ability to improve servicing management through an ongoing review of previous servicing, and

e. enhanced management of aircraft paperwork.

3. This chapter prescribes AMO responsibilities to effectively manage the ADF VIPER Aircraft Maintenance Scheduling application.

INSTALLATION AND AUTHORISATION TO USE ADF VIPER

Installation

4. AMOs can formally submit a request for the installation of ADF VIPER to Director Logistics Systems Sustainment (DLSS). AMOs are responsible for procuring all hardware required for the operation of the ADF VIPER system. DLSS is responsible for implementing ADF VIPER into an AMO.

Authority to use ADF VIPER

5. ADF VIPER is protected from unauthorised use via an authorisation code issued by the Application Manager. Normally, ADF VIPER will be authorised for periods of twelve months. Once the authorisation has expired, access to the ADF VIPER software application will cease until a new authorisation code is provided by the Application Manager. Although the required code can be obtained in advance, it cannot be used until the day of expiry of the



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previous code. To obtain a new authorisation code, contact the DLSS Service Desk at DLSS.Servicedesk@defence,gov,au on telephone (03) 9256 3200.

Support—ADF VIPER Operators Manual and Helpdesk

6. ADF VIPER is to be used in accordance with the ADF VIPER Operators Manual and local instructions. The ADF VIPER Operators Manual can be accessed from the DLSS Operations Engineering and Maintenance Management Systems Office (EMMS) website on the DRN.

7. The ADF VIPER Operators Manual can also be viewed and/or printed from within ADF VIPER using the Script – Viper Help menu selection. Additional assistance can be obtained through the DLSS Service Desk at DLSS.Servicedesk@defence,gov,au on telephone (03) 9256 3200.

ADF VIPER TERMINOLOGY

8. For the purpose of this chapter the following ADF VIPER terminologies apply:

a. Maintenance Manager. The Maintenance Manager (MM) has responsibility for the progression of work on an individual aircraft.

b. Planned Servicing Schedule. Planned Servicing Schedule (PSS) tasks include Routine (R) and Special (S) servicing tasks.

c. Networks. Networks are charts that pictorially represent the flow and duration of work. The most common form of a network is a Pert Chart. A network also shows packages of work and their relationship with other packages of work. A network is also called a Schedule.

d. Schedule. Refer to the definition for Network.

e. Network Update Proforma. The Network Update Proforma (NUP) is used to report, and record, an aircraft unserviceability to ADF VIPER. NUPs can be paper based or electronically created within ADF VIPER. For paper based NUPs, the maintenance personnel fills out a proforma to give to the ADF VIPER operator for entry into ADF VIPER.

f. Local Schedule Variation. A Local Schedule Variation (LSV) is a task that is unique to each AMO and through SMM authorisation, may be included as part of the servicing.

g. Packages. Packages are folders containing Planned Servicing Schedules (PSS), Special (S) servicing tasks, Local Scheduled Variations (LSV) and unserviceabilities, eg NUPs. The term for a ‘package’ in Microsoft® Project™ 98 is a ‘task’.

h. Aircraft Servicing File. An Aircraft Servicing File is created for each aircraft at the beginning of a new servicing to store all ADF VIPER reports generated during that servicing.

i. ADF VIPER File. An ADF Viper File is an administrative file, obtained from and registered with the AMOs Registry, used to file an AMOs ADF VIPER administration certificates, reports etc.

j. Metrics Report. A Metrics Report is a report, generated on start up of ADF VIPER, detailing the total number of records in the ADF VIPER database and highlighting any records that are not assigned to the schedule.

INPUTS TO ADF VIPER

9. ADF VIPER creates servicing schedules from the following information sources:

a. The weapons platforms LSA record, as documented in OMEGAPS database systems or SLIC (COMPLAN) data. Primarily, ADF VIPER uses the Planned Servicing Schedules (PSS), however, provision of this data is the responsibility of the applicable System Program Office (SPO).

b. Recording and Certification Systems. Data elements include Maintenance Managed Items (MMIs) and Modifications (MODs), Special Maintenance Requirements (SMRs), Carried Forward Unserviceabilities (CFUs) and unscheduled unserviceabilities (U/S).

c. Network Update Proforma (NUPs) forms.



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ADF VIPER DATA SECURITY

Access Levels

10. Aircraft servicing information held in ADF VIPER is RESTRICTED and is protected by five levels of passwords. Details of the features available to all access levels are listed in Annex A of the ADF VIPER Operators Manual. Access levels are assigned to Operators by the MM responsible for an ADF VIPER system, based on the security level of personnel, training, competence and the requirement to access data.

Administrator Restrictions

11. Administrator access is authorised by the Senior Maintenance Manager (SMM). Access to the Administrator level is to be restricted to personnel who have:

a. successfully completed the ADF VIPER Operator Course,

b. completed three months of On the Job Experience (OJE), and

c. a demonstrated working knowledge of ADF VIPER.

User Access

12. Access to ADF VIPER is to be restricted to personnel who have completed the ADF VIPER Operator Course. This requirement is to be enforced by the MM responsible for providing user access to ADF VIPER at each AMO. Personnel requiring access to ADF VIPER are to seek access from the MM responsible for ADF VIPER system in the AMO.

SYSTEMS PROGRAM OFFICE RESPONSIBILITIES

13. The SPO is responsible for ensuring the AMO is provided with authorised PSS data in both hardcopy and ‘Read Only’ electronic format each time a change to the PSS is approved. The electronic file(s) supplied are to include the Amendment List (AL) status and date of issue embedded in the data. Data is to be reproduced in accordance with AAP 7001.038(AM1) Section 2.

14. The authority for PSS Data used in the ADF VIPER system remains with the applicable aircraft Servicing Schedule controlled by the responsible SPO.

15. At the discretion of the responsible SPO an audit of any ADF VIPER system that is being used to manage PSS tasks on that SPOs weapons platform, may be carried out at any time to verify and validate the information contained within the ADF VIPER system.

APPROVED MAINTENANCE ORGANISATION RESPONSIBILITIES

16. ADF VIPER System Hardware. AMOs are responsible for the procurement and maintenance of all hardware required for the operation of the ADF VIPER system. The DLSS Service Desk at DLSS.Servicedesk@defence,gov,au on telephone (03) 9256 3200 can provide information about specific hardware requirements.

17. ADF VIPER Software. ADF VIPER and associated software configuration details are to be recorded and kept current. The ADF VIPER system configuration certificate shown in Annex B of the ADF VIPER Operators Manual is to be used to record the software details. The record is to be kept on the AMOs ADF VIPER file.

18. Configuration Management of Servicing Data. Aircraft servicing data received from SPOs, and its incorporation into an ADF VIPER system, is to be controlled and documented. The certificate shown in Annex C of the ADF VIPER Operators Manual is an example of a SPO data incorporation and audit certificate. The certificate is to be used to record the AL status of the PSS data, date of issue, the name of person incorporating/auditing the data and the incorporation/audit date. Records detailing the incorporation of data into ADF VIPER are to be kept on the AMOs ADF VIPER file.

19. Incorporation of Servicing Amendment List Data in ADF VIPER System. All PSS and special servicing data files of an amendment list are to be loaded into the system as a batch. Once the data is incorporated in the ADF VIPER system, a 100% audit is to be carried out to verify and validate that the servicing details transferred are identical to that published by the SPO. This is to be done by comparing the Operational Detail in the amended ADF VIPER system and the hard copy received from the SPO. If the Operational Detail in the ADF VIPER system is found to be 100% equivalent to the Operation Detail in the hard copy, then the amended ADF VIPER servicing data is ready for use.



4

20. Local Schedule Variations. LSVs are tasks in addition to the PSS tasks, and are raised to cover specific local issues that would not affect the servicing if carried out at another AMO. A list of the LSVs used by the AMO and included in the ADF VIPER system, is to be authorised and dated by the SMM or delegate. This list is to be placed on the AMOs ADF VIPER File and remain extant until a revised list is raised as a replacement. The AMO list of LSVs is to be reviewed by the SMM or delegate either when a major change has been made to the servicing applicable to the LSVs, or every 12 months, whichever is less.

NOTE

• LSVs are not to be used to replace engineering tasks, ie inspection, examine etc. Form EE401—Servicing Schedule Proposed Amendment is to be submitted for PSS amendment action to servicing details and tasks.

21. Metrics Report. Following initial setup of a schedule for a weapon system in the ADF VIPER system and after amending the servicing schedules, Metrics Reports are to be printed and the contents of the reports examined to ensure all tasks are assigned to the schedule. When all tasks are assigned, these reports are to be printed and placed on the AMOs ADF VIPER file. Printing and control of the Metrics Reports is described in the ADF VIPER Operators Manual

22. ADF VIPER System Instructions. Any variation to the ADF VIPER system instructions set out in this chapter is to be documented and promulgated in local instructions. Those instructions relevant to ADF VIPER are to be filed on the AMO ADF VIPER file.

Maintenance Manager

23. The MM responsible for the ADF VIPER System is responsible for ensuring:

a. a training plan for ADF VIPER Section personnel is in place;

b. adequate Microsoft® WindowsNT™ Administrator/ User Accounts are set up;

c. personnel are not permitted entry to access levels above their authority;

d. security of the ADF VIPER hardware;

e. any unserviceabilities recorded when using the ADF VIPER system are entered in the applicable recording and certification system in accordance with approved instructions;

f. all relevant Aircraft/Task reports generated by ADF VIPER are retained on individual aircraft servicing files until the end of the servicing and then archived in accordance with local instructions;

g. a full system start is conducted at least once per working day in accordance with the ADF VIPER Operators Manual;

h. a backup process is in place;

i. unauthorised software is not installed onto the ADF VIPER computer(s);

j. the ADF VIPER system modem is turned off, and disconnected from the telephone system when not is use;

k. audits are conducted on a periodic basis not exceeding 24 months to check the integrity of the data held within ADF VIPER against the current authorised servicing data; and

l. faults in the software/hardware are reported to the DLSS Service Desk as soon as possible.


24. The primary function of a Maintenance Control Office (MCO) is to plan, coordinate and control the AMOs technical maintenance activities in accordance with Section 4—Maintenance Recording. The MCO is responsible for ensuring:

a. there are adequate supplies of correct forms and paper for the servicing;

b. there are adequate supplies of NUP books;

NOTE

• New NUP books are supplied by the Application Manager through the DLSS Service Desk.



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c. reports are produced as required;

d. the correct information (using reports and data from the applicable recording and certification system) is entered into ADF VIPER;

e. NUPs are entered as soon as possible after being raised;

f. reports are produced as required;

g. completed packages are audited and filed;

h. an end of servicing report is produced;

i. all NUP transactions are issued, and acquitted, in accordance with the ADF VIPER Operators Manual; and

j. the master schedule and the current schedules for aircraft undergoing servicing are maintained and updated.

25. The responsibilities set out in paragraphs 23 and 24 may be exchanged or shared between the MM responsible for the ADF VIPER System and MCO. Variations to these responsibilities are to be documented and promulgated in local instructions.



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1

SECTION 8

CHAPTER 2

GENERAL AIRCRAFT SAFETY

Table of Contents INTRODUCTION ............................................................................................................................................. 2 GENERAL PRECAUTIONS ............................................................................................................................ 2

Hazardous and Dangerous Products ........................................................................................................... 2 Personal Protective Equipment.................................................................................................................... 2 Jewellery....................................................................................................................................................... 2 Hair Adornments .......................................................................................................................................... 2 Earthing of Aircraft........................................................................................................................................ 2 Aircraft Fitted With Ejection Seats................................................................................................................ 3 Armament and Emergency Controls ............................................................................................................ 3 Prevention of Accidental Operation of Engine Starters................................................................................ 3 High Energy Ignition Units............................................................................................................................ 4 Nickel Cadmium Batteries—Thermal Runaway........................................................................................... 4 Tripped Circuit Breakers or Ruptured Fuses................................................................................................ 5 Radar and Radio Transmitter Testing (Aircraft) ........................................................................................... 5 Working Aloft ................................................................................................................................................ 6 Confined Space Entry .................................................................................................................................. 6 Vehicles in Hangars ..................................................................................................................................... 7 Carrying Out Functional Tests on Aircraft Hydraulic Systems..................................................................... 7 Jacking of Aircraft......................................................................................................................................... 7 Lifting of Aircraft ........................................................................................................................................... 8

GASEOUS AND PRESSURISATION SYSTEMS........................................................................................... 8 Oxygen Gas—Precautions........................................................................................................................... 9 Nitrogen Gas—Precautions.......................................................................................................................... 9 Aircraft Pressurisation—Precautions ......................................................................................................... 10 Portable Electronic Devices ....................................................................................................................... 10

AIRCRAFT — FIRE AND SAFETY PRECAUTIONS ................................................................................... 10 FIRE PREVENTION ...................................................................................................................................... 11

Fuel Spillage............................................................................................................................................... 11 Ignition Sources, Elimination and Control .................................................................................................. 11 Refuelling and Defuelling Bonding Sequence............................................................................................ 13

AVIATION FUELS—FIRE AND SAFETY PRECAUTIONS.......................................................................... 14 Aircraft on Air Capable Ships ..................................................................................................................... 14

ENGINE PRESERVATION—PRECAUTIONS AGAINST FIRE ................................................................... 14 HYDRAULIC FLUID—PRECAUTIONS AGAINST FIRE.............................................................................. 14 HALON FIRE SUPPRESSION SYSTEM DISCHARGE ............................................................................... 14 HAZARDS OF PLASTIC, COMPOSITE AND BONDED STRUCTURAL MATERIALS.............................. 15

Hazards ...................................................................................................................................................... 15 Precautions ................................................................................................................................................ 15 Management of Crash or Fire Damaged Composite Components............................................................ 16 First Aid ...................................................................................................................................................... 16

ELECTRICAL EQUIPMENT AND SERVICES—INSTALLATION AND SAFETY STANDARDS ............... 17 GENERAL ENGINEERING PRECAUTIONS................................................................................................ 17

Magnesium Alloys ...................................................................................................................................... 17 Cadmium .................................................................................................................................................... 18 Asbestos and Ceramic Fibre...................................................................................................................... 18 Beryllium..................................................................................................................................................... 18

GASEOUS TRITIUM LIGHT SOURCES....................................................................................................... 18 RADIOACTIVE MATERIAL .......................................................................................................................... 18 Annex ............................................................................................................................................................ 18 A. Content of Material Safety Data Sheets



2

INTRODUCTION

1. Safety is the responsibility of all personnel. Instructions and policy directives may detail the organisational or individual’s responsibilities in relation to safety, however all personnel working on Commonwealth property are responsible for their own safety, the safety of their subordinates and others within their work place.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities to effectively manage general aircraft safety in support of Technical Airworthiness Regulation 5. 1. 5—Safety.

GENERAL PRECAUTIONS1

3. AMOs must ensure all safety precautions detailed in aircraft and aeronautical product authorised maintenance data are adhered to.

Hazardous and Dangerous Products

4. Normal precautions are to be observed during the maintenance and servicing of aircraft, aeronautical product and support equipment. Prior to using any hazardous or dangerous product, or any product that is suspected of being hazardous or dangerous, the Material Safety Data Sheet (MSDS), for the product is to be consulted to determine the appropriate safety procedures and Personal Protective Equipment (PPE). Annex A provides details of MSDS information.

Personal Protective Equipment

5. The ADF undertakes responsibility for the occupational health and safety of employees at work. The preferred method of controlling hazards is the hierarchy of control, elimination, substitution, engineering and administrative controls.

6. Where it is not practicable to eliminate the hazard, PPE is to be used to minimise the risks associated with the exposure to hazards that are not effectively controlled by other methods. PPE represents protective clothing or equipment that provides employees with protection from a particular hazard in a work area. PPE also includes, but is not limited to, gloves, eye and face protectors, aprons, spats, steel capped boots, hearing protectors, safety helmets and respiratory protection. Defence Safety Manual (SAFETYMAN) Vol 1 Part 7 Chapter 11—Personal Protective Equipment provides policy on the management of PPE within the ADF.

Jewellery

7. Jewellery (except dog tags secured inside the working dress) must not be worn when performing maintenance on aircraft or aeronautical product. Watches (preferably with a non-metallic wristband) are permitted, except when performing maintenance on, or in the vicinity of canopies, flight controls, or electrical systems.

NOTE

• At the discretion of the SMM, jewellery restrictions may be relaxed where the potential to induce foreign object hazards or injure personnel is unlikely or improbable.

Hair Adornments

8. Maintenance personnel may find it necessary to raise or restrain their hair whilst carrying out maintenance on aircraft or aeronautical product in an aviation maintenance environment in order to remove the potential hazard posed by unrestrained hair. Hair is to be formed into a plait/ponytail and secured neatly with an elastic style band in such a manner that its length does not pose a hazard for that particular working environment. Alternatively, the hair may be restrained with a full covering hairnet. At no time are hair fasteners of a metal or plastic type to be used as a restraint as they constitute a foreign object hazard.

NOTE

• ADF Personnel only. Outside the aviation maintenance environment, existing service dress regulations apply.

Earthing of Aircraft

9. To enable the discharge of static electricity, aircraft are provided with a path for static discharge. Aircraft are to be earthed in accordance with AAP 7045.002–1—ADF Aircraft Wiring and Bonding Manual.



3

10. If a hovering helicopter has to be approached, eg for load transfer or maintenance purposes, the aircraft are to be earthed with a helicopter earthing pole to ensure any static electricity build-up is discharged to ground.

Aircraft Fitted With Ejection Seats

• Inadvertent operation of ejection seat controls could result in loss/damage to aircraft

or death/injury to personnel.

11. Unsupervised entry to cockpits of aircraft containing egress systems is restricted to authorised maintenance and aircrew personnel. Persons entering a cockpit or supervising other persons entering a cockpit are to ensure that all egress system safing devices are fitted.

Armament and Emergency Controls

• Inadvertent operation of armament/emergency switches, levers or controls could

result in loss/damage to aircraft/facilities or death/injury to personnel.

• All armament control systems are to be in the ‘SAFE’ position, ie all armament switches are ‘OFF’ or in the ‘SAFE’ position and guarded, and all circuit breakers are pulled before carrying out maintenance on any armament system.

12. Armament and emergency control switches, levers, controls and panels are coloured either dark red, or with yellow diagonal lines on a matt black background. These systems may be dangerous if the operator is not fully aware of the operating characteristics. They may control electro-mechanical explosive devices that, if inadvertently operated, may cause injury to personnel and/or render the aircraft unserviceable.

13. Personnel are not to operate armament controls without full understanding of the operating characteristics of the applicable system. When armament systems require maintenance, the responsible Maintenance Manager (MM) is to ensure that all appropriate safety precautions are considered when assigning tasks.

14. When entering or working on an aircraft, personnel are to ensure that the Armament Master and/or Armament Safety switch are in the ‘SAFE/OFF’ position before commencing work.

Prevention of Accidental Operation of Engine Starters

• Inadvertent operation of engine starter button/switch could result in loss/damage to

aircraft/facilities or death/injury to personnel.

15. Damage to aircraft and injury to personnel can be caused by propellers/rotors of aircraft being inadvertently or accidentally turned due to inadvertent operation of the starter button/switch in the cockpit. All personnel involved in the servicing of aircraft are to be warned of the danger to personnel, aircraft and aeronautical product of such an action.

16. To minimise the dangers, the following precautions are to be complied with:

a. Before working on propeller type aircraft, in the vicinity of the propeller or starter exhaust gas outlet, ensure that the battery/isolation switch is ‘OFF’, that the starter push button guard/switch is ‘OFF’/‘GUARDED’ and that any person in the cockpit is aware of these precautions.

b. The engines of an aircraft in a hangar may be motored for system checks, eg fuel bleeds, only when the starting system is isolated, ie the pulling of the relevant circuit breakers.

c. Do not under any circumstances walk through the propeller arc of a fixed wing aircraft.

d. Care is to be taken when walking under helicopter rotors, particularly if rotating slowly. Rotor blades may dip to below head height without warning.



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e. For helicopters fitted with rotor brakes, the rotor brake is to be ‘ON’ and sufficient pressure is to be contained within the rotor brake system.

High Energy Ignition Units

17. The electrical energy which may be stored in the capacitors of High Energy Igniter Units (HEIUs) and strobe light power supply units is potentially lethal. The safety precautions in the relevant aircraft publications are to be followed prior to handling any of these units. If an HEIU is subject to maintenance, it is to be tagged with ‘DANGER HIGH VOLTAGE’, to clearly indicate the inherent danger.

Nickel Cadmium Batteries—Thermal Runaway

• Thermal runaway in nickel cadmium batteries can CAUSE an EXPLOSION which

could result in death or injury to personnel.

• Do not use a CO2 extinguisher to extinguish or cool the battery if flames are not present, as the static discharge from the fire extinguisher nozzle can ignite any explosive gases present. If the battery is on fire and flames are present, a CO2 fire extinguisher may be used to extinguish the fire.

18. Thermal runaway is a regenerative process of heat build–up that can occur in Nickel Cadmium (NiCad) battery/cells, which are subjected to overcharging. Thermal runaway may also result from cell breakdown, where the negative and positive plates make contact with one another and create a ‘hot spot’ which can increase current flow within the batteries and can progressively damage neighbouring cells. Thermal runaway is normally associated with battery/cell charging but may occur with installed batteries.

19. Repeated attempts to start an engine using internal batteries are to be avoided when the ambient temperature is above 30°C. Peak current demands significantly increase cell temperatures, and high charging voltages will increase the likelihood of thermal runaway. A period of time is to be allowed after an aborted start to allow the battery to cool.

20. A battery or cell in thermal runaway will exhibit: white fumes (potassium hydroxide), acrid smell, electrolyte boiling and spillage, a fall in cell voltage and/or excessively high battery/cell temperature. A possibility exists that the battery or cell may totally destruct.

21. A potential hazard exists to personnel and equipment from the spewing of hot electrolyte and explosive gases, therefore, installed batteries that exhibit thermal runaway symptoms or which are found in an excessively overheated condition are to be stabilised and handled as follows:

a. Isolate electrical power at the battery switch and at battery circuit breakers. Do not electrically disconnect the battery until stable and the area has been ventilated, as a spark may ignite explosive gases present.

b. Ventilate the battery compartment to reduce the battery temperature and dissipate gases. Only if the battery temperature is excessively high may in-situ battery cooling be applied using water mist/spray (fog). In this instance, consideration is to be given to the potential hazard to personnel from battery self destruction, the minimum PPE required are approved full face shield, approved working dress with sleeves rolled down, safety boots, full length rubber or plastic apron and long rubber gloves. The water mist/spray (fog) is to be applied directly to the battery casing until cool to touch.

c. To ensure the battery remains in a stable state, do not attempt to handle or remove the battery for at least 30 minutes.

d. Remove all traces of electrolyte from the battery, battery compartment and adjacent areas by flushing with clean fresh water, allow to dry and repeat if necessary. Prior to installing a replacement battery, treat the affected area in accordance with Section 8 Chapter 4—Recovery, Salvage and Disposal of Aircraft and Aeronautical Product following an Aircraft Accident or Incident (Saltwater or Chemical Contamination). Treat corrosion in accordance with the aircraft maintenance manual.

22. During battery maintenance in a workshop environment, thermal runaway is to be treated in accordance with AAP 7414.019–3M—Aircraft Storage Batteries Nickel Cadmium.



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Tripped Circuit Breakers or Ruptured Fuses

23. Circuit breakers and fuses are items of electrical equipment, installed in aircraft to protect the electrical system against overloads caused by short circuits or other faults.

• The resetting of circuit breakers or replacement of fuses after failure, without correct

investigation, may expose personnel and aircraft to potential hazards.

24. Following discovery of operated aircraft electrical protection devices (other than those manually deactivated), procedures detailed in AAP 7090.001–99—Avionics Engineering General Instructions Instruction 14 are to be observed. Further guidance for testing suspect circuit breakers is provided in AAP 7090.001–99 Instruction 16.

Radar and Radio Transmitter Testing (Aircraft)

25. In order to avoid fire hazards, injury to personnel and damage to equipment, the following precautions are to be observed when testing aircraft transmitters:

a. all transmissions are to be kept to the minimum essential period;

b. personnel working nearby are to be warned that the transmitter is being operated and they are not to approach the transmitting aerial until the test is complete;

c. care is to be taken to ensure there are no explosive stores in the vicinity of electromagnetic transmissions;

d. transmissions are not to be made during refuelling/defuelling evolutions; and

e. appropriate warning signs are suitably placed at entry and exit points to the transmission area.

26. Radar. Sparking may occur if metal tools on aircraft metal surfaces are subjected to strong Radio Frequency (RF) fields such as those due to radiation from radar aerials. Radar detector or mixer crystals may also be damaged by energy received directly from aircraft, ships radar or reflected from nearby structures. To reduce the risks of such occurrences, precautions to be observed in addition to those already outlined are as follows:

a. Radar transmissions are to be limited to the minimum essential period.

b. Simultaneous transmissions from two or more radar sets are to be avoided whenever possible.

c. Radar transmissions are not to be directed towards other nearby aircraft or personnel.

d. NO transmissions are to be made from an aircraft within the confines of a hangar, ashore or embarked;

NOTE

• In the event of the equipment being fitted with an artificial aerial load, the transmitter may be operated within the hangar, provided that the artificial aerial is used.

e. Wherever possible, radar transmissions are to be limited in area by use of suitable radio absorption material in the form of flat screens or covers for the radome or aerial. When testing in the open, use a flat metal screen placed at an angle of 45 degrees to the ground in front of the radar aerial, so deflecting the radiation upward.

27. High Powered Radar. Aircraft radars capable of transmitting at peak pulsed powers exceeding 1.5 megawatts (MW) constitute potential hazards and necessitate special precautions in addition to those already outlined. These are:

a. transmissions from aircraft on the flight deck are only to be made with the aircraft so ranged and with the scanner on such a bearing that the transmission is radiated towards the open sea;

b. the area around the aircraft concerned is to be kept clear of such materials as metal scraps and oily rags;

c. no person is to be allowed within 200 metres of the energised radar scanner ashore;

d. when embarked, the flight deck is to be clear of all personnel; and

e. rotation or scanning of an energised radar aerial is not to be carried out in congested or confined areas.



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28. External Radio Hazards. In addition to aircraft radio equipment, a hazard exists on the flight deck of a ship from the Ship’s radio equipment which is often of far greater power output than that from aircraft transmissions. The danger lies in extraneous voltages being induced in various parts of the aircraft and its wiring by electro-magnetic radiation from Ship’s radar and communications equipment.

29. The voltage induced and the level of excitation will vary with frequency, position of the aircraft relative to the source(s), the length and configuration of the wire or structure and with the polarisation of the source signal. These voltages may be induced in any part of the aircraft where conditions are suitable.

30. Five main factors affecting the induction of RF voltages in the exposed structure of an aircraft, including weapons, are:

a. strength of radiated signal;

b. power gain and polarisation of the aerial;

c. the distance between the aerial and the aircraft structure or weapon;

d. screening between the source and the resonant structure; and

e. the physical length of the ‘receiving’ circuit, which may be part of the aircraft or weapon structure.

31. Some weapons and cartridges are therefore susceptible to having their igniter fuses initiated by an induced RF voltage. Additionally, the arrangement of wiring in the firing circuit, as well as its length, may under certain circumstances give rise to induced voltages producing a current through a fuse which may be in excess of its normal firing current.

Working Aloft

32. When working upon aircraft, personnel are to exercise extreme care, ensure the appropriate scaffolding, workstands and aircraft servicing platforms are used and Occupational Health and Safety (OHS) standards are adhered to, ensuring a safe and effective work environment is maintained at all times.

Confined Space Entry

33. When working in a confined space AMOs are to comply with SAFETYMAN and AS 2865:2009—Confined Spaces. Confined spaces are defined as an enclosed or partially enclosed space which:

a. is at atmospheric pressure during occupancy;

b. is not intended or designed primarily as a place of work;

c. may have restricted means for entry and exit; and

d. may:

(1) have an atmosphere which contains potentially harmful levels of contaminant;

(2) not have a safe oxygen level; or

(3) cause engulfment.

34. Confined spaces may include but are not limited to:

a. storage tanks, tank cars, process vessels, boilers, pressure vessels, silos, and other tank-like compartments;

b. open-topped spaces such as pits and degreasers;

c. pipes, sewers, shafts, ducts and similar structures; and

d. any shipboard spaces entered through a small hatchway or access point, cargo tanks, cellular double bottom tanks, duct keels, ballast and oil tanks, and void spaces.

35. Before entering confined spaces, maintenance personnel are to ensure:

a. the AMO possesses a valid confined space entry permit;

b. the confined space contains a safe oxygen level;

c. the atmospheric contaminants in the confined space are reduced to below the relevant exposure standards;

d. the confined space is free from extremes of temperature; and



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e. the concentration of flammable contaminant in the atmosphere of the confined space is below the allowable level.

36. Working Within Aircraft Fuel Tanks. Personnel required to work inside, or partially within aircraft fuel cells/tanks or tank bays are to comply with the instructions laid down in the aircraft specific maintenance authorised maintenance data. Where instructions in the aircraft specific authorised maintenance data are inadequate or non-existent, personnel are to comply with the instructions laid down in AAP 7029.007–3M—Aircraft Fuel Cells and Internal/External Tanks and AAP 7027.001–1—Inspection and Repair of Aircraft Integral Tanks.

Vehicles in Hangars

37. The introduction of vehicles into aircraft hangars may increase the risk of fire and damage, therefore the following precautions are to be observed:

a. Vehicles are not to be brought into hangars containing aircraft until they are immediately required.

b. Engines of vehicles and servicing equipment are only to be operated inside hangars where absolutely necessary, and running engines are not to be left unattended.

c. No vehicle operated by an internal combustion engine is to approach within 15 metres of any part of an aircraft on which repairs to the fuel system are being carried out.

Carrying Out Functional Tests on Aircraft Hydraulic Systems

38. Whenever aircraft hydraulic systems are being functionally tested, the MM in charge of the operation is to ensure personnel are at a safe distance from the hydraulic system being operated. The MM is to also ensure no damage will occur from the intended range of movement(s) of any part of the system.

Jacking of Aircraft

39. Unless carefully controlled, damage to aircraft and injury to personnel can easily occur during jacking operations. All aircraft jacking operations are to be supervised and performed by authorised personnel.

40. In addition to the procedures outlined in the aircraft authorised maintenance data, personnel supervising the jacking operation are to:

a. Before jacking:

(1) assess the stability of the aircraft for jacking and ensure that the aircraft is safe to raise;

(2) check that all cockpit and associated systems selectors are made safe;

(3) position the aircraft where it will not cause an obstruction and ensure that the required clearances are available;

(4) ensure the jacking equipment is serviceable, correctly positioned and secured in accordance with the relevant aircraft publication;

(5) brief all personnel involved with the jacking operation and ensure they are competent to operate the jacking equipment;

(6) ensure any ground support equipment, eg hydraulic rig, is not connected to the aircraft whilst jacking; and

(7) ensure the appropriate notices ‘DANGER - AIRCRAFT ON JACKS’, are placed in prominent positions around the aircraft.

b. During jacking:

(1) ensure the aircraft is being raised evenly and within the aircraft pitch and roll limitations,

(2) ensure the jack lock rings are being screwed down during the operation,

(3) check the required clearances remain available, and

(4) ensure personnel not involved in the jacking operation remain clear of the aircraft.

c. Before lowering:

(1) check that the undercarriage is locked down;

(2) ensure the undercarriage ground lock pins are fitted, if applicable;



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(3) check that there are no obstructions under the aircraft;

(4) brief all personnel involved with the jacking operation and ensuring they are competent to operate the jacking equipment; and

(5) ensure any ground support equipment, eg hydraulic rig, is not connected to the aircraft whilst lowering;

d. On completion:

(1) ensure that the jacks are removed from beneath the aircraft as soon as the weight of the aircraft is off the jacks, and

(2) ensure all ground support equipment and warning signs are returned to the appropriate storage area.

• Jacking of aircraft on air capable ships is only to be conducted in exceptional

operational circumstances.

41. Jacking of Aircraft on Air Capable Ships. The jacking of aircraft on air capable ships is a potentially dangerous operation which is not to be undertaken without due consideration of the operational necessity and the prevailing weather conditions. If possible this requirement is to be deferred until the ship is alongside or at anchor.

42. If a jacking operation is necessary whilst at sea, permission is to be obtained from the Ship’s Commanding Officer prior to jacking the aircraft. The Senior Maintenance Manager (SMM) or delegate, eg for Navy this will normally be the Flight Senior Maintenance Sailor (FSMS), is to ensure the Ships Command is aware of the jacking operation.

43. Individual jacks are to be lashed securely to the deck independent of the aircraft lashings.

44. Sufficient aircraft lashings are to be fitted to the aircraft and adjusted as necessary during the entire jacking operation. Care is to be taken that the adjustment of the lashings does not oppose the action of the jacks. Only those personnel required for the jacking operation are to be in the immediate vicinity of the aircraft.

Lifting of Aircraft

45. Aircraft and aeronautical product are to be slung using the special lifting slings and procedures in accordance with the appropriate aircraft publication. These slings contain highly stressed parts and for this reason, substitute parts made of lower grade materials are not to be used. This particularly applies to items such as shackles, shackle pins and attachment fittings. Before any lifting equipment is used, the MM responsible for the operation is to ensure that the lifting equipment is serviceable.

GASEOUS AND PRESSURISATION SYSTEMS

46. It is essential to apply safe handling, operation, and maintenance practices of aviation gaseous and pressurisation systems. The application of unsafe practices can lead to the loss of life, aircraft, aeronautical product, support equipment, and facilities.

47. Due to the inherent dangers associated with gaseous and pressurisation systems, only appropriately qualified and authorised personnel, using authorised maintenance data, are to perform maintenance tasks on gaseous systems, or operate aircraft pressurisation systems.

48. Unless otherwise stated, the instructions laid down in AAP 7055.001–99—Liquid and Gaseous Dry Breathing Oxygen Maintenance instructions are to be adhered to when performing maintenance on or using the following equipment:

a. ADF aircraft oxygen systems,

b. oxygen GSE,

c. oxygen associated nitrogen GSE,

d. oxygen workshop facilities, and

e. hypobaric chambers.



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Oxygen Gas—Precautions

• Tools used for breathing oxygen system replenishment and/or maintenance, that are

contaminated with greases or lubricants may cause explosions.

• When combined with other substances, oxygen may promote and vigorously support

combustion.

49. Breathing oxygen is colourless, tasteless, odourless, non-toxic, heavier than air and will readily combine with a number of substances. All personnel involved in the handling of breathing oxygen are to be thoroughly conversant with precautions and instructions in accordance with AAP 7002.023(AM1)—Dry Breathing Oxygen Technical Requirements and General Information.

50. Fire and Explosion. Two main potential hazards associated with oxygen are fire and explosion. These can only occur when three conditions exist, namely the presence of:

a. a source of ignition,

b. the material for combustion, and

c. the oxidant (oxygen).

51. To prevent the possibility of fire or explosion, the presence of ignition sources and combustible materials is to be avoided at all times.

52. Sources of Ignition. Any source of heat is regarded as a potential ignition source in the presence of oxygen and a combustible material. Examples of such ignition sources or initiators include:

a. naked flame;

b. lighted cigarette or pipe (including those which have recently been extinguished);

c. sparks caused by static or live electrical discharge;

d. sparks caused by impact, eg hammering;

e. frictional heat from moving machine parts;

f. solid acetylene, acetylates or hydro-carbons;

g. heat from soldering irons or electrical faults;

h. sudden gas compression effects (adiabatic combustion); and

i. cordless/mobile telephones.

53. Combustible Materials. Examples of materials that oxidise rapidly creating substantial heat are:

a. volatile fuels, oils and greases;

b. wood;

c. asphalt;

d. cotton or cotton waste;

e. metal and carbon particles; and

f. trichloroethylene and many other solvents and paint products.

Nitrogen Gas—Precautions

54. Nitrogen gas is a major constituent of normal air and is non-toxic. However, when used in pure form, nitrogen gas is potentially dangerous because it can displace the air from a confined space and cause suffocation through a lack of oxygen. Nitrogen gas is slightly lighter than air and so tends to rise when released into a confined space containing air.



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Aircraft Pressurisation—Precautions

• Personnel with colds, nasal congestion, or similar medical restrictions must not be

subjected to a pressurisation run, as serious personal injury may result.

NOTE

• All personnel performing aircraft pressurisation checks are not to fly for a period of 24 hours following exposure to pressurisation.

55. During pressure testing it may be necessary for the cockpit to be manned and the occupants exposed to an increased air pressure. All personnel performing aircraft pressurisation checks are to be conversant with the methods for clearing their Eustachian tubes (ears) during pressure rise. Detailed instructions and precautions on aircraft pressurisation checks will be laid down in the relevant aircraft publication.

Portable Electronic Devices

56. The use of cordless/mobile telephones (including in ‘STANDBY’ mode) is prohibited in any maintenance environment unless specifically authorised by the SMM or delegate.

57. The carriage and/or operation of Portable Electronic Devices (PEDs) in ADF aircraft is defined in AAP 7001.054—Airworthiness Design Requirements Manual Section 2 Chapter 18 and may require responsible SPO approval.

AIRCRAFT — FIRE AND SAFETY PRECAUTIONS

58. All personnel performing maintenance on aircraft are to clearly understand their responsibilities for minimising the risk of fire. General fire precautions to be observed include:

a. Aircraft that are immobilised due to maintenance are not to obstruct the movement of other aircraft.

b. The filler caps of tanks containing fuel are to be securely in place and fuel cocks are to be turned off when not in use.

c. Welding, brazing or any other operations involving fire risk or explosion are not to be carried out without a Hot Work Permit.

d. No oily waste, flammable materials, or motor vehicles (with the exception of tow motors and lubricating oil replenishment bowsers) are to be kept in hangars containing aircraft.

e. Smoking in hangars containing aircraft is forbidden and ‘NO SMOKING’ notices are to be prominently displayed.

f. Flammable cleaning agents are not to be used around live electrical circuits.

g. The doors of hangar offices are to be kept closed when not in use and where practicable are to be self closing.

h. No GSE or motor vehicles with engines running are to be parked under any part of an aircraft. Such equipment, when required is to be operated adjacent to aircraft and positioned so that the jet efflux, exhaust gases and/or engine cooling air discharge does not impinge on any part of the aircraft or weapons and stores loaded. Care is to be taken when positioning GSE to ensure that the toxic exhaust fumes do not enter cockpits or fuselages. The position and nature of nearby buildings, stores, and personnel is to be taken into consideration when positioning and operating GSE and motor vehicles.

i. Where battery charging points for mechanical aircraft handlers are installed in hangars, the handler battery is not to be put on charge if there is free fuel or an obvious concentration of fuel vapour in the vicinity. In addition, the battery compartment ventilation louvres are to be unobstructed and the mechanical handler left in such a position that fresh air is able to circulate through the battery compartment.

j. Inspection lamps, when used on or in the vicinity of aircraft, are not to be left unattended when switched ‘ON’.

k. Items are not to be dragged across hangar floors as this could create sparks.



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l. Rubbish and oily rag bins are to be emptied daily.

m. Cordless/mobile telephones are not permitted in hangar/flightline areas where EO is present or refuelling/ defuelling operations are in progress.

59. Wet Starts. Wet starts increase the possibility of fire, due to excess fuel in the aircraft jet pipe exhaust that may ignite during a start. Precautions to be observed following an unsuccessful start are as follows:

a. Ensure excessive fuel is allowed to drain away and the jet pipe is mopped out.

b. Ensure a safety guard/director is provided on re-start.

c. If required, the aircraft are to be re-positioned so that there is no danger of igniting excess fuel.

d. If re-positioning of the aircraft is not possible, excess fuel is to be mopped up.

e. Fuel drain canisters are to be emptied prior to attempting another start.

FIRE PREVENTION

60. Effective fire prevention measures include the elimination and/or control of:

a. fuel spillage and the accompanying release of excessive flammable vapours, and

b. ignition sources.

Fuel Spillage

61. To minimise accidental fuel spillage:

a. care is to be taken when operating fuel servicing equipment,

b. only trained and authorised personnel are to use fuel servicing equipment, and

c. fuel servicing equipment is to be correctly maintained.

62. Safety Precautions. If any spillage occurs, no matter how small the amount, the cause is to be investigated and appropriate remedial action taken. Each spill is to be regarded as a potential fire hazard and appropriate safety precautions, which need to be implemented immediately, are:

a. Restriction of Movement in the Spillage Area. In the event of extensive fuel spillage, a fire sentry is to be posted immediately to maintain a restricted area around the spillage and to prevent unnecessary personnel from entering the area.

b. Shutting Down Mobile Equipment in the Vicinity. To ensure the safety of personnel and equipment after a fuel spillage, refuelling equipment and all other vehicles operating in the vicinity are to be shut down until the spillage area is declared safe.

c. Prevention of Sparking or Flame. No aircraft, automotive equipment, or any other equipment likely to produce sparking or flame is to be operated in the area.

d. Treatment of Spillage. Treatment of spillage is to commence immediately. Small spillages are to be absorbed by rags or fuel and oil absorbent material. Rags used are to be discarded immediately into closed metal containers. Extensive spillages are to be blanketed with foam and critical areas washed down with water, or allowed to evaporate completely before the area is declared safe.

e. Prevention of Ingress of Fuel into Waterways, Sewers or Drains. During treatment of fuel spillage, steps are to be initiated to prevent fuel from getting into waterways, sewers, or drains. However, fuel may be allowed into drains where a fuel separator is installed. If fuel enters sewers or drains the Senior Fire Officer is to be advised immediately. Spillage into waterways is to be brought to the attention of the SMM immediately so that action can be initiated to prevent or limit environmental damage.

Ignition Sources, Elimination and Control

63. Electrostatic Discharge. Flammable vapour present during fuelling, particularly open line fuelling, presents a fire hazard. Electrostatic charge build up is to be eliminated as a source of ignition during all fuelling operations by:

a. the use of appropriate bonding procedures, as described in this chapter or other authorised instructions; and



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b. ensuring compliance with the requirements of fuel dispensing equipment, both mobile and portable, in accordance with AAP 7045.002–1—ADF Aircraft Wiring and Bonding Manual.

64. Operation of Ground Support Equipment. Precautions to be observed to prevent the ignition of fuel vapour by sources radiating from the operation of GSE are:

a. Proximity. Vehicles other than those engaged in aircraft servicing functions are not permitted within 15 metres of an aircraft during fuelling operations.

b. Movement. Vehicles engaged in aircraft servicing, eg stores and bomb trolleys or oxygen carts, are not to be driven under aircraft wings or rotors during fuelling operations.

c. Awareness. Drivers of vehicles are to be made aware of the hazards inherent in operating vehicles in close proximity to fuelling tankers or other dispensing equipment.

d. Maintenance Standard. Equipment used for aircraft servicing during refuelling operations is to be maintained to a standard sufficient to preclude arcing or shorting across electrical terminals or emission of hot gases from defective exhaust systems.

65. Electrical Equipment and Circuits. Precautions to be observed to prevent ignition by the operation of electrical equipment and circuits within a ‘Hazardous Area’ are:

NOTE

• A Hazardous Area is an area in which an explosive atmosphere is present, or may be expected to be present, in quantities such as to require special precautions for the construction, installation and use of potential ignition sources.

a. Lighting and Electrical Distribution Systems. Only permanent lighting and electrical distribution systems of the flameproof pattern are to be used. When lighting is to be used for illuminating the interior of open tanks, only approved battery operated flameproof torches may be used.

b. Intrinsic Safety. All electrical equipment to be used in a fuelling environment is to be intrinsically safe and compliant with AS 2380.1–1989—Electrical Equipment for Explosive Atmospheres – Explosion-Protection Techniques – General Requirements standards.

c. Portable Electronic Devices. The use of PEDs is prohibited.

d. Electrically Driven Tools. The use of electrically driven tools is prohibited unless deemed to comply with the requirements of AAP 7600.500–14M—GSE Handling Procedures General Maintenance and Safety Precautions, Topic 14 Section 5 Chapter 13—Electrical Equipment in Hazardous Zones.

e. Ventilating Fans. Ventilating fans used to vent a confined space are to supply uncontaminated air from a remote space outside the restricted area and are not to extract air for supply from within the Hazardous Area.

f. Connections. Do not make or break any electrical, static ground wire, tie down connection or any other metallic connection to the aircraft or fuelling vehicle while fuelling.

66. Elimination of Naked Flames. To eliminate the possibility of ignition of fuel vapour by naked flames, precautions to be strictly applied within 15 metres of the boundary of a Hazardous Area (in single point refuelling or defuelling operations this translates into a 30 metre radius from the refuel/defuel point) are:

a. Naked Flames. Naked flames or lighted open flame devices such as cigarettes, cigars, pipes, cigarette lighters and matches are not permitted; and

b. Welding and Gas Cutting. Welding, gas cutting or any other means of producing a naked spark or flame are not permitted.

67. Electro-Magnetic Radiation. The following instructions concerning radiation hazards to combustible and flammable materials are to be observed:

a. AVCAT/FSII (AVCAT/Fuel System Icing Inhibitor) and Flammable Materials. AVCAT/FSII and flammable materials with a flash point above 61.5°C do not normally constitute a significant hazard when exposed to radio frequency (RF) radiation. However, to ensure the safety of personnel and aircraft during refuelling and defuelling operations, the following restrictions are to be applied:



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(1) Aircraft Transmissions. Aircraft are not to transmit on High Frequency (HF) communications and radar whilst being refuelled or defuelled.

(2) Air Capable Ship Transmissions. Personnel RADHAZ limitations are to be enforced in accordance with ABR 5419—Ship Helicopter Operations Manual, whilst an aircraft is being refuelled (including Helicopter In-Flight Refuelling (HIFR)) or defuelled.

68. AVTUR and Flammable Materials with a Flash Point below 61.5°C not in Sealed Containers. A hazard can exist when these flammable materials are exposed to RF transmissions during fuelling, defuelling and handling operations because of the possibility of sparking. The following restrictions are to be applied:

a. Aircraft Transmissions. Aircraft are not to transmit whilst being refuelled or defuelled.

b. Air Capable Ship Transmissions. Transmissions from the ship will be carried out in accordance with ABR 2924—Radiation Hazard (RADHAZ) Safety Management Manual.

69. Any leakage from a sealed container of flammable materials with a flashpoint below 65°C requires the application of the restrictions associated with flammable materials with a flash point below 65°C, not in sealed containers.

Refuelling and Defuelling Bonding Sequence

70. Refuelling or Defuelling Aircraft Involving Drums or Containers. Before refuelling an aircraft from a drum or other container, or defuelling an aircraft into a drum or other container, the bonding procedures to be observed are:

a. the drums or containers required for refuelling or defuelling operations are to be bonded together by safety interconnection leads;

b. connect a safety interconnection lead between the bonded drums or containers and an earth reference point;

c. connect a safety interconnection lead between the pumping unit (can be a tanker, FSU or centrifugal pumping unit) and the same earth reference point to which the drums or containers are connected;

d. check that a safety interconnection lead is connected from the aircraft to the same earth reference point to which the pumping unit and bonded drums or containers are connected;

e. connect a safety interconnection lead between the bonded drums or containers and the pumping unit;

f. connect a safety interconnection lead between the pumping unit and the aircraft;

g. personnel involved in the fuelling or defuelling operation are to touch an earthed conductor to themselves and their clothing to discharge any static electricity which they may have generated;

h. before opening the inlet of the aircraft replenishment point, connect the pumping unit replenishment hose bonding connecting plug or clamp to the earthing point adjacent to the fuel inlet; and

i. at the completion of the refuelling or defuelling operation, disconnect the bonding plug or clamp and the safety interconnection leads in the reverse sequence.

71. Refuelling or Defuelling on Ice, Snow, Sandy or Desert Terrain. When refuelling or defuelling on ice, snow, sandy or desert terrain it may not be possible to secure a satisfactory earth. The bonding procedures to be observed are:

a. The fuel storage drums or containers are to be bonded together by safety interconnection leads.

b. The bonded fuel storage drums or containers are to be bonded to the fuelling unit.

c. The fuelling unit is to be bonded to the aircraft structure.

d. Prior to opening the inlet of the aircraft replenishing point, connect the hose connector plug or clamp to the earthing point adjacent to the fuel inlet.

e. Fuelling is to be carried out immediately following bonding by the person who established that bond. This will ensure that the person carrying out the refuelling attains the same potential as the aircraft and fuelling equipment.

f. At the completion of the refuelling or defuelling operation, disconnect the bonding plug or clamp and the safety interconnection leads in the reverse sequence.



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AVIATION FUELS—FIRE AND SAFETY PRECAUTIONS

Aircraft on Air Capable Ships

72. The primary aviation fuel utilised for ADF aircraft is NATO code F34 (AVTUR/FSII); however, for safety purposes, aircraft on air capable ship use NATO code F44 (AVCAT/FSII) which has a higher flash point. The SMM or delegate is responsible for ensuring all aircraft on or visiting from an air capable ship are refuelled with F44, where available. Additional requirements for rotary wing aircraft on air capable ships are laid down in ABR 5419.

NOTE

• Five consecutive refuels (in excess of 70% capacity) with F44 are required before it is considered that the previously used fuel (fuel other than F44) is sufficiently diluted with F44 as to remove the requirement for additional precautions.

73. If F44 is unavailable, it may be necessary for aircraft from an air capable ship to be refuelled with F34 or commercial grade aviation fuel, whilst ashore. On return to the air capable ship, the Flight Commander, or SMM or delegate is to inform the ships Commanding Officer that the aircraft was refuelled with a low flash point fuel and ensure details are recorded in the bridge and flight logs in accordance with DEF(AUST)5695B—Petroleum, Oils and Lubricants Manual Part 2 Section 1 Chapter 5—Navy Aviation Fuel Management. The aircraft is to be isolated from all sources of ignition until the aircraft is refuelled with F44. Refuelling reduces the vapour space above the original fuel level and reduces the inherent danger and the aircraft can then be stowed in the hangar, if required.

74. If aircraft are deployed to air capable ships, the responsible AMOs are to promulgate in local instructions, the process for recording and managing fuelling when aircraft have been replenished with fuel other than F44. As a minimum, AMOs are to record the associated fuel management in the recording and certification system. In accordance with DEF(AUST)5695B Part 5 Section 1 Chapter 5 the following precautions must be taken until the fuel is sufficiently diluted:

a. Regular inspections for fuel leaks must be carried out.

b. The hangar ventilation is to remain on full flow.

c. Work which could produce an ignition source, ie heat or sparks, is not to be undertaken in the vicinity of the aircraft or hangar.

d. No smoking or naked lights are to be allowed in the vicinity of the ventilation exhaust.

e. Fire fighting equipment is to be available and easily accessible.

ENGINE PRESERVATION—PRECAUTIONS AGAINST FIRE

75. Certain materials used for preserving engines and engine parts against corrosion or in the treatment of engines after immersion in water are highly flammable. These materials are to be used only in the open air or in a well ventilated compartment. The vicinity is to be treated as a ‘HAZARDOUS AREA’ and NO naked lights are allowed.

HYDRAULIC FLUID—PRECAUTIONS AGAINST FIRE

76. Hydraulic fluid is a flammable liquid. When draining systems, care is to be taken to drain into a receptacle of adequate size away from all possible sources of ignition. Spillage is to be avoided and NO aircraft electrical circuits are to be ‘live’ in the vicinity of the drainage.

HALON FIRE SUPPRESSION SYSTEM DISCHARGE

77. In support of the Commonwealth Ozone Protection Act 1989 and the ADF policy objective to measure environmental performance, it is necessary that incidents involving the discharge of Halon gases be reported and recorded.

78. The ADF currently uses two types of Halon gases in fire suppression applications:

a. Halon 1211 — Used in portable BCF extinguishers and essential applications; and

b. Halon 1301 — Used in fixed fire suppression systems.

79. To comply with the reporting requirements, all discharges, intentional or accidental, of Halon fire suppression systems are to be fully investigated and reported in accordance with the requirements of Section 8 Chapter 5—Environmental Policy and Legislation.



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HAZARDS OF PLASTIC, COMPOSITE AND BONDED STRUCTURAL MATERIALS

80. Plastic materials referred to in this chapter are those transparent plastics used in the canopies, nosepieces, windows and similar transparent enclosures of ADF aircraft. Composite materials are organic or metallic fibres embedded in an organic or metallic matrix. Bonded structures are composed of any materials (whether plastic, composite or even metallic) that have been adhesively bonded to form aircraft structure.

81. Prior to handling or carrying out repairs with plastic, composite and bonded structural materials, maintenance personnel are to be aware of:

a. the nature of hazards associated with composite and bonded structural materials;

b. the precautions to be taken when repairing, maintaining and/or managing post crash or fire damaged composite and bonded structures; and

c. instructions for repairing plastic, composite structures and bonded structures.

Hazards

82. The fibres and resins used in composite and bonded structures may be toxic through inhalation or eye/skin contact. Fine fibres have the potential to penetrate the skin and scar the lungs if inhaled. Breathing of chemical vapours, emitted during manufacture or repair, can cause respiratory irritation, narcotic and other toxic effects. Exposure of the skin and eyes to chemical vapour can result in severe irritation.

83. Before using plastics and composites, and prior to bonding, personnel are to familiarise themselves with the acute (short-term) and chronic (long-term) health effects associated with exposure to these materials. Details of acute and chronic health effects are listed in the manufacturers/suppliers MSDS.

Precautions

• When there are significant vapour/dust levels, all PPE including Air Hood (positive

pressure) or Canister Type Mask (lung guard) are to be worn.

• Never blow dust, always use vacuum.

84. The following safety precautions are to be strictly observed when conducting maintenance and repairs to plastic, composite and bonded structures:

• Repairs to structures containing moisture can be hazardous where high temperature

cures are required. Internal steam generation can cause the structure to explode. If the surface temperature during cure is likely to exceed 95°C, moisture absorption procedures are to be employed. Refer to the relevant aircraft structure repair manual for specific moisture absorption methods.

a. Airborne dust and chemical vapours are to be minimised through dust suppression, eg wetting, vacuuming or ventilation. Where dust or vapour levels are significant, a combination particulate/organic vapour cartridge/canister respirator is to be used.

b. The minimum PPE required when working with plastic, composite and bonded structural materials is:

(1) Overalls—Disposable with sleeves down and incorporating a hood for head protection.

(2) Gloves—Gauntlet type.

(3) Safety boots—Ankle type.

(4) Goggles—Full protection.

(5) Ear protection, if required.

c. Emergency eyewash and a fire extinguisher recommended for the materials being manufactured/repaired are to be provided.



16

d. Washing and showering facility, change room, separate eating area and laundering services are to be available. Personnel are required to wash before each work break and shower on completion of work.

NOTE

• Personnel are to remove contaminated clothing/overalls before commencing their work break.

e. Waste materials are regarded as hazardous and are to be removed by an approved method of disposal.

f. For repairs on aircraft, the aircraft/aeronautical product is to be statically bonded.

g. When handling hot equipment or repair materials, insulating gloves are to be worn.

h. When repairs are being made to a structure adjacent to and/or over a fuel tank area, the fuel tanks are to be purged and checked continuously for explosive and/or toxic mixtures and the repair area kept well ventilated. Fire fighting equipment is to be readily available. Refer to the aircraft specific maintenance publication for instructions relating to purging of aircraft fuel cells. Where the instructions in the aircraft specific publication are inadequate or non-existent refer to AAP 7029.007–3M or AAP 7027.001–1, as applicable, for more information.

i. Repair materials are to be kept sealed when not in use to avoid fume emission.

j. Consult the relevant MSDS for all materials utilised.

k. Before commencing a new task, AMOs are to assess the adequacy of the existing Occupational Health and Safety (OHS) processes in consultation with the local Health and Safety Representative (HSR).

Management of Crash or Fire Damaged Composite Components

85. When composite materials are burnt or broken in accidents they become more hazardous. When burnt, the matrix is destroyed, allowing the lightweight fibre to be released into the atmosphere. Damaged components produce razor sharp or needle-like edges. The following precautions are to be observed when dealing with burnt or damaged materials:

NOTE

• For more information on this specific topic, refer to SAFETYMAN Vol 3 Part 2 Section 1 Chapter 7—Materials and Fibres.

a. The handling precautions and PPE requirements detailed in the preceding paragraphs apply.

b. At an accident site, the free fibres and damaged components are to be contained. Burnt and damaged composite components are initially contained by fire fighting foam. Further containment may be obtained by applying a polyacrylic acid, light oil or strippable paint. Respiratory protection is to be worn when attempting to contain loose material.

c. If the accident site is remote, the burnt and damaged components can be gathered and stored in plastic bags and then removed for disposal. If the accident site is not remote, the burnt and damaged components are to be removed by the most convenient method. Paved surfaces are to be vacuumed and flushed with water, unpaved surfaces ploughed and turned. Public access to the crash site is to be restricted. If parts disintegrate during damaged component removal the containing medium is to be reapplied.

d. Carbon fibres are electrically conductive and can short circuit electrical equipment. Most equipment is sufficiently sealed, however, to reduce the risk of a short circuit, turn the equipment off and then vacuum and swab. Electrical components are to be thoroughly cleaned and tested prior to further use.

First Aid

86. In all cases of eye and skin contact, inhalation and swallowing, medical assistance is to be sought. Always check the relevant MSDS for the appropriate safety precautions for the materials being worked on prior to beginning work. The immediate first aid actions are:

a. Eye contact—continually flush eye(s) with water.

b. Inhalation—Remove the affected person to fresh air.

c. Skin contact—Wash the affected area, do not rub the skin.



17

ELECTRICAL EQUIPMENT AND SERVICES—INSTALLATION AND SAFETY STANDARDS

87. Wiring. The wiring of all electrical services and equipment used in hangars, workshops and technical areas are to conform to the requirements of the Standards Association of Australia, Wiring Rules, in accordance with AS/NZS 3000:2007—Electrical Installations. These requirements cover the installation, mounting, connection, earthing, and control of both fixed and portable appliances.

88. Degree of Protection. The classification of degrees of protection to be provided by enclosures for electrical equipment, and the appropriate electrical tests to be applied, are to conform to AS 1939—Degrees of Protection Provided by Enclosures for Electrical Equipment and AS/NZS 3100:2009—Approval and Test Specification – General Requirements for Electrical Equipment.

89. Flame Proofing. The enclosure or flame proofing for equipment required to be operated in flammable or explosive atmospheres without risk of fire or explosion, is to conform to AS 2380.1–1989.

90. Safety and Hazards. Many electrical hazards are not apparent to the naked eye and can only be detected by using circuit test equipment. Measurements need to be made on a routine basis to check:

a. voltage,

b. system grounding,

c. continuity,

d. wiring errors, and

e. loose electrical connections.

91. The periodicity of the above checks will depend on the usage and the possibility of deterioration or change. As a precaution personnel are to be trained to examine all electrical equipment before use to check that:

a. machinery is free from dust, oil or any matter that may cause it to overheat;

b. extension cords for portable equipment are suitable for the expected load;

c. electrical equipment bears a label or record of the last maintenance inspection and is not due for maintenance or calibration;

d. electrical cords are not frayed or cracked;

e. electrical plugs or connectors are three pronged, grounded plugs, are intact and undamaged; and

f. cords are not lying unprotected on the floor/deck in high traffic areas.

92. All equipment is to be labelled to show the date of testing and to record the test results. A master log of all maintenance carried out on all electrical equipment used in hangars, workshops and technical areas is maintained. The master log is to record the date of test, the results, the signature of the test operative and a statement of condition.

93. All unserviceable electrical equipment is to be labelled as such, and returned to the responsible AMO. Repairs are to be carried out by authorised personnel only. All repairs and subsequent testing procedures are to be carried out in accordance with approved manufacturer or other Service manuals.

GENERAL ENGINEERING PRECAUTIONS

94. General engineering maintenance practices and safety precautions within the maintenance environment are contained in AAP 7600.500–14M.

Magnesium Alloys

95. The working of magnesium alloys requires special care to avoid the risk of fire. In certain circumstances these materials are readily combustible. AAP 7021.003–1(AM1)—Aeronautical Metals – General Data provides information pertaining to the handling of Magnesium alloys. Precautions to be observed when working on these materials are:

a. when grinding, specifically approved wheels are to be kept for use on these metals only and are to be clearly identified; and

b. before the wheel is dressed, ensure it is free from metal dust.



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Cadmium

96. Cadmium, its corrosive products and oxide fumes are toxic hazard to personnel and equipment. Cadmium plated components and materials are safe to handle except when subjected to processes and conditions that give rise to fumes, dust and/or corrosive products. In small quantities these can act as an irritant and if inhaled or ingested may cause serious illness. Cadmium is a cumulative poison and all instances of ingestion/inhalation are to be reported to a Medical Officer immediately. Defence Instruction (Navy) Logistics (DI(N) LOG) 59–1—Cadmium—Restrictions and Precautions, AAP 7021.003–1(AM1) and AAP 7021.036–1—Organisational and Intermediate Maintenance Instructions Aircraft Weapon Systems Cleaning and Corrosion Control, provides detailed instructions and precautions on the use, handling and disposal of cadmium products.

Asbestos and Ceramic Fibre

97. When these materials are encapsulated, sealed in a component, or bonded to some substance they pose minimal risk to personnel. If however, the item is damaged to an extent that it allows the production of dust, it is then to be considered a hazard and precautions against the inhalation of the dust is to be taken. Detailed instructions on the handling, use and disposal of asbestos and ceramic dust are contained in SAFETYMAN Vol 1 Part 5 Chapter 2—Asbestos Management in Defence.

Beryllium

98. The major health hazards of beryllium arise from:

a. fumes caused by burning or overheating;

b. generation of particulate matter through corrosion;

c. inhalation of dust or airborne particles caused by breakage, chipping or machining;

d. particles entering the body through cuts and abrasions; and

e. contact with the eyes and skin.

99. To limit the dangers from beryllium, components are not to be subjected to any action liable to produce dust, fumes or chippings. DI(N) LOG 34–3—Safe Handling of Beryllium Substances and AAP 7021.003–1(AM1) contains more detailed information on the handling, use, transport, storage and disposal of beryllium.

GASEOUS TRITIUM LIGHT SOURCES

100. Gaseous Tritium Light Sources (GTLS) are self powered light sources. These components are generally safe as long as the sealed glass capsule remains intact.

RADIOACTIVE MATERIAL

101. Handling, storage and disposal of radioactive material in the ADF is carried out in accordance with DI(G) LOG 4–3–023—Waste Radioactive Material Preparation and Storage Pending Permanent Disposal, and the SAFETYMAN Vol 1 Part 4—Radiation Hazard Management.

Annex:

A. Content of Material Safety Data Sheets 1 TAREG 5.1.1.c,f,h and TAREG 5.1.5



2A–1

CONTENT OF MATERIAL SAFETY DATA SHEETS

INTRODUCTION

1. Material Safety Data Sheets (MSDS) are a comprehensive listing of all hazardous/dangerous products in use in the ADF. The MSDS system is controlled and updated by the Defence Safety Management Agency (DSMA). Organisations should have an MSDS for each product they use. An MSDS may be obtained from DSMA through each service Directorate of Safety Management (DSM) representative, eg DAFS, DNAVSAFE or DSM(L), or from the organisations or air capable ships safety coordinator.

CONTENT

2. The information contained in the MSDS for a product includes:

a. whether the product is a carcinogen (cancer causing), or a suspected carcinogen;

b. the producers name and emergency contact number;

c. any synonyms and/or acronym of the name of the product;

d. the stock number and alternatives of the product;

e. the hazardous ingredients of the product showing:

(1) the percentage of each element;

(2) the Lethal Dose 50 (LD50) for each element, ie the dose required to be given to 100 rats so that 50 would die); and

(3) the toxicology rating for each element;

f. the boiling point of the product;

g. the vapour pressure and vapour density;

h. the products solubility in water;

i. appearance and odour of the product;

j. the specific gravity of the product;

k. percentage of volatiles by volume contained in the product;

l. the freezing point of the product;

m. the evaporation rate of the product;

n. the flash point of the product;

o. flammable limits in air (percentage by volume);

p. type of fire fighting equipment required;

q. precautions to be observed when the product is burning;

r. by-products of combustion;

s. medical effects, first aid treatment and advice to the doctor, if the product:

(1) is swallowed;

(2) is inhaled;

(3) makes contact with the skin; or

(4) is splashed into the eyes;

t. safety equipment required, eg gloves, goggles, protective clothing, emergency shower/eyewash;

u. safety precautions to be followed, eg ventilation required;

v. procedures to be followed in the event of a spill or leak;

w. disposal instructions for the product;



2A–2

x. the storage and transport requirements, eg it may not be allowed to be stored/transported with certain other products, of the product;

y. the products hazard class; and

z. the users of the product.



1

SECTION 8

CHAPTER 3

OCCUPATIONAL HEALTH AND SAFETY (WORK HEALTH AND SAFETY effective 01 Jan 2012)

Table of Contents INTRODUCTION ............................................................................................................................................. 1 OCCUPATIONAL HEALTH AND SAFETY POLICY...................................................................................... 1 DUTIES AND RESPONSIBILITIES ................................................................................................................ 1

Employer ...................................................................................................................................................... 1 Employee ..................................................................................................................................................... 2

OCCUPATIONAL HEALTH AND SAFETY IMPLEMENTATION AND MANAGEMENT STRUCTURE....... 2 OCCUPATIONAL HEALTH AND SAFETY AUDITS...................................................................................... 2 REPORTABLE INCIDENTS REPORTING AND RECORDING ..................................................................... 2 SUBSEQUENT REPORTS ............................................................................................................................. 3 PROMULGATION OF INFORMATION........................................................................................................... 3

INTRODUCTION

NOTE

• The current ‘Occupational Health and Safety Act 1991’ will be replaced by the ‘Work Health and Safety Act 2010’ wef 01 Jan 2012.

1. The Occupational Health and Safety (Commonwealth Employment) Act 1991 (the Act) provides a legal basis for the protection of the health and safety of all Commonwealth employees at work. The instruction for the implementation of Occupational Health and Safety in the Australian Defence Force (ADF) is detailed in SAFETYMAN Vol 1 Part 1 Chapter 1—Occupational Health and Safety (Commonwealth Employment) Act 1991—Implementation in the Defence Organisation.

2. The Act applies to Commonwealth employers and employees both for general duty of care and specific obligations in respect to workplace health and safety, and provides a framework within which employers and employees may cooperate to address Occupational Health and Safety (OHS) issues.

3. This chapter prescribes the duties and responsibilities of employers and employees under the OHS act.

OCCUPATIONAL HEALTH AND SAFETY POLICY

4. In accordance with the Defence OHS Policy Statement reissued by the Chief of the Defence Force (CDF) and the Secretary of Defence in July 1995, the ADF is committed to the provision of a safe and healthy work environment for all ADF personnel (military and civilian) as well as contractors and visitors to ADF establishments. Commanders at all levels within Defence are responsible for consulting and cooperating with Defence Personnel and Unions to pursue the common aim of ensuring a safe and healthy work environment.

DUTIES AND RESPONSIBILITIES

Employer

5. The duties and responsibilities of the employer under the OHS Act are:

a. Take all reasonable practical steps to protect the health and safety of employees at work.

b. Provide and maintain a working environment and a workplace which is safe and without risk to health, and which provides adequate facilities for the welfare of employees at work.

c. Provide and maintain a means of access to, and egress from, the workplace which is safe and without risk to the health of employees.

d. Ensure the safety at work of employees, and the absence of risk to their health, in the use, handling, storage and transport of plant and substances.



2

e. Develop, in consultation with any involved union and other such persons the employer considers appropriate, a policy that will enable effective cooperation between employer and employees in promoting OHS, and in reviewing the effectiveness of such measures.

f. Developing a policy which provides for the formulation of an agreement between involved unions or appropriate representative, and the employer. This agreement must provide appropriate mechanisms for continuing consultation between employer, unions and employees, and any other matters that are agreed between the employer and the involved unions or representatives.

g. Foster a cooperative, consultative relationship between employers and employees on the health, safety and welfare of employees at work.

Employee

6. The duties and responsibilities of all employees under the OHS Act, must:

a. ensure no risk is created, or any existing risks increased that could affect the health and safety of the employee or of other persons near the workplace;

b. cooperate with the employer, and any other person who has responsibility under the OHS Act or the Regulations, to the extent necessary to enable the employer or that person to fulfil their duties under the OHS Act; and

c. use equipment in accordance with any instructions issued by the employer consistent with its safe and proper use.

OCCUPATIONAL HEALTH AND SAFETY IMPLEMENTATION AND MANAGEMENT STRUCTURE

7. For information and guidance on OHS management structures and functions that are to be implemented at AMOs, reference is to be made to ABR 6303—Navy Safety Systems Manual or Defence Safety Manual (SAFETYMAN). All environmental and OHS matters on which ADF Commanders and/or managers wish to seek advice are to be directed to the appropriate authority.

OCCUPATIONAL HEALTH AND SAFETY AUDITS

8. The most effective way to prevent accidents is to eliminate hazards. Hazards may be detected through the normal day to day vigilance of all personnel; however, the informal process must be supplemented by the more formalised process of occupational health and ground safety audits. Policy relating to the conduct of safety audits is contained in the SAFETYMAN and Defence Aviation Safety Manual (DASM).

REPORTABLE INCIDENTS REPORTING AND RECORDING

9. Workplace incidents resulting in death, serious injury or incapacity to perform work for a defined period of time, together with the circumstances of dangerous occurrences are to be reported to the Commission for the Safety, Rehabilitation and Compensation of Commonwealth Employees (COMCARE) as required by SAFETYMAN Vol 1—Defence Safety Manual—General and the OHSC website.

10. Commanders are to ensure, where it is reasonably practicable, that notification to COMCARE, OHSC and the services responsible safety agency (refer paragraph 7) is made within the following time frames:

a. in the case of an accident that causes the death of any person—within two hours of the Commander becoming aware of the death;

b. in the case of an accident that causes serious personal injury to any person—within 24 hours of the Commander becoming aware that the person has, or is likely to have, suffered the injury;

NOTE

• In addition to the COMCARE reporting requirements, where a civilian representative or employee, working under contract, at an AMO or on an air capable ship becomes sick or is injured, a report is to be dispatched by message immediately by the AMO to the responsible safety agency, with a copy to the applicable Force Element Group (FEG) Headquarters.

c. in the case of an accident that causes a Defence employee to be incapacitated from performing work for five or more successive shifts or days—within 24 hours of the Commander becoming aware of the incapacity; and



3

d. in the case of a dangerous occurrence—within 24 hours of the Commander becoming aware of the occurrence.

11. Following the notification of an incident to COMCARE and OHSC, Commanders where practicable, must provide reports to COMCARE and OHSC in accordance with the time frames laid down in the SAFETYMAN Vol 1 and the OHSC website.

SUBSEQUENT REPORTS

12. Form AC563—Incident and Fatality Report is to be submitted in accordance with SAFETYMAN Vol 1 Part 1 Chapter 9—Notification, Reporting and Recording of Incidents and Fatalities to COMCARE and OHSC. In addition, reports are to be submitted in accordance with:

a. Army agencies: DI(A) ADMIN 23–2—Management of Reportable Incidents; and

b. Navy agencies: ABR 6303.

PROMULGATION OF INFORMATION

13. AMOs must promulgate in the Maintenance Management Plan (MMPs)/local instructions specific details of OHS topics pertinent to local needs and requirements. OHS topics to be considered for incorporation in MMPs/local instructions are listed in Annex A to Section 4 Chapter 1—Authorised Maintenance Data.



4

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1

SECTION 8

CHAPTER 4

RECOVERY OF AIRCRAFT AND SALVAGE AND DISPOSAL OF AERONAUTICAL PRODUCT

INTRODUCTION

1. Following an aircraft accident an Approved Maintenance Organisation (AMO) may be required to carry out the recovery, salvage and disposal of aircraft and aeronautical product. This chapter prescribes the AMO responsibilities and procedures to be followed to effectively manage these processes in support of Technical Airworthiness Regulations:

a. 5. 5. 2—Recovery of Aircraft, and

b. 5. 5. 3—Salvage

RECOVERY OF AIRCRAFT

2. Recovery of aircraft following an accident is the process of returning the aircraft to its operational base. This process involves the assessment, planning, directing and implementation of recovery actions to suit the particular circumstances.

3. The responsibility for the recovery of aircraft belongs to the relevant Force Element Group (FEG) Commander. In accordance with DI(AF) OPS 5–27—Recovery Action—Damaged Aircraft and Airbourne Technical Equipment, the FEG must promulgate local instructions for the Recovery of Aircraft which detail the responsibilities and required actions of the FEG and the AMO recovering the aircraft1.

SALVAGE OF AERONAUTICAL PRODUCT

4. Salvage is the process of retrieving aeronautical product from an aircraft involved in an accident or incident for assessment and potential repair and return to service2. This process is conducted with the support of the responsible SPO, who will provide the applicable direction. This direction may be in the form of authorised maintenance data and/or formal instructions.

5. Salvaged Aeronautical Product returned to service must have an entry placed into its maintenance history record in accordance with the recording and certification system in use stating the item was salvaged from an aircraft accident or incident.

DISPOSAL OF AIRCRAFT AND AERONAUTICAL PRODUCT

6. The disposal of aircraft and aeronautical product is a logistics function and is to be conducted in accordance with approved accounting procedures appropriate to the authorised method of disposal. AMOs initiating disposal action for unserviceable aircraft or aeronautical product must request disposal instructions from the responsible SPO.

7. The aircraft disposal policy is defined in DI(G) LOG 4–3–008—Disposal of Defence Assets. The responsible SPO will provide the AMO with specific processes/procedures ensuring that aircraft or aeronautical product is removed from aircraft records, appropriately categorised and disposed of.

1 TAREG 5.5.2a 2 TAREG 5.5.3



2

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1

SECTION 8

CHAPTER 5

ENVIRONMENTAL POLICY AND LEGISLATED REQUIREMENTS

INTRODUCTION

1. The main objectives of environmental management are:

a. sustainable use of the Defence Estate by the implementation of responsible environmental practices; and

b. compliance with Commonwealth Environmental Legislation, State and Local Government regulations and international agreements as required.

2. Because of the broad scope of its activities, ADFs impact on the environment may include land degradation, air and water pollution, unexploded ordnance, noise, and use of toxic and hazardous substances. Energy issues and the handling and transport of dangerous goods and munitions may also result in adverse impacts. Environmental attributes, such as endangered species, and cultural interests may be threatened by such impacts.

3. This chapter outlines the environmental considerations relevant to ADF aviation maintenance.

RESPONSIBILITIES

4. The 1995 Defence Environmental Review identified the following ADF environmental responsibilities:

a. to comply with Australian obligations concerning environmental protection with respect to the conduct of ADF exercises and operations;

b. to comply with Australian obligations in respect of the environmental management of ADF bases;

c. to comply with Australian obligations in respect of environmental aspects of the design, construction, and introduction into service, operation and disposal of ADF equipment;

d. to comply with Australian obligations in respect of energy management in the operation of ADF equipment, facilities, aircraft and vehicles;

e. to consider noise and pollution aspects of ADF aircraft and other equipment; and

f. to comply with environmental and OHS aspects in the handling, storage, transport and use of ammunition, toxic and hazardous substances.

5. All members of the ADF are responsible to ensure that the ADF meets or exceeds its environmental responsibilities. It is incumbent for all ADF members to be familiar with their environmental responsibilities and to meet those responsibilities.

6. The responsibility for control of environmental management within the Defence Organisation lies with Defence Estates Organisation (DEO) in Canberra. Advice and authority regarding the implementation of a suitable system in order to effectively control and handle environmental issues at a local/Approved Maintenance Organisation (AMO) level (based on AS/NZ 14001:2004—Environmental Management Systems) must be obtained from DEO prior to implementation.

LEGAL AND ETHICAL RESPONSIBILITIES

7. The CDF and commanders at all levels must continue to meet all legal and ethical obligations during the execution of ADF operations.

8. It is a particular characteristic of environmental legislation in Australia that the directors of a business, the senior staff, and even operating employees can be held responsible for contraventions of environmental legislation. With the introduction of the ‘National Environment Protection Council (Implementation of Measures) Bill’, ADF commanders will be subject to State or Territory regulatory obligations for a range of stringent environmental standards previously unregulated at the Commonwealth level.



2

REPORTING HALON GAS DISCHARGES1

9. To comply with ADF reporting requirements for Halon gas discharges, AMOs must submit an initial message report within 48 hours of the discharge containing the following information:

a. location at time of discharge;

b. location of the system;

c. type of Halon;

d. quantity of Halon; and

e. a brief description of the cause for discharge.

10. A message is not to be used where normal mail or facsimile facilities provide a sufficiently rapid means of delivery within the required security parameters, refer ADFP 102—Defence Writing Standards.

11. Within 14 days of the Halon discharge, AMOs must submit a comprehensive report providing:

a. a full system description;

b. a report of the investigation as to the cause of the discharge; and

c. reports of system status and if accidentally discharged, actions taken to prevent similar occurrences.

12. Navy only. For accidental discharges, an Occupational Health and Safety Incident Report in accordance with ABR 6303—Navy Safety Systems Manual.

Distribution of Reports

13. Reports must be distributed as follows:

a. Air Force agencies. One action copy to: Air Force Safety (AFS–DDAAFS);

b. Army agencies. One action copy to: SO2 DOHS–A, and one info copy to Land Command Safety Manager, LHQ; and

c. Navy agencies. One action copy to: DGNAVCERTSAFE, and information copies to: FLTSUPFOR, MAROPS and Headquarters–Fleet Air Arm.

1 TAREG 5.3.4c



1

SECTION 8

CHAPTER 6

NON-DESTRUCTIVE TESTING

Table of Contents INTRODUCTION ............................................................................................................................................. 1 MANAGEMENT RESPONSIBILITIES AND PROCEDURES......................................................................... 1

Test Requirements ....................................................................................................................................... 1 Levels of Personnel Performing NDT........................................................................................................... 1 NDT Task Certification ................................................................................................................................. 2 NDT Technician Certification........................................................................................................................ 2 NDT Technician Recertification.................................................................................................................... 2

INTRODUCTION

1. Non-Destructive Testing (NDT) is a standard maintenance procedure used in the Australian Defence Force (ADF) and refers to tests applied to structures or aeronautical product to detect internal, surface or subsurface defects or discontinuities using methods which do not damage the properties or quality of the item being tested.

2. Methods of NDT currently employed in the ADF are detailed in AAP 7002.043–36—Non-Destructive Testing General Procedures.

3. The Technical Airworthiness Regulator (TAR) has appointed Authorised Engineering Organisations (AEOs) for NDT which operates under the direction of the Directorate General Technical Airworthiness–ADF (DGTA–ADF).

4. This chapter prescribes the responsibilities and procedures to be followed to effectively conduct NDT in support of Technical Airworthiness Regulation 3. 5. 18—Non Destructive Testing.

MANAGEMENT RESPONSIBILITIES AND PROCEDURES

Test Requirements

5. Scheduled NDT. Scheduled NDT requirements for a particular aeronautical product is initially specified by the Original Equipment Manufacturer (OEM), and may be revised periodically by the responsible Systems Program Office (SPO) due to in-service failure/deterioration. Scheduled tests are specified in authorised maintenance data.

6. When an Approved Maintenance Organisation (AMO) identifies a requirement to have a specific NDT procedure developed, an AEO appointed for NDT is to be tasked with developing the procedure, through the responsible SPO, in accordance with AAP 7001.068(AM1)—Design and Technology Services Support Manual (DATSSM). The Certified NDT Procedures developed by the AEO appointed for NDT are forwarded to the responsible SPO for design acceptance prior to publication and use.

7. Unscheduled NDT. Unscheduled NDT requirements may arise as the result of a defect investigation, aircraft incident or AMO request which may require a General NDT procedure to be used. Unscheduled NDT shall be authorised in accordance with Section 8 Chapter 7—Non-Destructive Testing Procedures.

Levels of Personnel Performing NDT

8. All Technicians/Operators performing NDT on ADF aircraft are qualified and certified to AS 3669:2006—Non-Destructive Testing–Qualification and Approval of Personnel–Aerospace.

9. Personnel performing NDT are designated as Level 1 Limited, Level 2 and Level 3. Technician/Operator levels are indicative of the training, experience and scope of work performed by the Technician/Operator. NDT tasks can be performed, and results of the test certified by:

a. Level 1 Limited Operator. These personnel receive training in a specific NDT procedure for the purpose of determining the serviceability of an aeronautical product based on clearly defined and unambiguous acceptance/rejection criteria.

b. Level 2 NDT Technician. These Technicians are able to perform a range of NDT procedures and certify the results without supervision. They may perform any procedure in the NDT method(s) for which they have been certified.



2

c. Level 3 NDT Technician. These Technicians are fully conversant with the theory and practice of all NDT procedures and methods employed by the ADF. Level 3 certification is only given to technicians who are employed in a position designated as Level 3.

NDT Task Certification

10. Tasks performed by NDT Technicians have no requirement for Trade Supervision or second level certification and are to be certified as Single Signature Tasks (SST) in accordance with Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

NDT Technician Certification

11. Level 1 Limited and Level 2 Technician certification is performed by NDTSL Certification Section. Level 3 Technicians are certified by OIC NDTSL. Certification is documented in the Technicians/Operators record of training and employment document1.

NDT Technician Recertification

12. Level 1 Limited and Level 2 recertification is performed by NDTSL Certification Section during the annual recertification visit. Recertification is documented in the Technicians/Operators record of training and employment document. Level 3 NDT Technicians will receive a Letter of Authority from the OIC NDTSL to acknowledge the recertification.

13. At the discretion of Certification Section, an extension of up to six months can be authorised for Level 2 Technicians. If a further extension is required (six months maximum) it must be endorsed by OIC NDTSL. All extensions are to be in writing and are to state the reasons for the extension, the length of the extension and the proposed date for recertification.

14. It is the Senior Maintenance Managers (SMM) responsibility to ensure all personnel performing NDT are current2. When personnel requiring recertification are unavailable during the annual recertification visit by NDTSL Certification Section, the parent AMO is to arrange a suitable time for the personnel to be recertified at the parent AMOs expense.

1 TAREG 4.5.3f 2 TAREG 4.5.3b



1

SECTION 8

CHAPTER 7

NON-DESTRUCTIVE TESTING PROCEDURES

Table of Contents INTRODUCTION ............................................................................................................................................. 1 LOCAL APPLICATION OF NDT..................................................................................................................... 1

General NDT Task Request ......................................................................................................................... 1 Interim Authority ........................................................................................................................................... 1 Specific NDT Procedure............................................................................................................................... 1 SPO Tasking ................................................................................................................................................ 1

GENERAL NDT TASK REQUEST PROCESS............................................................................................... 2 Approval Process ......................................................................................................................................... 2

PERFORMING NDT ........................................................................................................................................ 2 Annexes .......................................................................................................................................................... 2 A. NDT Task Request Process (Flowchart) B. Example NDT Task Request Form

INTRODUCTION

1. Non-Destructive Testing (NDT) used during scheduled and unscheduled maintenance requires a validated and certified NDT procedure to ensure that a defect of a clearly defined size, shape and orientation is detected. This chapter prescribes the requirements to authorise the use of unscheduled NDT.

2. The flowchart at annex A provides the NDT task request process. The flowchart allows NDT to be locally applied where the test meets published General NDT Procedure limitations. However, authority to perform a test outside the limitations of a General Procedure must be authorised by an appropriate Systems Program Office (SPO).

LOCAL APPLICATION OF NDT

General NDT Task Request

3. AMOs and SPOs are permitted to apply the use of certified General NDT Procedures within their defined limitations. The intent is to allow engineers and maintainers the flexibility to carry out NDT using established certified procedures.

Interim Authority

4. Where a test is required that does not meet the limitations of an applicable General NDT Procedure an Interim Authority (IA) may be requested from an appropriate SPO. An IA is typically based upon a General NDT Procedure with additional test parameters. The intent of an IA is to ensure that a reliable test is achievable where test requirements may exclude the use of a General NDT Procedure.

Specific NDT Procedure

5. Specific NDT Procedures are SPO-certified procedures that provide specific information regarding a NDT method and the structure or aeronautical product to be tested. A Specific NDT Procedure is generally used as part of the aircraft structural integrity program and details the method of testing, equipment settings, minimum size and type of defect and test area including: type, location and orientation of defects to be detected.

SPO Tasking

6. When requesting an IA or Specific NDT Procedure, the guidelines provided in AAP 7001.068(AM1)––Design and Technology Support Services Manual, Section 2 Chapter 9 must be followed.



2

GENERAL NDT TASK REQUEST PROCESS

Approval Process

7. The AMO/SPO representative requesting the NDT is responsible for ensuring Parts A and B of the NDT Task Request Form (example at annex B) are completed accurately.

8. A Level 2 or Level 3 NDT Technician shall propose the General NDT Procedure for the test being considered and record the details in Part C of the NDT Task Request Form.

9. The AMO/SPO Representative shall determine if the proposed General NDT Procedure method and limitations are acceptable for the test area by completing Part D of the NDT Task Request Form.

10. On completion of the task the NDT Technician shall complete Part E of the NDT Task Request Form.

11. The NDT Task Request Form is to be retained with the aircraft/component serviceability documentation and a copy is to be filed within the NDT section.

PERFORMING NDT

12. When NDT is performed, the following is to apply:

a. Unserviceabilities must be entered into the recording and certification system referencing the completed NDT Task Request Form and the original unserviceability1. Only Level 2 or Level 3 NDT Technicians shall perform the test and certify that the test has been carried out.

b. If a discontinuity is detected a second unserviceability shall be entered into the recording and certification system referencing the NDT test carried out and the NDT report file reference.

Annexes:

A. NDT Task Request Process (Flowchart) B. Example NDT Task Request Form 1 TAREG 5.2.1c and TAREG 5.3.1a,b


NDT TASK REQUEST PROCESS (FLOWCHART)

NOTES

1. Approved Specific NDT Procedures are written NDT procedures developed to test a specific component or test area. Examples of approved Specific NDT Procedures are:

- NDTSL designed procedures, - aircraft NDT publications (–36), or

- OEM NDT Procedures.

If an NDT method has been nominated in an AAP or equivalent documentation, approved by the Design Acceptance Representative (DAR), then a General NDT Procedure is considered adequate to perform the test.

Acceptable means of nomination: Perform a LPT, Perform a LPT IAW AAP 7002.008–1B1 to B2, or Perform testing IAW ASTM E1444–95A.

Not Acceptable means of nomination: Perform testing (no method identified) IAW AAP 7002.008–1B1 to B2, or perform an NDT.

When an AMO or SPO requests the use of a General NDT Procedure, a Level 2 or Level 3 NDT Technician will determine the appropriate General NDT Procedure for the test being considered in accordance with paras 7 to 11.

2. Refer to AAP 7001.068 Section 2 Chapter 9

No

Level 2 NDT

Tech performs NDT

Request

Engineering disposition

Requirement for new NDT procedure (NOTE 2)

Yes

No procedure

required

Yes

SPO issues

certified NDT procedure

NDT REQUEST

Is

an approved Specific NDT Procedure or

suitable General NDT Procedure available?

(NOTE 1)

Yes

No

AMO to seek

resolution

NDT Tech completes the corrective action field in the recording and certification

system

NDT Tech completes the corrective action field in the recording and certification

system and raises a second unserviceability

No

Discontinuity

detected?

AA

P 7001.059(AM

1) A

nnex A to

Sect 8 Chap 7

7A–1



7A–2

Blank Page



7B–1

EXAMPLE NDT TASK REQUEST FORM

NDT TASK REQUEST FORM

PART A – ITEM DETAILS (AMO/SPO Representative) Item Name: _______________________________________________________________________________

Part No: __________________________________ Aircraft/GSE Type: ______________________________

AMO/SPO: _______________________________ Contact Phone No: ______________________________

SNOW (Serial Number of Work)*: ___________________________________________

PART B – DETAILS OF TEST AREA (AMO/SPO Representative) Test Area: ________________________________________________________________________________

Discontinuity Type: _______________________________ Material Type: ____________________________

Discontinuity Orientation: ___________________________________________________________________

Additional Information: _____________________________________________________________________

Name & Rank/Title: ______________________ Signature: ____________________ Date: __________

Position: _________________________________ AMO/SPO _____________________________________

PART C – PROPOSED NDT PROCEDURE (Level 2 or Level 3 NDT Technician)

General NDT Procedure,: _______________ Reference Standard (If Applicable): ______________________

General NDT Procedure Limitations: ______________________ Equipment: ________________________

NDT Tech Name & Rank/Title: __________________________ Signature: _________________________

Date: ____________ Unit/Section: ______________________

PART D – GENERAL NDT PROCEDURE ACCEPTANCE (AMO/SPO Representative)

Name & Rank/Title: ______________________ Signature: ____________________ Date: __________

Position: _________________________________ AMO/SPO:______________________________________

PART E – TEST RESULTS: (Level 2 or Level 3 NDT Technician) (Initial the box of the relevant steps upon completion)

Discontinuity Evident

Record the NDT Task Request Form file reference and sign for the test against the unserviceability in the recording and certification system. Enter an unserviceability, including the NDT Report file reference, in ‘Details of Unserviceability’ column, of the recording and certification system.

Nil Discontinuities Evident Record the NDT Task Request Form file reference and sign for the test against the unserviceability in the recording and certification system.

NDT Report file Reference:_________________________________

NDT Tech Name & Rank/Title: __________________________ Signature: ________________________ Date: ________________ Unit/Section: __________________

Page 1 of 2



7B–2

Appendix 1

Compilation Instructions

1. The responsibilities of the AMO/SPO Representative are as follows:

a. Liaising with the NDT Technician regarding details of the test area.

b. The information required is:

(1) Test Area. The exact location of the test area on the aeronautical product, eg the whole aeronautical product or the fillet radius.

(2) Discontinuity Type. The type of discontinuity to be detected, eg crack, corrosion, delamination, etc.

(3) Discontinuity Orientation. The expected orientation of the discontinuity, eg cracking between rivets, delamination parallel to the surface, etc.

(4) Material Type. The type of material to be tested.

(5) Additional information. Any other information considered relevant to the test.

c. Complete Part D of the form therefore acknowledging that the general NDT procedure method and limitation stated at Part C are acceptable.

2. The responsibilities of the Level 2 or Level 3 NDT Technician are as follows:

a. Liaising with the AMO/SPO Representative regarding details of the test area,

b. Ensuring Parts A, B and D of the form are completed by the AMO/SPO Representative before performing the test,

c. Complete Parts C and E of the form; and

d. Raising an NDT Report if a discontinuity is detected.

3. Correctly complete required aircraft maintenance documentation.

a. If NIL Discontinuity Evident:

(1) sign for the test in the recording and certification system, ensuring to record the NDT Task Request Form file reference eg ‘NDT inspection carried out IAW LPT/GEN/2 refer (enter NDT Task Request Form reference) nil discontinuities detected’.

b. If a Discontinuity IS Evident:

(1) sign for the test in the recording and certification system, ensuring to record the NDT Task Request Form file reference eg ‘NDT inspection carried out IAW LPT/GEN/2 refer (enter NDT Task Request Form reference), discontinuities evident’, and

(2) enter a new unserviceability in the ‘Details of Unserviceability’ column of the recording and certification system referring the nature of unserviceability and NDT Report file reference, eg ‘discontinuities (crack, disbond, delamination etc) detected on (insert aeronautical product name) refer NDT report (enter file reference) for details’.

Page 2 of 2



1

SECTION 8

CHAPTER 8

MANAGEMENT OF TRAINING AIDS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 TRAINING AIDS CLASSIFICATION............................................................................................................... 1 AUTHORITIES................................................................................................................................................. 2 MAINTENANCE POLICY FOR TRAINING AIDS ........................................................................................... 2

Operational and Maintenance Training Simulators...................................................................................... 2 Approved aeronautical product .................................................................................................................... 2 Miscellaneous Equipment ............................................................................................................................ 3 Aircraft Engines and Auxiliary Power Units.................................................................................................. 3 Safety Requirements Applicable to Technical Training Aids ....................................................................... 3

Annex .............................................................................................................................................................. 3 A. Engineering and Maintenance Management of Aircraft Engine and Auxiliary Power Unit Training

Assemblies

INTRODUCTION

1. Training aids are items of technical equipment, including aircraft, simulators and aeronautical product, which are specifically used as aids for the ground training of ADF personnel. Training aids exclude operational and flight training aircraft and other ADF operational systems. General workshop equipment and non-technical classroom equipment used to support training is also excluded.

2. Training aids are obtained from various sources, including:

a. procurement as part of a major project;

b. surplus equipment or equipment withdrawn from service;

c. procurement to satisfy general training requirements; and

d. crashed, damaged or decommissioned aircraft or aeronautical product.

3. This chapter prescribes the Approved Maintenance Organisation procedures to be followed when maintaining technical equipment used as training aids.

TRAINING AIDS CLASSIFICATION

4. Training aids are classified as:

a. Operational Simulators. The term 'operational simulator' includes flight simulators, procedural and navigation simulators and air traffic control simulators, used to train system operators or aircrew.

b. Maintenance Training Simulators. Maintenance Training Simulators are used for training maintenance personnel and may be functional aircraft system models or representative systems.

c. Approved aeronautical product. Approved aeronautical product used as training aids is identical to and may be physically interchangeable with equipment in operational use.

d. Withdrawn aeronautical product. Aeronautical product provided for training as a result of the withdrawal of a particular system from operational use.

e. Explosive Ordnance. Explosive Ordnance (EO) that has been certified inert by Explosive Inspection Service (EIS) inspection in accordance with DEOP 103(AM1)—Explosive Ordnance Safety Manua (Books 1 to 4) may be used as training aids.

f. Miscellaneous Equipment. Equipment purchased as training aids, adapted or manufactured for a particular purpose.



2

AUTHORITIES

5. Directorate General Technical Airworthiness (DGTA-ADF) retains the engineering authority for current aircraft and approved aeronautical product. Training authorities are responsible for ensuring that engineering, maintenance and logistics plans are formulated and managed for training aids that fall outside the Technical Airworthiness Regulators (TAR) regulatory framework. ADF training authorities are as follows:

a. Navy. Training Authority–Aviation (TA–AVN).

b. Army. Headquarters Army Aviation Training Centre (HQ AAvnTC).

c. Air Force. Headquarters Air Force Training Group (HQ AFTG).

MAINTENANCE POLICY FOR TRAINING AIDS

Operational and Maintenance Training Simulators

6. The maintenance policy for operational simulator equipment is to be promulgated by the responsible System Project Office (SPO) in a specific TMP for the simulator. The maintenance policy for maintenance training simulators will be promulgated by the responsible SPO in either a TMP or in an SPO approved instruction.

NOTE

• Information specific to the operation and maintenance of Navy Flight Simulators and Aircrew Training Devices is contained within the Simulator Operating Procedures (SIMOPS) Manual, Document Number 9193 available from:

Air Warfare Systems Centre (AWSC) HMAS Albatross NOWRA NSW 2540

Approved aeronautical product

7. Approved aeronautical product is to be managed in accordance with AAP 7001.053(AM1)—Technical Airworthiness Management Manual and this publication1. Personnel conducting maintenance on approved aeronautical product are to meet the requirements of this publication and/or DEF(AUST)9022—Requirements for Civilian Personnel Maintaining State Aircraft and Aeronautical Product.

8. Withdrawn aeronautical product. The maintenance policy for training aids that are classified as withdrawn aeronautical product is as follows:

a. Authorisation to perform maintenance. The relevant training authority is to promulgate a scope of maintenance authority for individual training agencies in local instructions.

b. Publications. Common Service Systems Support Office – Aeronautical Publications (CSSSO–AP) will not normally provide publication services for aeronautical product withdrawn from service. Training agencies are to promulgate procedures in local instructions for the control, amendment and reproduction of obsolete technical publications if required. Technical publications that are not subject to amendment action should be managed in accordance with local instructions.

c. Spares. Spares for withdrawn aeronautical product will normally be discarded with the parent equipment. Therefore, after notification that the prime equipment will be allotted for training aids, the training agency is to determine the spares requirements to support that equipment. For the purpose of securing, isolating and storing spares, lists detailing the spares required are to be referred to the responsible SPO and the relevant training authority for approval and/or action.

d. Engineering Support. If continued engineering support is required to safely operate a training aid and the previously responsible SPO no longer provides that support, a local engineering management and control body is to be established. Local engineering management and control bodies are to be developed in consultation with DGTA-ADF and the relevant training authority and are to:

(1) perform the engineering management and control functions necessary to safely operate the applicable training aid;

(2) ensure that an appropriate degree of rigour is applied to engineering decisions; and

(3) manage a formal process of authorisation and delegation for the maintenance and operation of safety critical training aids.



3

e. Modifications. Modifications to enhance the training potential of equipment may be incorporated by training agencies if approved by the Training Authority and the Commanding Officer/Officer Commanding (CO/OC). The major consideration in incorporating modifications or conducting maintenance is safety.

f. Markings. Withdrawn aeronautical product is to be marked with the words ‘For Training Purposes Only’.

Miscellaneous Equipment

9. Miscellaneous equipment purchased, manufactured, developed or adapted for use as training aids will not normally be provided with logistic support. Requests for spares, or maintenance beyond the capability or capacity of the training agency are to be directed to the responsible training authority for approval. Miscellaneous equipment is to be marked with the words ‘For Training Purposes Only’.

Aircraft Engines and Auxiliary Power Units

10. Additional guidelines and procedures applicable to engineering and maintenance management of aircraft engines and Auxiliary Power Units (APUs) allotted for use as training aids are detailed in Annex A.

Safety Requirements Applicable to Technical Training Aids

11. Safety requirements applicable to technical training aids are consistent with those in practice throughout the ADF2. COs/OCs are to ensure that authorised maintenance data are available to users, as published in AAPs, NAPs, ABRs, TMPs, local instructions and Defence Documents3. When safety requirements are not addressed by the publications and instructions are unavailable, the agency is to seek assistance from the responsible SPO, FEG or the base Occupational Health and Safety representative (HSR) as applicable.

Annex:

A. Engineering and Maintenance Management of Aircraft Engine and Auxiliary Power Unit Training Assemblies 1 TAREG 5.4.3 2 TAREG 5.1.5 3 TAREG 5.1.1



4

Blank Page



8A–1

ENGINEERING AND MAINTENANCE MANAGEMENT OF AIRCRAFT ENGINE AND AUXILIARY POWER UNIT TRAINING ASSEMBLIES

INTRODUCTION

1. The ground running of aircraft engines and Auxiliary Power Units (APUs) assigned as training aids to training agencies, particularly to the RAAF School of Technical Training (RAAFSTT), is a valuable practice to enhance technical training. Engineering controls must be established and managed to ensure the safety of instructors and trainees in the training environment. The principal consideration is the management of component fatigue limits, which if exceeded, could cause serious injury or damage to equipment.

SCOPE

2. This annex provides guidance for System Project Offices (SPOs) and training agencies when transferring engines and APUs with critical components from an operational environment to a training environment. It applies to engines and APUs that may be used to perform ground runs or similar activities.

ENGINE LIFE MANAGEMENT

3. Life management of safety critical components requires a rigorous degree of management to minimise the probability of uncontained failure. As per AAP 7001.054 (AM1)—Airworthiness Design Requirements Manual Section 4, a safety critical component is one whose failure mode can have catastrophic consequences, since the resulting debris cannot be contained by the engine casing. An engine Original Equipment Manufacturer (OEM) typically defines safety critical components as those with relatively high mass rotating at high speed such as compressor discs, fan blades, turbine discs and shafts.

4. Policy for engine structural integrity management can be found in AAP 7001.053(AM1)—Technical Airworthiness Management Manual Section 3, and requires that critical components must be identified by the OEM and have their life limits published in an applicable Technical Maintenance Plan (TMP). Component lives must be tracked whilst in service and be regularly reviewed against ADF usage rates. Normally an Engine Structural Integrity Management Plan (ESIMP) is required to document life management activities throughout Life of Type (LOT) of the parent aircraft. If an engine did not have an ESIMP before transition to the training environment, there is no requirement to develop one, however, the Throw Away (TA) lives in the applicable TMP are to be adhered to.

METHOD OF CONTROL

5. OEM advice is the source of recommended life limits for critical components and through the Technical Information Review (TIR) process this advice is transferred into an applicable TMP. The TMP remains the maintenance authority document and specifies TA lives to ensure that critical components with life limits are removed in accordance with OEM advice. TA lives may only be increased with approval from the OEM or the Technical Airworthiness Regulator (TAR).

6. Before an engine or APU is converted to a functional training aid, the responsible SPO is required to establish the long-term role, environment and planned maintenance concept for the equipment. The responsible SPO is to review the engine/APU maintenance policy and produce a TMP to specify adequate maintenance requirements to safely operate the equipment.

7. Critical Parts Life Tracking. If there was no requirement from the OEM to track ground running hours (or cycles) in the operating environment, it cannot be assumed that ground running does not need to be tracked in the training environment. This is because ground running will become the cause of all fatigue damage, which occurs primarily during engine start up. Additionally, subject to the engine type, fatigue cycles per hour of operation could be accrued at a faster rate than that assumed by the OEM for the operational environment. The original managing SPO should consult the OEM to confirm whether the training environment is less severe than the operational environment. This will require input from the training agency to determine the number of engine starts per hour of operation.

NOTE

• TMPs are to emphasise that ground running (hours or cycles depending on engine type) are to be tracked regardless of previous requirements in the operational environment.

8. Cyclic Conversion Factors. Some engine types require cyclic conversion factors (ie engine hours to cycles) for fatigue life management in the operational environment. In these cases, the SPO should confirm with the



8A–2

OEM what cyclic conversion factors need to be applied by the training agency for parts life tracking. This will require input from the training agency to determine the number of engine starts per hour of operation. Any requirement to use conversion factors must be documented in the TMP.

RECORDING OF OPERATING PARAMETERS

9. Since the prolonged operation of a training aid engine/APU can be as equally fatigue damaging as installed airborne operation, all operations and hours are to be recorded for maintenance purposes on training aid engines/APUs. The responsible SPO for in-service aircraft engines/APUs will detail procedures for recording operating parameters in the applicable recording and certification system.

10. Where engines/APUs have been withdrawn from operational service and the support normally provided by the responsible SPO has also been withdrawn, a local engineering management and control body is to be nominated and the body is to develop procedures for recording operating parameters. Life accrual and monitoring methods must be determined by the SPO prior to hand over of the engine to the training agency to ensure that the receiving unit has the capability to continue safe operation of the engine.

MAINTENANCE

11. Major servicings carried out on training aid engines/APUs must conform to the requirements specified for each engine/APU. Periodic inspections of all training aid engines/APUs are required. No engine/APU is to be ground run unless the local engineering management and control body is completely satisfied with the condition of the engine/APU.


12. Authorised Maintenance Data used for maintaining the engines/APUs in the operational environment are to be used in the training environment1. Additionally, the local engineering management and control body responsible for training aid engines/APUs withdrawn from service is to maintain a complete set of master publications for the applicable engines/APUs.

DGTA-ADF ENDORSEMENT

13. When an engine or APU is allotted to a training agency for use as an operational training aid, Directorate General Technical Airworthiness (DGTA-ADF) is to be advised of the transfer. Twelve months after the transfer of the engine or APU to the training agency, DGTA-ADF will ensure that the:

a. engine component life accrual philosophy and methodology is appropriate to the training environment,

b. engineering review and management system is effective, and

c. maintenance philosophy is suitable for the role and is compliant with OEM requirements.

1 TAREG 5.1.1



1

SECTION 8

CHAPTER 9

GROUND SUPPORT EQUIPMENT INTRODUCTION ............................................................................................................................................. 1 RESPONSIBILITIES........................................................................................................................................ 1

Systems Program Office .............................................................................................................................. 1 Ground Support Equipment Item Managers ................................................................................................ 2 Senior Maintenance Manager ...................................................................................................................... 2 Maintenance Managers................................................................................................................................ 2 Personnel Operating Ground Support Equipment ....................................................................................... 2

AUTHORISATIONS......................................................................................................................................... 3 Authorisation to use Ground Support Equipment on Aircraft and Aeronautical Product ............................. 3 Authorisation to Operate Ground Support Equipment ................................................................................. 3 Authorisation to Maintain Ground Support Equipment................................................................................. 3 Authority to Locally Manufacture or Modify Ground Support Equipment..................................................... 3

GROUND SUPPORT EQUIPMENT MAINTENANCE MANAGEMENT SYSTEM......................................... 4 GROUND SUPPORT EQUIPMENT MAINTENANCE MANAGEMENT POLICY .......................................... 4

Technical Maintenance Plans ...................................................................................................................... 4 Generic Maintenance Policy Publications .................................................................................................... 5 Hierarchy of Technical Maintenance Plans.................................................................................................. 5

GROUND SUPPORT EQUIPMENT MAINTENANCE DOCUMENTATION ................................................... 5 Maintenance control and administration ...................................................................................................... 5 Ground Support Equipment Logs................................................................................................................. 5 AA Series Calibration Labels ....................................................................................................................... 5 Serviceable Labels ....................................................................................................................................... 5 Unserviceable Labels ................................................................................................................................... 6 Reports on Defective Ground Support Equipment....................................................................................... 6

GROUND SUPPORT EQUIPMENT TRANSPORTATION REQUIREMENTS............................................... 6 Generic Transportation Requirements ......................................................................................................... 6 Specific Transportation Requirements ......................................................................................................... 6

GROUND SUPPORT EQUIPMENT COLOUR SCHEMES ............................................................................ 6 GROUND SUPPORT EQUIPMENT USED IN HAZARDOUS AREAS .......................................................... 7 DISPOSAL OF SURPLUS GROUND SUPPORT EQUIPMENT .................................................................... 7 Annex .............................................................................................................................................................. 7 A. Ground Support Equipment Managed By NASPO

INTRODUCTION

1. Ground Support Equipment (GSE) is an integral element of aircraft support and has the potential to impact on mission worthiness and airworthiness.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities when managing GSE in support of Technical Airworthiness Regulations:

a. 5. 4. 1—Tools and Support Equipment; and

b. 5. 4. 2—Local Manufacture or Modification of Standard Tools.

RESPONSIBILITIES


3. The aircraft weapon system Systems Program Office (SPO) is responsible for:

a. maintaining the aircraft/GSE interface technical specification, which is part of the aircraft certification baseline;

b. approving all GSE (including legacy GSE) used to support the weapon system aircraft/aeronautical product;

c. maintaining a list of the approved GSE as part of the weapon system records;



2

d. ensuring that aircraft maintenance manuals accurately reflect and reference approved GSE; and

e. ensuring that any additional maintenance requirements that may be placed on GSE that is part of the weapon system, but managed by other agencies is reflected in the sponsored GSE TMP.

Ground Support Equipment Item Managers

4. Items of specific GSE used to support aircraft weapons systems may be managed by item managers within:

a. the weapons system SPO for unique to aircraft type GSE;

b. System Support Offices (SSO) for common use GSE; or

c. other applicable SPOs, eg Engineer SPO in Land Systems Division.

5. The GSE item manager is responsible for functions associated with technical equipment logistics support, such as, but not limited to:

a. maintaining the equipment configuration to the appropriate standards, eg the aircraft interface requirements, Australian Standards, Air and Space Interoperability Committee (ASIC) requirements, MIL–STD etc;

b. maintaining the equipment design and configuration records;

c. maintaining the equipment’s maintenance policy (which includes approving the support equipment used in conjunction with the GSE maintenance);

d. maintaining all relevant documentation associated with the equipment, eg operating manuals, maintenance manuals and the equipment Technical Maintenance Plan (TMP);

e. reviewing and processing all relevant technical reports/forms associated with the equipment, eg Defect Reports, ASORs, Condition Reports etc; and

f. identifying, introducing or coordinating the replacement of GSE for specific maintenance tasks.


6. The Senior Maintenance Manager (SMM) of an AMO is responsible for ensuring the following:

a. A maintenance management system is in place to conduct and coordinate AMO GSE maintenance in accordance with applicable TMP, SPO approved maintenance data, local instructions and the requirements of this chapter1.

b. All GSE (including legacy GSE) used on aircraft and aeronautical product is approved by the responsible SPO.

c. A system is in place to conduct and manage:

(1) GSE operator/maintenance training; and

(2) operator/maintenance task authorisation and re-certification2.

d. A system is in place to identify and repair/dispatch unserviceable GSE efficiently.

e. GSE maintenance carried out by the AMO is performed, supervised and inspected in accordance with Section 3 Chapter 1—Supervision and Inspection within an AMO.

7. The SMM may delegate these responsibilities to a GSE manager3.


8. Maintenance Managers (MMs) are responsible for ensuring that:

a. unserviceable or defective GSE is clearly identified and isolated from serviceable equipment, and

b. operators are qualified and authorised to use the GSE as applicable.

Personnel Operating Ground Support Equipment

9. Operators are responsible for ensuring:

a. GSE is operated within the bounds of authorisation;

b. GSE is operated in accordance with the applicable SPO approved instructions/publications;



3

c. GSE is appropriate and serviceable for the intended purpose before use;

d. unserviceable/defective GSE is labelled, isolated and reported to the responsible MM for further action; and

e. compliance with safety requirements detailed in Section 8 Chapter 2—General Aircraft Safety and AAP 7600.500–14M—GSE Handling Procedures, General Maintenance and Safety Precautions.

AUTHORISATIONS

Authorisation to use Ground Support Equipment on Aircraft and Aeronautical Product

10. GSE authorised for use when maintaining aircraft/aeronautical product includes:

a. standard tools that are a subset of an authorised Composite Tool Kit (CTK);

b. GSE that is authorised by the weapon system SPO and is listed in:

(1) SPO approved maintenance documentation; or

(2) Australian Defence Aviation Authorised Spares System (ADAASS).

c. locally manufactured or modified equipment authorised in accordance with paragraph 19.

Authorisation to Operate Ground Support Equipment

11. When an aircraft/aeronautical product maintenance process is authorised in the record of training and employment documentation, authorisation to operate the GSE directly supporting the process is inclusive. Equipment that provides indirect support, eg power carts, must be authorised separately.

12. Pre-requisite qualification requirements for AMO maintenance personnel provide a basic level of operational competence on standard and common tools of trade, eg a qualified avionics technician is trained and competent to operate a standard multimeter. Qualified AMO maintenance technicians do not require additional authorisation to operate standard hand tools and tools of trade.

13. The SMM or delegate must authorise appropriately trained personnel to operate GSE not considered to be standard or common tools of trade, in their record of training and employment documentation4.

14. Non-Technical Personnel. Non-technical personnel are authorised to operate GSE in accordance with Section 2 Chapter 3—Task Authorisation of Non-Technical Personnel (Other than Aircrew).

15. Navy only. Personnel authorised as Qualified to Maintain Class 1 (QM1) may operate all Class 1 GSE. Refer to Annex A for further information on GSE classifications.

16. Licences. A licence certifies that a person is competent to drive/operate an item of equipment. It is not an authorisation to operate GSE when supporting maintenance on aircraft/aeronautical product. All personnel must be authorised by the SMM or delegate prior to operating GSE in support of AMO activities5.

17. Licences are required to drive vehicles and some ancillary equipment, eg tow motors. Licences attained to support AMO maintenance requirements must be annotated in the record of training and employment6. Refer to DRTIs—Defence Road Transport Instructions for further policy on licence requirements.

Authorisation to Maintain Ground Support Equipment

18. GSE authorised maintenance venues are identified in the applicable TMP. The SMM or delegate must authorise personnel to perform, supervise and inspect maintenance of designated GSE in accordance with Section 2 Chapter 3 (for non-technical personnel), Section 3 Chapter 1 (for aircrew), or Section 2 Chapter 1 as applicable7.

Authority to Locally Manufacture or Modify Ground Support Equipment8

19. An AMO may locally manufacture or modify GSE when:

a. directed by the responsible SPO in accordance with authorised drawings and instructions;

b. the item of GSE is a standard tool and the manufacture/modification is authorised by the SMM; or

c. a simple modification to a standard hand tool is authorised by the SMM, eg etching for identification purposes or grinding down tools to allow easier access.



4

20. The SMM must ensure that manufactured or modified GSE is fit for its intended purpose and documentation detailing the tools purpose, maintenance policy, and correct use is detailed in a local procedure; and the responsible SPO is provided a copy.

GROUND SUPPORT EQUIPMENT MAINTENANCE MANAGEMENT SYSTEM

21. The AMO is responsible for managing GSE maintenance in accordance with the maintenance policy established in relevant TMP, equivalent publications, maintenance manuals and instructions. To meet this requirement in an efficient manner, the AMO must operate a maintenance management tool or system to coordinate and track the following information:

a. the inventory of all GSE assets held by the AMO;

b. current location of each item of GSE, eg 4OCU CTK6, MEOMs for Bay Service, Fly Away Kit 123 etc;

c. identified relevant TMPs, equivalent publications, maintenance manuals and instructions that disclose the equipment’s maintenance policy; and

d. scheduled/fixed interval maintenance and forecasts.

22. Some tools currently used to support aspects of maintenance management are Austere Interim Maintenance Management System (AIMMS), Military Integrated Logistics Information System – Maintenance Module (MILIS - MM), and the Calibration Management Information System (CMIS).

GROUND SUPPORT EQUIPMENT MAINTENANCE MANAGEMENT POLICY

Technical Maintenance Plans

23. There are a number of engineering, maintenance and logistics organisations responsible for managing GSE. In addition, there are a number of TMPs that promulgate maintenance policy for various items of GSE. An understanding of the Defence organisations responsible for the engineering and logistics management of GSE is required to establish the relevant TMP/Instruction for an individual item of equipment. Organisational responsibilities for the management of GSE are as follows:

a. Weapon System Unique GSE. Aircraft weapon system unique GSE is generally managed by the sponsor SPO. The technical maintenance policy for platform unique GSE is usually detailed in the aircraft GSE TMP (AAPs sponsored by the weapon system SPO) and the associated equipment maintenance manuals. An example of a weapon system unique item is the APC3 tow bar.

b. NASPO Managed GSE. GSE that is managed by Navy Aviation Systems Program Office (NASPO) is promulgated in NAP 7069.001–7—Ground Support Equipment N02Z Technical Maintenance Plan. Specific maintenance management instructions for this equipment is promulgated at Annex A.

c. Common Use GSE. The bulk of GSE approved to support two or more aircraft types is generally managed by Aerospace Equipment Systems Support Office (AESSO). Within AESSO, item management responsibility is established as follows:

(1) GSE that may be classified as General Purpose Test and Measuring Equipment (T&ME), eg multimeters, oscilloscopes, commercial grade electronic bench top equipment, IFF test sets etc, is managed by Test Equipment Logistics Management Unit (TELMU). The technical maintenance policy for T&ME is promulgated in AAP 7600.001–7(AM1)—Common Test and Measuring Equipment GZ10 Technical Maintenance Plan.

(2) All other Common Use GSE is managed by Support Equipment Logistics Management Unit (SELMU) and the associated technical maintenance policy is promulgated in AAP 7069.100–7. Examples of GSE managed by SELMU include nitrogen trolleys and non-destructive test equipment.

d. GSE Managed by Land Systems Division. To achieve efficiency through management of like equipment, some items of GSE are managed by Land Systems Division (LSD) and are regulated in accordance with the Technical Regulation of Army Materiel Manual (TRAMM). Additional supporting maintenance policy for this GSE is promulgated in Electrical and Mechanical Engineering Instructions (EMEIs). Examples of GSE managed by LSD include workshop equipment and aircraft refuelling trucks. The technical maintenance policy for workshop equipment is promulgated in EMEI Workshop A 020—Support Equipment Technical Maintenance Policy.



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e. Hand Torque Tools (Torque Wrenches) Managed by LSD. The policy on operation, care, maintenance and testing of torque wrenches is promulgated in EMEI Workshop M 019–1—Torque Wrenches. This EMEI is available at the Intranet address: http://vbmweb.sor.defence.gov.au/TECHDATA/Dofa/Emei/Workshop/M019–1.pdf

24. Information on item managers responsible for specific items of GSE can be established using the Logistic Management Area Designator (LMAD) code on SDSS.

Generic Maintenance Policy Publications

25. A number of publications detail generic maintenance management policy that may not be addressed by specific or platform unique TMPs. Examples of publications that promulgate generic maintenance management policy include, but are not limited to:

a. AAP 7600.500–14M—GSE Handling Procedures, General Maintenance and Safety Precautions, and

b. AAP 7002.023(AM1)—Dry Breathing Oxygen Technical Requirements and General Information.

Hierarchy of Technical Maintenance Plans

26. The SPO responsible for authorising GSE used on a weapon system may tailor the maintenance policy for Common Use GSE, or GSE managed by LSD to meet a unique engineering/maintenance requirement. Tailored maintenance policy for this equipment will normally be promulgated in the applicable aircraft TMP, aircraft GSE TMP or NAP 7069.001–7. This tailored policy has precedence over the more generic policy promulgated in Common Use GSE or EMEI TMPs. When the technical maintenance requirements for items of GSE are detailed in more than one policy document or maintenance plan, the following hierarchical order applies:

a. Aircraft TMP, aircraft GSE TMP or NAP 7069.001–7.

b. AAP 7069.100–7 or AAP 7600.001–7 (AM1).

c. Applicable Electrical and Mechanical Engineering Instructions (EMEIs).

d. Generic policy publications.

GROUND SUPPORT EQUIPMENT MAINTENANCE DOCUMENTATION

27. Policy on GSE maintenance documentation requirements is promulgated in a number of publications. The following paragraphs provide a basic overview of the principal GSE policy documents.

Maintenance control and administration

28. Policy addressing maintenance control and the administration of documentation associated with GSE managed by Aerospace Systems Division SPOs/Systems Support Office (SSO), with the exception of NASPO managed GSE, is promulgated in AAP 7001.006–1—Technical Maintenance Control and Associated Documentation. Instructions for NASPO managed GSE documentation is provided in Annex A. Policy for GSE managed by LSD SPOs/SSOs is detailed in the TRAMM. Policy for common T&ME is detailed in AAP 7600.001–14(AM1)—Test and Measuring Equipment Calibration Management and Handling Procedures Manual.

Ground Support Equipment Logs

29. Log requirements for each item of GSE are detailed in Part 3 of the applicable TMP. Publications providing support policy for the logs are normally listed in Part 1 of the TMP.

AA Series Calibration Labels

30. The AA series of calibration labels and tags are used within Defence to indicate the calibration of ADF test and measuring equipment. A full description and purpose of the labels and tags used by ADF Calibration is contained in AAP 7600.001–14(AM1).

Serviceable Labels

31. Serviceable labels are used to certify GSE serviceability. Instruction on the use of Serviceable Labels is promulgated in Section 5 Chapter 1 Annex A—Aeronautical Product Serviceable and Unserviceable Labels. Serviceable labels are not required when:

a. other approved forms are used to indicate the serviceability status of specific GSE, eg Form EE537—Ground Equipment Servicing and Operating Record;



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b. GSE is not subjected to a maintenance management policy, eg standard tools and aircraft wheel chocks; and

c. A current AA series calibration label is attached to an “in service” piece of Test and Measuring equipment (T&ME).

32. All serviceable T&ME that is being returned to stores must have a serviceable label attached.

33. When it is impractical to attach serviceable labels to GSE, the labels must be retained in a location where confirmation of equipment serviceability status can be established promptly.

Unserviceable Labels

34. Except where other approved forms are used to indicate the unserviceability status of specific GSE, all unserviceable GSE must be identified by unserviceable labels in accordance with Section 5 Chapter 1 Annex A.

35. Fully functional tags/labels (AD204 and AD205), XX-Do not use labels/tags (AD210 and AD196) are interchangeable with the Serviceable and Unserviceable labels as the intent of both sets of terminology are the same. The restricted use label/tags (AD198 and AD207) are authorised for use on GSE, where appropriate.

Reports on Defective Ground Support Equipment

36. Defective Ground Support Equipment must be reported as follows:

a. Weapon System Unique GSE. GSE managed by a weapon system SPO must be reported in accordance with Section 6 Chapter 2—Report on Aircraft and Aeronautical Product.

b. Common Use GSE. Defective Common Use GSE managed by AESSO must be reported using the Report of Defective or Unsatisfactory Materiel (RODUM) system in accordance with AAP 7001.055(AM1)—Support and Test Equipment Through Life Support Manual.

c. LSD Managed GSE. Defective GSE managed by LSD must be reported using the RODUM system in accordance with the TRAMM.

GROUND SUPPORT EQUIPMENT TRANSPORTATION REQUIREMENTS

Generic Transportation Requirements

37. DEF(AUST)1000C—Australian Defence Force Packaging Standard provides guidance for personnel involved with processes including, but not limited to packing, handling and transportation of equipment. This standard must be used by Air Force, Army, Navy and ADF contractor AMOs.

Specific Transportation Requirements

38. Additional preparation for transportation requirements may be promulgated in GSE maintenance or operation documentation. There are also a number of publications/instructions that address air transportation, SPO/SSO requirements, and other specific information. Examples include, but are not limited to the following:

a. Precautions, limitations and procedures for the preparation of GSE for air transportation are detailed in AAP 7002.007–1—Technical Equipment Preparation for Air Transportation.

b. Preparation for transportation procedures applicable to Common Use GSE is detailed in AAP 7001.055(AM1).

c. Packaging instructions for transporting equipment to and from ADFCAL are detailed in AAP 7600.001–14(AM1).

GROUND SUPPORT EQUIPMENT COLOUR SCHEMES

39. GSE must be individually assessed for colour requirements. If there is no specific colour requirement for an item of GSE, the original paint colour must be maintained at least until the next repaint. Most items of GSE utilised on flight lines, tarmacs or designated hard stand areas are painted in accordance with AAP 7600.500–14M. Safety and protective equipment fitted to the aircraft when not in operation, eg blade fold equipment, gust locks and blanks must be red in colour.

40. On operational deployment, the colour of GSE may be altered at the Deployment Commanders discretion, but alternative means of camouflage should be employed where possible.



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41. Prior to painting GSE, all instructions, warnings and safety notices must be noted or removed, and replaced on completion. Any data plates permanently affixed to GSE are not to be painted over. To identify the contents of GSE used in the replenishment and servicing of aircraft, the applicable identification symbols and codes must be applied in accordance with AAP 8130.001–9 Air Standard (AIR STD) 25/3—Aircraft Servicing, Hazard and Emergency Markings.

GROUND SUPPORT EQUIPMENT USED IN HAZARDOUS AREAS

42. For instructions on the operation of electrically driven/powered GSE within a Restricted Area refer to Section 8 Chapter 2.

43. Guidance on authorisation requirements and SMM responsibilities applicable to electrical GSE used in hazardous zones is promulgated in AAP 7600.500–14M. This publication also provides guidance on:

a. delineation of hazardous areas associated with hangars, tarmac areas and aircraft; and

b. specific instructions for lighting used in hazardous areas.

DISPOSAL OF SURPLUS GROUND SUPPORT EQUIPMENT

44. Surplus GSE are those assets that are either:

a. no longer needed to support the ADF;

b. excess to requirements;

c. unsuited for use because of obsolescence or expired shelf life;

d. can be provided by alternative means in a more economic matter; or

e. beyond economic repair.

45. For the disposal of Surplus GSE refer to DI(G) LOG 4–3–008—Disposal of Defence Assets.

Annex:

A. Ground Support Equipment Managed By NASPO 1 TAREG 4.5.1c 2 TAREG 4.5.3f 3 TAREG 4.5.1e and TAREG 4.5.3b 4 TAREG 4.5.3b,f 5 TAREG 4.5.3b 6 TAREG 4.5.3f 7 TAREG 4.5.3b 8 TAREG 5.4.2



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GROUND SUPPORT EQUIPMENT MANAGED BY NASPO PURPOSE ....................................................................................................................................................... 1 BACKGROUND INFORMATION.................................................................................................................... 1 SERVICINGS................................................................................................................................................... 1

Class 1 GSE................................................................................................................................................. 1 Class 2 GSE................................................................................................................................................. 1 Class 3 GSE................................................................................................................................................. 1

GSE MAINTENANCE DOCUMENTATION..................................................................................................... 2 Series TAM135............................................................................................................................................. 2 Series TAM136............................................................................................................................................. 3 Series TAM137............................................................................................................................................. 3 Documentation Check .................................................................................................................................. 4

TECHNICAL INSPECTIONS........................................................................................................................... 4 GSE INVENTORY SYSTEM ........................................................................................................................... 4 EMBARKED FLIGHTS.................................................................................................................................... 4

PURPOSE

1. Not all Ground Support Equipment (GSE) used by Naval aviation is managed by Navy Aviation Systems Project Office (NASPO). This annex provides instructions additional to Section 8 Chapter 9—Ground Support Equipment, that apply specifically to GSE managed by NASPO.

BACKGROUND INFORMATION

2. GSE managed by NASPO is divided into three classifications which are:

a. Class 1. Equipment which, due to its complexity/importance in measuring system performance or condition monitoring, requires maintenance manuals to detail the procedures for testing, calibration, operation, servicing and repair.

b. Class 2. Equipment which, due to its simplicity and robust construction, can be maintained by the application of conventional engineering practices and does not require any special instructions to operate or maintain, eg chocks and ladders.

c. Class 3. Ground Lifting Equipment (GLE) including aircraft slings, power plant and engine beams, slings and all other lifting tackle used with aircraft or aeronautical product.

SERVICINGS

Class 1 GSE

3. Class 1 GSE must be serviced and inspected in accordance with authorised maintenance data1. Where no official publication exists, servicing instructions must be prepared by the SMM or delegate and forwarded to NASPO for approval and issue. NASPO may task the Aircraft Maintenance and Flight Trials Unit (AMAFTU) to validate these proposals. The instructions must include periodic servicing, mechanical and operational checks, protective treatment and cleanliness standards as required.

Class 2 GSE

4. Class 2 GSE must be serviced and inspected in accordance with authorised maintenance data, when available2. Where no official publication exists, conventional engineering practices must be employed.

Class 3 GSE

5. The general material condition of Class 3 GSE must be inspected immediately prior to use. The attached test label must be checked to ensure that periodic testing is not due. All items of Class 3 GSE must be maintained in accordance with AAP 7600.500–14M—GSE Handling Procedures, General Maintenance and Safety Precautions, and authorised maintenance data as applicable3. If there is no authorised maintenance data for an item of Class 3 GSE, maintenance must be performed in accordance with current approved Australian Standards. Class 3 GSE drawings can be obtained from NASPO.



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6. All Class 3 GSE lifting appliances must be marked with the following information:

a. serial number;

b. Safe Working Load (SWL);

c. date of last test;

d. date of entry into service; and

e. date of next test due.

7. Packaged Slings Held in Stores. Time accrued in storage after manufacture does not count towards the date of retest for new slings. Lifting appliances must be visually inspected for serviceability by the SMM or authorised delegate when taken on charge and the in service date and details must be recorded on Form TAM137—Ground Lifting Equipment Register.

GSE MAINTENANCE DOCUMENTATION

8. The forms used for recording servicing/maintenance on GSE managed by NASPO, with the exception of Class 1 Calibration Management Information System (CMIS) equipment, are as follows:

a. Series TAM135—Ground Support Equipment Servicing Form;

b. Series TAM136—Ground Support Equipment Servicing Form Register; and

c. Series TAM137—Ground Lifting Equipment Register.

Series TAM135

9. Series TAM135 is the servicing record and certificate of serviceability for items of Class 1 equipment listed in NAP 7069.001–7—Ground Support Equipment TMP. It consists of six parts as follows:

a. Part 1—AM135–11—Leading Particulars. Part 1 is used to record the leading particulars, operating limitations and special instructions for an item of equipment. The GSE type, Mark, Serial Number, manufacturer’s name, date received and the leading particulars are annotated with the necessary details. Any applicable Operating Limitations and/or Special Instructions are inserted. Components requiring log cards are also listed. Obsolete entries are ruled through and initialled.

b. Part 2—AM135–21—Acceptable Deferred Defects. Part 2 of the series TAM135 is used to defer unserviceabilities of a minor nature that will not impact on the operational use of the parent equipment and will not require immediate rectification. Each unserviceability is certified in the column headed ‘Authorised by Signature of Technical Officer’, by the SMM or delegate. The unserviceability rectification date is entered in the column headed ‘When to be undertaken’. For rectification, unserviceabilities are transferred to Part 4—Unserviceability Log Equipment and the Serial Number is entered in the Column headed ‘U/S Log Work Serial Number’. On completion of the rectification, the entry is ruled through with blue/black ink and signed by an authorised tradesperson.

c. Part 3—TAM135–31—Servicing Certificate. Part 3 is used to record Daily Inspections (DIs)/Before Operation Inspections (BOIs), replenishments and operating data. Details of the Page Number, Equipment Type, Mark and Serial Number are entered on the top of the page. The certificate is divided into the following sections:

(1) Time and Date Column. The tradesperson servicing the equipment must enter the DTG of certification.

(2) Inspection. The type of inspection, eg DI, BOI, must be entered by the tradesperson carrying out the inspection.

(3) Fuel, Oil, Coolant and Hydraulic Oil Columns. The quantity of fuel, oil, coolant or hydraulic oil added and the totals are entered in the appropriate columns. Where the reservoir/tank is filled to capacity, the word ‘FULL’ may be used.

(4) Starts, Hours Run, Connections, Turbine Hours. Where applicable, the daily and total number of starts, hours run, connections and turbine hours are recorded.

(5) Signature. The tradesperson(s) responsible for carrying out any inspection or servicing must enter the applicable trade and sign this column. These signatures certify that the inspection/servicing has been completed in accordance with authorised maintenance data4.



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d. Part 4—AM135-41-Unserviceable Log–Equipment. Part 4 of the series TAM135 is used to record equipment unserviceabilities and corrective actions taken including the incorporation of Modifications (MODs) and Special Technical Instructions (STIs). When an unserviceability is discovered, the tradesperson must complete the ‘Equipment Placed Unserviceable’ section of the form. When the unserviceability is rectified, the tradesperson must complete the ‘Details of Action Taken To Make Serviceable’ section of the form. When applicable, the corrective action must be countersigned by an authorised Maintenance Manager (MM) in the ‘Equipment’ column. MODs and STIs are entered in Part 4 by annotation of the MOD/STI Authority, MOD/STI Number and full title. Where MODs or unserviceabilities are deferred, the unserviceability is transferred verbatim to Part 2. The ‘Corrective Action Taken’ column is annotated ‘TX to Part 2 Authority…(insert appointment as authorised in local instructions)…’ and the period of deferment. The DTG is entered in the ‘Completion Date and Time’ column and the ‘Equipment’ column is signed by the SMM or delegate authorising the deferment. The remaining boxes are diagonally ruled through.

e. Part 5—AM135–51—Table of Servicing/Overhaul. Part 5 of the series TAM135 is used to record all inspections (with the exception of DIs and BOIs), servicing and/or overhaul arising. All inspections, servicing or overhaul arising are entered in the relevant columns. The DTG is entered and the work is signed for in the appropriate column. As each inspection, servicing or component overhaul is carried out, the next due date/hours is calculated and entered in the next column.

f. Part 6—Support Equipment/ Component Log Card. Part 6 of the series TAM135 is used to record MODs, STIs, compliance with Royal Australian Navy Aircraft Maintenance Orders (RANAMOs), equipment history, running time and details of installation of components. MODs, STIs, RANAMOs, the life history of the equipment, major repairs, replacements, running time and details of installation of components are recorded on Form AM135–61—Support Equipment/ Component Log Card. As each MOD, STI, or RANAMO is carried out, the title and brief description must be entered in the Form AM135–62—Summary of Technical Orders. When NAP 7069.001–7 mandates the recording of special inspections not covered by columns in Part 3, an appropriate heading must be made.

Series TAM136

10. The Series TAM136—Ground Support Equipment Servicing Form Register is the servicing record for items of Class 2 equipment. These forms are placed in a binder that is divided into separate sections to facilitate data management as follows:

a. Section 1—Airframe Equipment,

b. Section 2—Engine Equipment,

c. Section 3—Electrical Equipment,

d. Section 4—Armament Equipment,

e. Section 5—Personnel Environmental Systems Equipment, and

f. Section 6—Aircraft Salvage Equipment.

11. The Form AM136–11—Table of Inspections is used to enter all servicing details. As each servicing is carried out, the next due date must be calculated and entered in the applicable column. On return of the equipment to Ground Support Section (GSS), the date and reason for return must be entered in the appropriate column and signed by the authorised tradesperson.

Series TAM137

12. The Series TAM137—Ground Lifting Equipment Register is a servicing/survey record and provides an accurate record of the serviceability state of Class 3 equipment. Series TAM137 are contained in a binder divided into two parts as follows:

a. Part 1—AM137–11—Index. Part 1 of Series TAM137 is used to tabulate Class 3 equipment by item registration number and description.

b. Part 2—AM137–12—Lifting Equipment Record Sheet. Part 2 of Series TAM137 is used to document tests/surveys for each item of equipment. Each test/survey is signed by the test/survey authority.



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Documentation Check

13. The SMM or delegate is responsible for ensuring that all documentation for allocated Class 1 GSE is accurate. GSE documentation checks must be carried out by an authorised Maintenance Manager (MM) on the following occasions:

a. on receipt and dispatch;

b. before items are loaded to the FMIS/CMIS databases; and

c. whenever deemed necessary by the SMM or delegate.

TECHNICAL INSPECTIONS

14. Technical inspections concentrate on ensuring the general readiness and continued serviceability of GSE for the duration of intended maintenance tasks. The SMM or delegate is responsible for ensuring that the following GSE inspections are carried out:

a. Immediately Before Use. All GSE must be inspected immediately before use.

b. Daily. Daily inspections must be performed on portable air compressors, instrument test trolleys, electric starting trolleys, external air starting devices, hydraulic servicing trolleys and all power driven or internal combustion engine items.

c. Weekly. Weekly inspections must be performed on paint spraying apparatus, inhibitor equipment, oleo pumps, hydraulic lifting jacks and aircraft crash lifting bags.

NOTE

• Equipment used to replenish aircraft engine and gearbox oil systems must be fitted with a flowmeter to measure the quantity of oil dispensed. Holding units must confirm the accuracy of flowmeters during the monthly technical inspection in accordance with approved instructions. Equipment with unserviceable flowmeters is not to be used.

d. Monthly. Monthly inspections must be performed on portable engine hoists, engine and power plant, aero and engine oil primers and replenishment equipment including flowmeters, towing and steering arms, universal jacking trestles, aircraft vacuum cleaners, chocks, platforms, ladders, trestles, mainplane protection mats, aircraft lifting appliances, aircraft screw jacks and aircraft hydraulic jacks. Aircraft screw and hydraulic jacks must be fully extended, inspected for water contamination and the ram/screw thread surfaces sprayed with an appropriate water displacing fluid.

GSE INVENTORY SYSTEM

15. Relocation of NASPO Managed GSE. The equipment item manager is primarily responsible for relocating GSE. The NASPO GSE Controller is responsible for ensuring the relocation of all NASPO managed GSE between Approved Maintenance Organisations is recorded on the Military Integrated Logistics Information System (MILIS) and on the Calibration Management Information System (CMIS) as applicable.

16. Outfit Allowance Lists. NASPO provides each Navy GSE Holding Unit with an Outfit Allowance List, detailing all GSE allocated to that Holding Unit. The SMM or delegate responsible for the Holding Units must ensure that the Outfit Allowance List is inspected at 12 calendar month intervals and forward a report to NASPO. The report must include expended life, condition, configuration and a forecast of maintenance requirements. This information is used to plan maintenance, repair, overhaul and modification programs, and assist in forecasting the expected Life-of-Type and replacement requirements of individual items of GSE managed by NASPO.

17. GSE Replacement Program. The responsible SMM is also to ensure that Navy GSE Holding Units submit an annual forecast for new and replacement GSE to NASPO. NASPO will coordinate the proposals and develop a five year forecast for new and replacement equipment. NASPO will action the procurement, development or evaluation of new GSE to meet necessary requirements based on the five year forecast plan.

EMBARKED FLIGHTS

18. Embarked Ships Flights must liaise with the NAS NOWRA GSE Controller for the repair and testing of Navy GSE in their area of operations.



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1 TAREG 5.1.1 2 TAREG 5.1.1 3 TAREG 5.1.1 4 TAREG 5.1.2 and TAREG 5.2.1d



9A–6

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SECTION 8

CHAPTER 10

DRY BREATHING OXYGEN SAFETY, QUALITY ASSURANCE AND MAINTENANCE

Table of Contents INTRODUCTION ............................................................................................................................................. 1 OXYGEN PUBLICATIONS ............................................................................................................................. 1

Maintenance and General Cleaning............................................................................................................. 1 Design .......................................................................................................................................................... 1

RESPONSIBILITIES........................................................................................................................................ 2 Base Dry Breathing Oxygen Quality Assurance Officer............................................................................... 2 Senior Maintenance Manager ...................................................................................................................... 2 ADF Aircraft and GSE Technicians.............................................................................................................. 2 Contractor Aircraft and GSE Technicians .................................................................................................... 2 Unit Dry Breathing Oxygen Quality Assurance Representative................................................................... 2

OXYGEN–RELATED SAFETY ....................................................................................................................... 2 LDBO QUALITY ASSURANCE REQUIREMENTS........................................................................................ 2 OXYGEN COMPONENT REPAIR AND OVERHAUL MAINTENANCE FACILITIES REQUIREMENTS...... 2

INTRODUCTION

1. Dry Breathing Oxygen (DBO) is used in military aircraft for protection of crew members and passengers against the effects of hypoxia at cabin altitudes above 10 000 feet, and against the inhalation of toxic materials which may be present in the aircraft in an emergency. There are four means of providing DBO:

a. Gaseous Dry Breathing Oxygen (GDBO),

b. Liquid Dry Breathing Oxygen (LDBO),

c. Chemical Oxygen Generators, and

d. On-Board Oxygen Generation Systems.

2. DBO systems introduce hazards into the maintenance environment. Oxygen increases material flammability and LDBO can cause cryogenic burns. Meticulous attention to quality of both systems and the DBO supplies is essential to minimise the risk of fire or contamination of supplies. Exacting standards of cleanliness of oxygen systems in aircraft, ground maintenance facilities and replenishment equipment is vital. Maintenance practices also require special procedures to ensure cleanliness levels are preserved and hazards to personnel are minimised.

3. This chapter provides instructions for Approved Maintenance Organisations (AMO) responsible for the aircraft oxygen systems and/or facilities.

OXYGEN PUBLICATIONS

Maintenance and General Cleaning

4. The maintenance and general cleaning of all ADF aircraft oxygen systems, related GSE and aircraft oxygen maintenance facilities should be in accordance with the following publications unless the responsible SPO provides an authorised alternate1:

a. AAP 7002.023(AM1)—Dry Breathing Oxygen Technical Requirements and General Information .

b. AAP 7055.001–99—Liquid and Gaseous Dry Breathing Oxygen Maintenance.

c. AAP 7550.001–2M—Oxygen Equipment.

Design

5. AAP 7001.054—Airworthiness Requirements Design Manual governs the design requirements for new and replacement aircraft oxygen systems.



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RESPONSIBILITIES

Base Dry Breathing Oxygen Quality Assurance Officer

6. A Base Dry Breathing Oxygen Quality Assurance Officer (BDBOQAO) must be appointed by the Base Commander (or equivalent) for each ADF base or formation with aircraft DBO storage, replenishment or maintenance responsibilities. The BDBOQAO responsibilities are confined to aircraft oxygen and support systems and are defined in AAP 7002.023(AM1) Section 1—Introduction, Policy, Roles and Responsibilities.


7. The Senior Maintenance Manager (SMM) or delegate is responsible for ensuring appropriately qualified and authorised personnel perform oxygen system maintenance in accordance with the applicable authorised maintenance data2.

ADF Aircraft and GSE Technicians

8. Authorisation for ADF Aircraft and GSE Technicians to perform maintenance and inspection of aircraft oxygen systems and oxygen ground support equipment is restricted to those members who have completed training as defined in AAP 7002.023(AM1) Section 13.

Contractor Aircraft and GSE Technicians

9. Authorisation for contractor Aircraft and GSE Technicians to perform maintenance and inspection of aircraft oxygen systems and oxygen ground support equipment is restricted to those members who have completed training as defined in DEF(AUST)9022—Requirements for Civilian Personnel Maintaining State Aircraft and Aeronautical Product or equivalent as approved by DGTA–ADF.

Unit Dry Breathing Oxygen Quality Assurance Representative

10. A Unit Dry Breathing Oxygen Quality Assurance Representative (UDBOQAR) must be appointed by the SMM or CO for AMOs which have aircraft LDBO/GDBO storage, replenishment or maintenance responsibilities. The UDBOQAR will normally be a Junior Officer or Senior Non-Commissioned Officer (or civilian equivalent). The responsibilities of the UDBOQAR are defined in AAP 7002.023(AM1) Section 1.

OXYGEN–RELATED SAFETY

11. All oxygen–related maintenance must conform to the appropriate safety requirements in AAP 7002.023(AM1) Section 2—Dry Breathing Oxygen and Oil Free Nitrogen-Characteristics, Usage and Quality.

LDBO QUALITY ASSURANCE REQUIREMENTS

12. LDBO quality assurance and base LDBO storage compounds must be maintained in accordance with AAP 7002.023(AM1) Section 1 and 4—ADF DBO System Design Requirements.

OXYGEN COMPONENT REPAIR AND OVERHAUL MAINTENANCE FACILITIES REQUIREMENTS

13. Except where the responsible SPO determines that OEM or other authorised maintenance data requirements must be used, all oxygen component repair and overhaul maintenance must be carried out in oxygen workshop maintenance facilities that comply with the appropriate requirements defined in AAP 7002.023 Section 44.

1 TAREG 5.1.1a,b 2 TAREG 4.5.1a and TAREG 5.1.1a,b 3 TAREG 4.5.3c 4 TAREG 4.6.1 and TAREG 5.1.1a,b



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SECTION 8

CHAPTER 11

AIRCRAFT WELDING

Table of Contents INTRODUCTION ............................................................................................................................................. 1 IN-SITU WELDING REPAIRS TO AIRCRAFT ............................................................................................... 1

General Requirements and Precautions ...................................................................................................... 1 Annex .............................................................................................................................................................. 4 A. Hot Work Permit Example

INTRODUCTION

1. Aircraft welding and allied processes present a broad range of hazards to personnel and equipment including, fire, electric shock, toxic fumes, and radiation.

2. This chapter prescribes the Approved Maintenance Organisation responsibilities when conducting in situ welding operations to aircraft in support of AAP 7002.032–1—Welding Theory and Application Operators Manual and Australian Standard 1674 (AS 1674 Set–2007)—Safety in Welding and Allied Processes—Fire Precaution Set.

IN-SITU WELDING REPAIRS TO AIRCRAFT

3. In-situ welding can only be conducted on aircraft structures/aeronautical product with the direct authority of the SMM1. The welding repair must be conducted by a current qualified aircraft welder, in accordance with the applicable aircraft Structural Repair Manual (SRM), and this chapter2.

4. If the repair procedure is not included in the Structural Repair Manual (SRM) and the Senior Maintenance Manager (SMM) considers that an operational requirement exists to justify the increased risks in welding aircraft structures/aeronautical product in-situ, or that it is the only practical method of repair, a Request For Deviation (RFD) in minute or message format, is to be raised and forwarded to the responsible System Program Office (SPO)3.

• Damage to aircraft and aircraft systems may occur as a result of in-situ aircraft

welding operations. The high frequency of the pilot arc can burn out wiring looms, damage electrical/avionics aeronautical product and earth out rotating parts. Additionally, aircraft welding operations present an open flame hazard.

5. The responsible SPO will only grant approval where it can be shown that:

a. The welding technique to be used for the repair meets design approval by the technical authority for the application intended;

b. The operational requirement is such that the delay caused by the removal of the aircraft structures/aeronautical product from the aircraft is unacceptable, removal is impractical;

c. A suitable repair cannot be carried out using an alternate approved repair scheme or method; and

d. It is safe to weld in the area proposed.

General Requirements and Precautions

6. All aircraft welding operations are to comply with the following instructions:

a. The welding operation must be approved by the responsible SPO, by minute or other authoritative documentation.

b. Only Gas Tundsten Arc Welding (GTAW) is to be performed on aircraft.

c. Only aircraft welders qualified in accordance with AAP 7002.032–1 and fully conversant with the AS 1674 Set–2007 and authorised by the SMM, are to be permitted to conduct aircraft welding.



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d. A Hot Work Permit, referencing the SPO approval, is to be obtained from the SMM for each welding operation conducted on an aircraft. A welding fire safety checklist is to be raised in accordance with AS 1674 Set–2007 and used to cover the individual hazards of each type of operation. If a hazard is encountered that is not covered on the checklist, work is to be stopped until the SMM provides additional guidance. An example of a Hot Work Permit is shown in Annex A.

e. Period of currency of the Hot Work Permit, including starting and finishing time, is not to be more than eight hours. A new permit is required, in the event of the aircraft welding operation ceasing for a period of more than two hours or of extending beyond the currency of the permit.

f. No welding is to be conducted, or welding equipment brought into the work area, until a permit has been issued.

g. No other work is to be permitted within a 15 metre radius of the location of any GTAW operation.

h. If other aircraft are located adjacent to the welding operation, personnel responsible for each aircraft are to be notified in advance that welding is to be conducted.

i. A welding blanket or other approved form of protection is to be carefully positioned around the area to be welded to prevent metal splatter or flame from contacting adjacent areas.

j. When welding outdoors, the aircraft is to be positioned on a hardstand clear of hangars and other aircraft or equipment. Welding is only to proceed in dry, clear weather with nil or light wind. Changes in wind direction and velocity are to be monitored.

k. Signs indicating ‘WARNING – WELDING IN PROGRESS’ are to be displayed in the work area, and adjacent to the main battery switch on the welding equipment.

l. Flammable Vapours:

(1) Welding operations are not to be carried out on aircraft when maintenance is in progress on any system or aeronautical product within the aircraft which contains, or did contain, fuel or other flammable or combustible liquid.

(2) Welding is not to be carried out on aircraft when maintenance is in progress on the fuel system of another aircraft that is within 15 metres from the point of welding.

(3) Fuel tank access panels, fuel tank openings and fuel vents are to be closed/capped on all aircraft within 15 metres from the point of welding.

(4) All fuel lines, valves, manifolds, fuel vents and other fuel aeronautical product on the aircraft on which welding is to be carried out are to be in place, secured, or capped prior to the start of and during the welding operation.

(5) Prior to the start of welding and at a minimum interval of 15 minutes during the welding operation, a qualified person is to check with a combustible gas analyser to ensure the flammable vapours remain below 5% of the lower explosive limit (LEL) whenever welding is being conducted in the vicinity of flammable vapours. Floor drains in the area of a welding operation are to be checked in the same manner. If the combustible Gas Analyser readings exceed 5% of the LEL, all welding operations are to cease until a reading of less than 5% of the LEL is reached.

m. Electrical and Oxygen Systems:

(1) The battery on the aircraft being welded is to be disconnected and the battery bus bar, power and engine circuit breakers pulled. Ground power is to be disconnected and removed from the area. To prevent inadvertent connection of external power, a ‘DO NOT CONNECT POWER’ sign is to be placed on the external power receptacle.

(2) Batteries are to be removed from the immediate vicinity of any welding operation and stored in a safe location.

(3) All liquid oxygen is to be removed/depleted from the oxygen system.

(4) No outside welding operations are to be carried out whilst a liquid oxygen dumping operation is being carried out within an oxygen designated area (due to large amounts of liquid oxygen being dumped during this process). No aircraft welding operation is to commence until the liquid oxygen has totally dispersed.



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(5) All welding operations are to be prohibited within 50 metres of oxygen replenishing operations and liquid oxygen Ground Support Equipment (GSE).

n. Welding Equipment:

(1) The welding equipment is to be mounted and securely fastened to a wheeled trolley to prevent tipping and the regulator and gauge is to be serviceable and in calibration. Welding equipment is to be attended by a person deemed competent to be able to deactivate the equipment.

(2) The aircraft and welding equipment are to be bonded together with appropriate and correctly earthed to an approved serviceable earthing point. The welding equipment earthing clamp must be positioned on the aircraft or aeronautical product being welded as close as possible to the repair area.

(3) The use of non-flameproof lighting, switches, plugs and sockets may be authorised in hazardous areas by the issue of a Hot Work Permit by the Responsible Fire Officer. Welding equipment electrical leads are to be heavy-duty sheathed flexible, not less than 1.5 mm2 or 30/0.25 mm strands.

(4) Mains power electrical leads used in all in-situ aircraft welding operations are to be protected by Earth-Leakage Core Balance (ELCB) devices.

(5) A warning sign is to be placed on welding generating equipment stating, ‘WARNING – Keep two metres horizontally clear of aircraft engines, fuel tank areas, and vents’.

(6) Flammable vapours accumulate at ground level; therefore, all electrical equipment including welding equipment and associated leads/cables are to be more than 0.5 metres above the hangar floor, with the exception of the grounding lead/cable whilst working in hazardous zones 1 and 2 in accordance with AS/NZS 60079.10.1:2009—Explosives Atmospheres – Classification of Areas – Explosive Gas Atmospheres. Ground leads are to be as close to the area to be welded as possible, and clamps used on such ground leads are be of the ‘G’ clamp type, and not the clip type. Components that could produce arcs, sparks, or hot metal under any condition of operation are to be of the totally enclosed type.

o. Explosive Ordnance. All explosive ordnance is to be removed from the aircraft prior to commencing welding operations.

p. Fire Protection:

(1) At least one Aqueous Film Forming Foam (AFFF) hand portable fire extinguisher (9 L) and one AFFF wheeled fire extinguisher (50 L) is to be positioned in the immediate area of the welding operation and available for immediate use.

(2) A qualified fire monitor is to be assigned to operate the fire equipment in the event of a fire emergency and also act as the safety officer. The assigned person is to monitor the entire welding operation and is not to leave the task unless properly relieved by another authorised person. In the event of a hazardous situation developing, the fire monitor as the designated safety officer has the authority to halt the welding operation and render assistance as required.

(3) As a minimum, when welding operations are performed in an aircraft hangar, the hangar is to be protected with an automatic foam sprinkler system that meets the requirements of Manual of Fire Prevention Engineering (MFPE) Chapter 8—Aircraft Hangars—Fire Safety paragraphs 8 to 24.

(4) When welding operations are to be performed, and to avoid false alarms or accidental actuation of the fire protection equipment provided, there is a requirement to consider the type of automatic fire detection equipment installed in the hangar, eg flame detectors. The welding operation Hot Work Permit is to reflect all fire protection isolations and subsequent re-activation.

(5) The specific location where the welding is being carried out is to be roped off or otherwise segregated by physical barrier to prevent unintended entry into the welding area. A sign reading ‘Welding Operations in Progress’ must be prominently displayed.



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q. Housekeeping:

(1) Good housekeeping is to prevail in the welding area.

(2) Combustible material that cannot be removed is to be covered with a safely secured non-flammable cover.

(3) Oily surfaces and oil spills are to be hosed down, then covered with an appropriate substance, eg sand. Rubbish, oily rags and combustible materials are to be removed from the welding area.

7. On completion of in-situ welding, a thorough inspection of the aircraft surrounding structure or aeronautical product is to be carried out. Removal of fuel vent covers/plugs and, if necessary, functional testing of associated/nearby systems should be carried out to ascertain that no secondary damage has occurred.

Annex:

A. Hot Work Permit Example 1 TAREG 4.5.1c 2 TAREG 5.1.1a and TAREG 4.5.3 3 TAREG 5.1.1c and TAREG 5.1.10b



11A–1

HOT WORK PERMIT EXAMPLE

HOT WORK PERMIT

For Arc or Flame Cutting, Flame Heating and Arc or Gas Welding Operations

REFERENCE ……………………………………………………………DATE: …………………………..

PERIOD OF ISSUE: From ……………………………am/pm to ……………………………… am/pm NOTE: Any changes to the times indicated must be approved and initialled by the responsible fire officer.

FACILITY ……………………………………………………………………………………………….…….

AMO …………………………………………………BUILDING …………………………………………..

FLOOR ..…………………………………………… LOCATION ………………………………………….

NATURE OF HAZARD ……………………………………………………………………………………...

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

PRECAUTIONS TO BE TAKEN …………………………………………………………………………...

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

…………………………………………………………………………………………………………………..

NAME OF WELDER ………………………………………

All necessary precautions have been taken to avoid any possible fire or explosion hazard and permission is given for Arc or Flame Cutting, Flame Heating and Arc or Gas Welding Operations to be carried out in conformity with the above instructions.

SIGNED ………………………………………………(Welder)

SIGNED ………………………………………………(Responsible Fire Officer) NOTE: To be countersigned by the Building Fire Warden, if appointed, and not the Responsible Fire Officer.

COUNTERSIGNED …………………………………(Building Fire Warden)

DATE: ………………………………



11A–2

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SECTION 8

CHAPTER 12

ADHESIVES, SEALANTS AND JOINTING COMPOUNDS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 SAFETY PRECAUTIONS................................................................................................................................ 1 PREPARATION............................................................................................................................................... 2 APPLICATION................................................................................................................................................. 2 CURING/DRYING TIME .................................................................................................................................. 2 CLEANING ...................................................................................................................................................... 2 CORROSIVE SILICONE SEALANTS, ADHESIVES AND COATINGS......................................................... 2 LOCTITE® PRODUCTS.................................................................................................................................. 2

Application.................................................................................................................................................... 3 Resistance to Heat ....................................................................................................................................... 3 Removal of LOCTITE® ................................................................................................................................ 4 Shelf Life....................................................................................................................................................... 4

POLYSULPHIDE SEALANT—PR1422 TYPES A2 AND B2 ......................................................................... 4 Preparation................................................................................................................................................... 4 Mixing ........................................................................................................................................................... 4 Pot Life ......................................................................................................................................................... 4 Curing ........................................................................................................................................................... 4 Manganese Dioxide Cured Polysulfides ...................................................................................................... 4 Cleaning ....................................................................................................................................................... 5

SEALING AIRCRAFT ELECTRICAL AERONAUTICAL PRODUCT............................................................. 5 Envelon 452—Plastic Coating Compound Strippable.................................................................................. 5

INTRODUCTION

1. The relevant aircraft publications specify the types of adhesives, sealant and jointing compounds to be used during the servicing, maintenance and/or repair of aircraft and aeronautical product.

2. The manufacturer’s instructions regarding preparation, mixing (when applicable), application and cleaning are to be followed accurately. The responsible Systems Program Office (SPO) may authorise the use of alternative materials that have not previously been authorised by the aircraft or aeronautical product manufacturer.

3. This chapter prescribes the AMO responsibilities when managing the use of sealants, adhesives and joining compounds.

SAFETY PRECAUTIONS

• Unless otherwise directed by the responsible Systems Program Office (SPO), the

manufacturer’s safety precautions are to be followed whenever handling adhesives, sealant and jointing compounds.

4. Information regarding the Personal Protective Equipment (PPE) and associated safety equipment required when working with adhesives, sealants and jointing compounds is to be obtained from the relevant Material Safety Data Sheet (MSDS)1. Access to the Chemwatch MSDS database may be gained through the Defence Safety Management Agency (DSMA) website or the Chemwatch Compact Disc.

5. The Maintenance Manager (MM) is responsible for ensuring that maintenance personnel for which they are responsible, are aware of the dangers of the materials they are handling and are using the required PPE and safety equipment2. This does not relieve the individual of their responsibility to adhere to the safety precautions.



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PREPARATION

6. All surfaces are to be thoroughly cleaned and prepared in accordance with the relevant aircraft publication prior to the application of the adhesives, sealants or jointing compounds, as the effectiveness of the material being used is dependent upon the standard of preparation. The bonding or sealing quality of the material can be adversely affected by any contaminant, eg oil, grease, water or dirt that is not removed from the surface being prepared. Bonding or sealing quality can also be adversely affected by incomplete mixing/blending of multi-part materials.

APPLICATION

7. The method used to apply the material can depend on individual circumstances. In the absence of specific instructions an even regular coating is to be applied. Care is to be taken during application to ensure the material is only applied to the required areas. Any excess material is to be removed using the authorised cleaning solvent.

NOTE

• For integral fuel tank repair where fresh sealant is to be applied over aged fuel soaked sealant, an adhesion promoter authorised by the responsible SPO is to be used.

CURING/DRYING TIME

NOTE

• Before using heat lamps (especially in confined spaces) reference to the manufacturer's MSDS is to be made, as the application of heat may cause an increase in out-gassing and vapour concentration of toxicants.

8. The curing or drying times specified by the manufacturer can vary according to ambient temperature and humidity levels. When authorised, heat lamps may be used to accelerate the curing/drying time.

CLEANING

• Only cleaning solvents authorised by the responsible SPO or Original Equipment

Manufacturer (OEM) are to be used on aeronautical product.

9. Only cleaning solvents authorised by the responsible SPO or OEM are to be used for removing excessive material and cleaning of aeronautical product.

CORROSIVE SILICONE SEALANTS, ADHESIVES AND COATINGS

• Only adhesives, sealants and jointing compounds authorised by the responsible SPO

or OEM are to be used on aeronautical product.

10. Many one-part silicone products utilise an acetic acid curing system. These products can be identified by a vinegar odour whilst in the liquid state. The acetic acid is liberated during the curing process and can cause severe corrosion. Alcohol based silicon products are also available and are to be used in preference to those using an acetic acid curing system. Table 12–1 lists silicon products utilising acetic acid and alcohol based curing systems.

11. Acetic acid silicone products are not to be used on avionics and electrical aeronautical product or on any other aeronautical product where the liberated acetic acid may be entrapped and induce corrosion.

12. Two-part silicone products do not liberate acetic acid and are considered non-corrosive.

LOCTITE® PRODUCTS

13. LOCTITE® compounds are single component solvent free resins which harden into structural solids in the presence of certain metals when air is excluded. The range of products covers various viscosities and cured strengths and applications.



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Application

14. To obtain the full cured strength, it is necessary to degrease the mating parts, prime any inhibitory surfaces and apply sufficient resin to fill all voids and exclude air from the joint.

15. Materials which inhibit the curing of LOCTITE® resins are:

a. zinc;

b. cadmium;

c. anodised aluminium;

d. passivated stainless steel;

e. chromium;

f. gold and platinum;

g. phosphate coatings;

h. hardened metal surfaces, eg carburised or nitrited steels; and

i. some thermoplastics and all thermosetting plastics.

Table 12–1 Acetic Acid and Alcohol Based Silicon Products

ACETIC ACID BASED SILICON PRODUCTS

RTV 102 RTV 154 RTV 780 RTV 30-121 RTV 94-009





RTV 112 RTV 731 RTV 1890 RTV 92-018 RTV Q3-6069

RTV 116 RTV 732 RTV 3144 RTV 92-024

RTV 118 RTV 733 RTV 20-046 RTV 92-055

RTV 140 RTV 734 RTV 20-078 RTV 94-002

RTV 142 RTV 737 RTV 30-079 RTV 94-003

ALCOHOL BASED SILICON PRODUCTS

RTV 735 RTV 738 RTV 3140 RTV 3145

16. Where LOCTITE® resins are to be used with inhibitory materials the surfaces must be primed with the responsible SPO authorised primer.

17. Materials that do not inhibit the curing of LOCTITE® resins may be primed to accelerate curing. The manufacturers instructions are to be adhered to, as the final strength of the joint may be reduced dependent upon the primer that is used.

Resistance to Heat

18. The resistance to heat of cured LOCTITE® resins depends on the grade. In general, some of the 400 series can withstand temperatures of 130 degrees Celsius (oC) continuously, but most LOCTITE® anaerobic resins can not withstand more than 80oC continuously. Most of the resins can withstand a temperature of 150oC for a short time with significantly reduced strength at temperature.



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Removal of LOCTITE®

19. Uncured LOCTITE is to be removed using the responsible SPO authorised solvents. Cured LOCTITE® joints can only be broken by mechanical methods, the application of heat can be used to reduce the strength of the bond. Do not heat parts beyond the following temperatures:

a. Aluminium/zinc alloys—130°C.

b. Aluminium/copper alloys—150°C.

c. Magnesium alloys—150°C.

d. Steel—200°C.

Shelf Life

20. LOCTITE® resins have a manufacturers recommended nominal shelf life, this shelf life is not to be exceeded without the responsible SPO approval.

POLYSULPHIDE SEALANT—PR1422 TYPES A2 AND B2



21. Polysulphide sealant is used on aircraft and aeronautical product to prevent transfer of fuel, oil and moisture between joints. The sealant is a two-part compound supplied in a self-contained disposable plastic cartridge.

Preparation

22. The surfaces to which the sealant is to be applied must be degreased with a suitable solvent. Where necessary, the area surrounding the application point is to be protected with masking tape, so that any excess can be easily removed before curing, by removing the masking tape.

Mixing

23. Mixing of the compound is to be carried out in accordance with the manufacturer’s instructions, either by hand or by using the appropriate mixing machine. When mixing by hand, a rotating spiral action is to be used to ensure that a complete and even mix of both substances has occurred.

Pot Life

24. The pot life of the sealant can vary according to temperature and Relative Humidity (RH). At 25oC and 50% RH the pot life is approximately two hours. With low temperature and humidity, the pot life of the sealant is significantly increased.

Curing

25. Application life and cure times are dependent upon ambient environmental conditions. Increases in temperature can shorten application and cure time. Conversely, lower temperatures can increase application life and cure time.

Manganese Dioxide Cured Polysulfides

26. Relative humidity affects the cure rate of these sealants. Low humidity increases ‘tack free’ and cure times. High humidity accelerates or shortens the cure time for manganese dioxide polysulfides. Cure may be hastened by applying heat. Polysulfide sealants with a two hour, or less application time, can obtain a serviceable cure hardness of 30 Durometer A after eight hours at 52 ± 3oC. Although polysulphide sealants develop a high state of cure in 14 days at 25oC, longer cure times further improve the ultimate resistance to fluids, heat, and pressure. Maximum cure is usually obtained in 30 to 50 days.

27. When the sealant has reached the ‘tack free’ stage, the sealant is sufficiently cured and can be released for service. Curing will continue even when immersed in fuel.



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Cleaning

28. Uncured sealant can be removed by solvents recommended by the manufacturer. Care is to be taken when using solvents around acrylic transparent panels as they could be detrimental to the material.

SEALING AIRCRAFT ELECTRICAL AERONAUTICAL PRODUCT



29. Ingress of moisture or fluids, eg oil, into aircraft electrical aeronautical product and/or connectors may cause aeronautical product failure or erroneous readings.

30. The Senior Maintenance Manager (SMM) can request approval from the responsible SPO to apply a plastic coating to electrical aeronautical product where it has been shown that such aeronautical product is liable to become unserviceable:

a. due to the ingress of moisture or other contaminants, or

b. by the shorting of exposed terminals with loose objects.

Envelon 452—Plastic Coating Compound Strippable

31. Envelon 452 is suitable for this process, however, prior authorisation for its use is required from the responsible SPO/OEM. Envelon 452 is a brush on formulation which provides a tough, durable, highly elastic and impervious coating which affords a high degree of protection against deterioration by corrosion, physical damage or abrasion. The characteristics of Envelon 452 are as follows:

a. Colour—Steel grey.

b. Chemical Resistance—Excellent resistance to salt spray, petroleum, oils, many solvents, most acids and alkalines. It is extremely inert to chemicals and will not damage most delicate surfaces to which it is applied.

NOTE

• Envelon 452 is not to come into contact with PERSPEX, as it will attack and damage this material.

c. Heat Resistance—Will maintain characteristics at a temperature of 150°C.

d. Combustibility—Will not support combustion when dry, however, it is flammable in the liquid state.

e. Drying Time—Approximately 30 minutes to handle.

f. Removal—Break surface film and peel away. If difficult to remove, apply another coat, allow to dry and then strip.

g. Cleaning Equipment—Use Envelon Thinners Number 5 for all cleaning.

1 TAREG 5.1.5 2 TAREG 5.1.5



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1

SECTION 8

CHAPTER 13

CONDITION MONITORING PROGRAMS FOR PROPULSION SYSTEMS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 SYSTEM DESCRIPTION................................................................................................................................. 2 FAILURE MODES ........................................................................................................................................... 2 CONDITION MONITORING TECHNIQUES.................................................................................................... 3

Oil Condition Analysis .................................................................................................................................. 3 Remote Visual Inspection............................................................................................................................. 4 Temperature Monitoring ............................................................................................................................... 4

MAINTENANCE DOCUMENTATION ............................................................................................................. 4 CONDITION MONITORING TRAINING AND AUTHORISATION.................................................................. 4

Condition Monitoring Operator Authorisation ............................................................................................... 4 Condition Monitoring Supervisor Authorisation............................................................................................ 5

CONDITION MONITORING DATA MANAGEMENT...................................................................................... 5 Procedures ................................................................................................................................................... 5

CONDITION MONITORING ALERT LEVELS AND CODES ......................................................................... 6 Defect Reports ............................................................................................................................................. 7

ENGINEERING DECISIONS........................................................................................................................... 7 CONDITION MONITORING PROGRAM REVIEWS....................................................................................... 7

Key Performance Indicators......................................................................................................................... 7 ORGANISATIONAL RESPONSIBILITIES...................................................................................................... 8

Systems Program Office .............................................................................................................................. 8 Approved Maintenance Organisations ......................................................................................................... 8 Condition Monitoring Centres....................................................................................................................... 8 Directorate of Aviation Engineering.............................................................................................................. 9 Non-Destructive Testing Standards Laboratory........................................................................................... 9 Defence Science and Technology Organisation.......................................................................................... 9 Aerospace Equipment Systems Support Office........................................................................................... 9

Annexes .......................................................................................................................................................... 9 A. SOA Program B. WDA Guidance C. Vibration Analysis Guidance D. Performance Monitoring Guidance

INTRODUCTION

1. A Condition Monitoring (CM) program is a coordinated activity that constantly or periodically collects data that can be used to trend and indicate machine condition or ‘health’ against an acceptable limit, prior to in-service failure. Proper analysis and trending of CM data can minimise in-service failures, thereby assuring airworthiness, improving reliability, availability and minimising maintenance and logistics costs. An effective CM program forms a key part of a Reliability, Availability and Maintainability (RAM) program. As required of DI(G) LOG 4–5–007—Defence Policy on Reliability, Availability and Maintainability, the Australian Defence Organisation (ADO) has a responsibility to ensure that RAM is applied to all phases of the materiel life cycle in the interest of achieving readiness and sustainability objectives at minimum cost of ownership.

2. Mechanical systems can provide indications of gradual failure modes, which can be trended with time and usage through CM tasks. CM tasks can also be referred to as ‘on-condition’ tasks, which support a preventive maintenance program, refer AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual. The contents of this chapter are applicable to any aircraft mechanical system that has CM techniques prescribed by the Original Equipment Manufacturer (OEM) or warrant the introduction of a CM program to manage gradual failure modes. In the context of a CM program, the propulsion system should include the transmission system for helicopter aircraft.



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3. In general, propulsion system OEMs do not evaluate the effectiveness of their prescribed CM techniques. Therefore ADF assurance of the effectiveness of CM programs from an economic and technical airworthiness perspective is required. An effective CM program requires five distinct phases that operate in a continuous cycle as follows:

a. Detection. This involves data collection, processing and the use of instruments to detect failure symptoms using CM techniques.

b. Diagnosis. This is the analysis of CM data or sets of failure symptoms to ascertain the origin or cause of the symptom(s).

c. Prognosis. This is the determination of any remaining life using experience and/or reliability data.

d. Prescription. This is the identification of the action to be taken, eg maintenance action or more stringent monitoring.

e. Post Mortem. Determines, from system or component tear down, whether the CM program was successful in detecting a problem, and recommends action eg modifications or maintenance changes to eliminate the root cause, or revised CM alert levels. This is the most important phase requiring analysis of all CM data.

4. A CM program is a progressive pro-active maintenance philosophy based on a process of regular data collection and trending that identifies emerging fault trends as mechanical systems gradually wear during service. As such, the process of data collection needs to be regular, efficient and effective for the program to be easily implemented and of maximum benefit. For systems that are maintained using fixed scheduled servicing, CM data can also be used to justify maintenance extensions when limits are being met. Since an effective CM program can avoid costly in-service failures that generate unscheduled major repairs and be used to justify maintenance extensions, there is the potential for significant cost savings in spare parts and maintenance costs.

5. To ensure gas turbine Engine Structural Integrity (ESI), the Technical Airworthiness Regulation 3. 5. 5—Engine Structural Integrity Management requires effective CM programs for gas turbine engines to be documented in either a CM Program Plan (CMPP) or in a section of the ESI Management Plan (ESIMP). Refer to AAP 7001.054—Airworthiness Design Requirements Manual for guidance on document formats for CMPPs and ESIMPs. For propulsion systems fitted to rotary wing aircraft, the CMPP needs to capture CM requirements for the gas turbine and transmission system (TX).

6. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities and requirements for the development and implementation of effective CM programs for propulsion systems.

7. Each CM program and the associated data collection and trend analysis intervals will depend on specific configurations and failure modes. A useful source of generic guidance for rotating machinery is the ABR 6140—Condition Monitoring Manual.

SYSTEM DESCRIPTION

8. The CM Program Plan needs to describe the configuration of the system being monitored. In particular, it should include the lubrication system and any Maintainability features that the OEM may have included during design such as magnetic chip detectors, boroscope inspection ports and hard-wired accelerometers. To support the lubrication system description, a Propulsion System Metal Map (PSMM) is important to document the material that each oil wetted component is made of to enable the respective AMO or SPO to identify the origin of collected wear debris.

FAILURE MODES

9. The CM techniques recommended by an OEM or introduced by the ADF need to be applicable to specific failure modes that the propulsion system is known to be prone to. Failure modes should be identified by the OEM during the design phase through a Failure Modes Effects and Criticality Analysis (FMECA). The CMPP should describe the systems being monitored and identify the applicable failure modes. Additionally, the applicable CM techniques should be identified against each failure mode. Additional failure modes are likely to evolve in service, particularly if the usage is different to the OEM design assumptions. Typical failure modes for propulsion systems include, but are not limited to;

a. wear of bearing elements and bearing races;

b. wear of gears and splines;

c. cracked rotating components such as gears in transmission systems;

d. cracked supporting structures such as gas turbine engine casings and gearbox casings;



3

e. misalignment of rotating components;

f. unbalance of rotating components such as propellers, shafts and turbines;

g. low power output;

h. high operating temperatures; and

i. fuel nozzle streaking.

CONDITION MONITORING TECHNIQUES

10. CM techniques are recommended by the OEM at the time of service introduction or can be introduced by the ADF should OEM-recommended techniques become outdated or ineffective. CM techniques typically used on ADF propulsion systems include, but are not limited to;

a. Performance Monitoring (PM);

b. Wear Debris Analysis (WDA);

c. Spectrometric Oil Analysis (SOA);

d. Oil Condition Analysis (OCA);

e. Vibration Analysis (VA);

f. Remote Visual Inspection (RVI); and

g. Temperature monitoring.

11. The applicability of these techniques will depend on the system design, typical failure modes and OEM recommendations. PM is typically required for all applications as a matter of course, but OEMs rarely mandate trending of data. Hence, the ADF needs to consider OEM-recommended maintenance activities as a bare minimum and evaluate the effectiveness of these activities in service.

12. SOA and WDA are useful for monitoring the levels of foreign material suspended within a lubricating oil system. Foreign materials can be produced by:

a. normal wear and tear,

b. deterioration of the system due to technical defects,

c. deterioration of the system due to operation outside specified limits, or

d. inadvertent contamination.

13. Oil debris analysis is achieved by qualitative and/or quantitative evaluation of the debris collected. SOA can be used to evaluate minuscule debris (up to 10 μm in diameter). WDA can be used to analyse debris collected by Magnetic Chip Detectors (MCD) and oil filters, ie typically greater than 15 μm in diameter.

14. A single CM technique should not be used in isolation to determine engine serviceability. For example, turbine degradation may be indicated by PM data but should be further confirmed through RVI before embarking upon an expensive Hot Section Inspection or Bay Service (BS). Increasing SOA trends can be complemented by WDA. For rotary wing aircraft engaged in ship-borne operations, it may be prudent to perform more regular WDA and VA whilst SOA samples are being processed at land-based facilities.

15. For a specific CM program, the applicable techniques should be summarised in a table in the CMPP, which includes the intervals at which CM data is collected and the applicable special servicing number. Regular CM activities should appear as special ‘S’ servicing in the applicable Technical Maintenance Plan (TMP) to provide clear visibility of the implementation and reporting requirements.

16. Further details on SOA Programs (including equipment correlation and calibration), WDA, VA and PM are contained in Annexes A to D respectively. Note that commercial and military laboratories participating in ADF aviation SOA Programs are to calibrate and correlate their equipment in accordance with Annex A.

Oil Condition Analysis

17. Oil condition analysis refers to assessing the chemical and physical properties of the oil (rather than the entrained particulate). The condition of the oil is important as it directly influences the ability of the oil to perform functions such as lubrication and protection against corrosion. Deterioration of the oil condition can lead to problems such as corrosion and accelerated wear of components. As a minimum requirement, lubrication oils should be



4

monitored for water content and viscosity. Where gas turbine lubricating oils pass through an oil/fuel heat exchanger, the lubricating oil should be monitored for fuel dilution.

18. Another valuable parameter that can be monitored is the Total Acid Number (TAN). TAN gives an indication of the potential of the oil to corrode unprotected metal surfaces, such as the internal surfaces of gearboxes.

19. Fourier Transform Infrared (FTIR) Spectroscopy can be used to provide most oil condition measurement parameters including those mentioned above. The FTIR emits an absorbency spectrum of the individual organic compounds within an oil sample. This spectrum can be compared to new oil or established parameters. Oil anomalies evaluated by FTIR include:

a. thermal/oxidative degradation,

b. water/fuel contamination,

c. incorrect lubricant, and

d. additive depletion.

Remote Visual Inspection

20. Using videoscope equipment a RVI can be carried out by feeding optical fibre scopes through dedicated inspection ports or other means of access such as the engine inlet, engine exhaust, removal of fuel nozzles or removal of igniter plugs. It is the least scientific and yet the most effective at confirming damage, providing that state of the art videoscope equipment is used and access can be gained to engine internals. Maintenance manuals for older aircraft types may refer to the use of outdated optical boroscope equipment that are ineffective. Ideally SPOs and AMOs should ensure that state of the art equipment is utilised when outdated and ineffective equipment is prescribed by the OEM.

Temperature Monitoring

21. Although not usually required as a matter of course, temperature monitoring can be achieved by using temperature sensitive labels which enables monitoring and measurement of temperatures in aircraft under operating conditions where instrumentation is impractical or unwarranted. The labels indicate a specific temperature or sequence of temperature measurements by a visual change of colour. The colour change is irreversible and the performance of the labels is not affected by transient contact with contaminants, eg solvents, fuels, or lubricants. Authorisation for use is vested with the applicable SPO.

MAINTENANCE DOCUMENTATION

22. The installation and removal of any equipment required to perform CM (such as vibration analysers or videoscope equipment) is to be annotated in the recording and certification system and transferred to the Change of Configuration Section (CCS) in accordance with the systems approved instructions.

23. Where there is also the requirement to perform in-flight data collection, eg for PM or VA, the requirement is to be annotated in recording and certification system and transferred to the Special Maintenance Requirement (SMR) section of the recording and certification system in accordance with the systems approved instructions.

CONDITION MONITORING TRAINING AND AUTHORISATION

24. Operators of CM equipment are to be trained and authorised1. Approved ADF courses for CM operators include the WDA and SOA Program (SOAP) courses and any training provided by CM equipment OEMs or propulsion system OEMs. ADF WDA and SOAP training is to be conducted in two phases as follows:

a. Phase 1. Conducted at NDTSL to prepare personnel for employment at a Condition Monitoring Centre (CMC). A one-week period for WDA and a two-week period for SOA. Certificates of Training are issued after successful completion.

b. Phase 2. Involves On the Job Experience (OJE) conducted at the members CMC or AMO to consolidate Phase 1 training and enable members to operate without supervision. CM Operators should maintain a logbook of all CM activities performed.

Condition Monitoring Operator Authorisation

25. The CM supervisor is responsible for authorising suitably trained technicians as CM operators once satisfied that CM duties could be performed unsupervised. Completed successful training is to be reflected in the respective CM Operators record of training and employment document in accordance with local AMO procedures2. NDTSL maintains a register of qualified CM Operators (for WDA and SOAP only) and is to be notified when OJE is complete.



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Condition Monitoring Supervisor Authorisation

26. CM supervisors are specialised on aircraft Oil Debris Analysis programs on which they have gained CM operator experience. The time required for a CM operator to gain the necessary experience before progressing to CM supervisor depends on the individual and is determined by the appropriate AMO authority, typically the OIC of the respective CMC. A period no less than twelve months is recommended. CM supervisor may perform CM Operator duties and manage CMCs. CM supervisors are authorised in their qualification records in accordance with local AMO procedures.

27. NDTSL can provide informal training on the use of SEM–EDX equipment. The Defence Science and Technology Organisation (DSTO) Platform Sciences Laboratory (PSL) can provide informal training in PM and VA upon request, through DAVENG–DGTA.

28. Funding for all CM related training is the responsibility of the respective AMO and SPO.

CONDITION MONITORING DATA MANAGEMENT

29. CM data needs to be collected analysed and stored for future trending and health/condition assessment. To rationalise this activity at a particular base, it may be prudent to have a central Condition Monitoring Centre (CMC) which can then provide advice to AMOs and SPOs regarding the condition of propulsion systems in operation.

30. The aircraft Planned Servicing Schedule (PSS) and maintenance publications are to specify under what circumstances CM data is to be collected. CM data is normally required:

a. for routine analysis as specified in the aircraft PSS;

b. after the installation of new, overhauled or repaired propulsion systems;

c. when oil filters indicate they have gone into bypass (SOA/WDA);

d. when contamination of the lubrication system is suspected (SOA/WDA);

e. as a result of an aircraft incident, accident or defect investigation requirement;

f. as directed by the responsible AMO; and

g. as directed by the responsible SPO.

Procedures

31. In consultation with each other, the responsible SPO, AMOs and CMCs are to develop and promulgate approved procedures either in local instructions or in the relevant PSS for the collection of CM data. The procedures will need to be more elaborate for WDA and SOA programs to ensure that samples are not contaminated. Procedures should detail:

a. what information is to be recorded;

b. who is responsible for recording the information, eg person collecting sample, person performing analysis; and

c. how the information is to be recorded, eg manual form, computer spreadsheet or database.

32. Data format may vary from hardcopy forms with manually recorded results to electronic databases that can also trend results. CM data may include, but not be limited to:

a. performance check results and trends;

b. SOAP results and trends;

c. WDA results (metal particles, SEM–EDX reports);

d. deeper maintenance condition reports;

e. deeper maintenance test reports;

f. RVI results (manual sketches or digital images); and

g. defect reports.

33. Deeper maintenance facilities (government and contractor) shall produce CM reports to support the post mortem phase of the CM philosophy. Recurring faults may warrant technical build improvement/modification to reduce maintenance costs and improve system reliability.



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34. As a minimum, all CM data shall be recorded with the following generic information:

a. aircraft type and serial number, eg F–111 A08–272;

b. propulsion system type and serial number, eg TF30–P–109 SN P71–6577;

c. aircraft Time Since New (TSN);

d. propulsion system TSN, time since overhaul (TSO) and time since bay service/hot section inspection;

e. the location from which any samples are taken, eg engine oil filter, engine magnetic plug No 4;

f. the details of the maintenance personnel/CM operator who collected the sample/data;

g. the date the sample/data was collected;

h. the reason the sample/data was taken, eg scheduled special servicing, chip detector light illumination, oil filter gone into bypass etc;

i. the total quantity of top-up oil added since the last sample for SOAP samples; and

j. the defect report details if applicable.

35. CM data should be collated against each propulsion system serial number and stored on a specific engine/TX file. Electronic databases should be employed where possible to make the data collection and trending process as efficient as possible. A central agency at the aircraft SPO should also keep copies of engine/TX files containing CM data so that the SPO has a fleet-wide perspective of propulsion system ‘health’. If there is a concern about the accuracy of a result, eg unusually high trends, check samples (for SOA and WDA) should be taken and processed in a timely manner to support engineering decisions.

CONDITION MONITORING ALERT LEVELS AND CODES

36. CM alert levels are either defined by the OEM in maintenance manuals or may need to be developed locally based on in-service experience. Alert levels are used to indicate when more detailed analysis is required, such as forwarding WDA samples for SEM–EDX analysis. The alert level may also dictate more stringent monitoring by reducing the normal CM data collection interval. Ideally, more stringent monitoring will enable faults to be managed before in-service failure. The following alert levels can be used to manage CM data collection and analysis:

a. abnormal,

b. warning, and

c. unserviceable.

37. Alert levels for some techniques may be objective in that they are based on discrete data (eg ppm limits for SOA, temperature and pressure limits for PM, vibration amplitude for VA). Qualitative WDA is a more subjective technique that will not include discrete data but will require a subjective assessment of the debris morphology (size, shape, markings and colour). Quantitative WDA may require the use of specific levels based on debris quantity per hour (DQ/HR), refer to Annex B for details.

38. Alert levels may include codes, which can serve as a status indicator for the various stages of failure mode progression. A description of this code system needs to be included in the respective CMPP. A recommended code system typically adopted for SOA and WDA programs is as follows:

a. R—Routine, ie routine sampling in accordance with applicable Weapons System TMP, system condition is normal and within limits.

b. C—Sample at twice routine frequency, system condition has progressed above the abnormal alert level.

c. B—Sample after every flight or ground run. Do not fly the aircraft until the results are known. System condition has progressed to the warning alert level.

d. A—Sample after next flight or ground run. Confirmation of a suspect sample or an uncharacteristic condition that has exceeded above the abnormal alert level.

39. SPOs are responsible for ensuring that alert levels and codes are applicable to ADF aircraft and CM equipment. This is particularly important for SOA programs, which may prescribe US Joint Oil Analysis Program (JOAP) limits that may not be applicable to ADF aircraft and SOAP equipment. NDTSL–DGTA and DSTO–PSL can provide advice on the applicability of CM limits.



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40. When analysing data, assurance checks should be applied when data appears uncharacteristic. Additionally, multiple techniques should be used to complement each other before deciding to remove propulsion systems based on the results of one technique.

Defect Reports

41. To enable the responsible SPO to evaluate the effectiveness of their CM programs, whenever a defect report is raised for a propulsion system exceeding alert levels, the CMC is to provide the responsible SPO weapon system engineer with a copy of the relevant CM data and trending results.

ENGINEERING DECISIONS

42. CM data and trends should be able to assist management with prescribing a maintenance activity prior to in-service failure. Maintenance prescription may include removal of a system that is trending towards failure or the collection of more CM data over shorter intervals. The SMM at the applicable AMO is responsible for determining the serviceability of propulsion systems based on the assessment of all available technical information. The types of information may include but not be limited to:

a. magnetic chip detector indications;

b. lubrication system oil filter debris;

c. SOAP results;

d. SEM–EDX analysis results;

e. VA results;

f. pilot reports, eg noise levels and cockpit instrument readings;

g. technical investigations, reports and advice from the responsible SPO or other CM authorities; and

h. maintenance history of the part in question.

CONDITION MONITORING PROGRAM REVIEWS

43. CM programs should be reviewed at least once every two years to confirm their effectiveness from an airworthiness and economic perspective. The applicable SPO is responsible for ensuring the effectiveness of respective CM programs through the monitoring of Key Performance Indicators (KPIs), reviewing of maintenance procedures, and CM data management. DSTO can provide advice for SPOs when reviewing the effectiveness of current programs.

Key Performance Indicators

44. The effectiveness of a CM program needs to be monitored to confirm that particular faults are being detected before in service failure or conversely, to confirm whether a particular technique is not useful and therefore causing unnecessary cost. Acceptable levels of performance need to be determined by the applicable SPO based on their experience with engine and TX reliability rates or based on OEM predicted Mean Time between Failure (MTBF) data. Metrics should be used to assess the Reliability, Availability and Maintainability of a propulsion system. These terms are defined in DI(G) LOG 4–5–007.

45. Some KPIs that can be used to provide an indication of CM program effectiveness from an economic and airworthiness perspective include, but are not limited to;

a. In Flight Shut Down (IFSD) rate. Number of IFSD per year or per 1 000 h of aircraft operation.

b. Unscheduled removal rate. Number of unplanned removals per year or per 1 000 h of aircraft operation, due to intrinsic faults ie not due to removal for access.

c. Time on wing. The average time the system is fitted to the aircraft.

d. Availability in terms of the number of engines in serviceable stock and the number of AOG reports due to engine unavailability.

e. Percentage down time spent maintaining propulsion systems relative the number of hours of operation (typically in the order of 10% for gas turbine engines such as the TF30 engine).

f. Maintainability in terms of the cost for carrying out deeper maintenance relative to the engine hours made available.



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46. The applicable SPO should establish a baseline of KPI metrics based on in-service experience, Service Level Agreements, or contractual availability requirements. Where historical reliability data is unavailable, the SPO should begin a program of monitoring KPIs to determine an acceptable benchmark. For new acquisition aircraft, RAM performance requirements should be established by the applicable single service RAM Centre of Expertise and may include MTBF predictions from the OEM.

ORGANISATIONAL RESPONSIBILITIES

47. The effectiveness of a CM program requires the involvement and support of a number of ADF and contractor agencies. The responsibility of each specific agency needs to be clearly articulated in their CMPP.


48. The responsible SPO is the controlling authority for the CM Program and is responsible for:

a. ensuring the effectiveness of CM programs through the measurement of relevant KPIs and regular reviews (at least biennially);

b. analysing CM data and trends and prescribing appropriate actions;

c. maintaining a database and logging of all CM data and oil samples taken against individual propulsion systems, which includes analytical results, wear trends and where applicable, any resulting follow-up action;

d. forwarding the results of analyses to the SMM of the AMO, for incorporation into maintenance records/log card;

e. reviewing and approving of CM alert levels for their weapon systems; and

f. providing CM technology specialist advice to the respective AMO, in consultation with other competent agencies (such as DGTA–ADF, DSTO and OEMs).

NOTE

• In the event that a CMC makes a significant recommendation directly to an AMO the SPO is to be notified as soon as possible.

Approved Maintenance Organisations

49. AMOs (both commercial and military) are responsible for3:

a. collecting CM samples and data, and forwarding them to the responsible CMC and SPO with correct information;

b. maintaining a register of all oil samples taken for a SOA Program;

c. determining system serviceability based on available technical information and authorised limits;

d. performing configuration management tasks at the respective Maintenance Control Office (MCO) and advising CMCs and SPOs when propulsion systems are removed or installed;

e. ensuring that CM operators are authorised to perform CM tasks and operate CM equipment;

f. raising defect reports using CM data from CMCs as required; and

g. implementing initiatives to manage CM samples and data when deployed to a location not served by a CMC.

Condition Monitoring Centres

50. For economic reasons, it may be more cost effective for CM data analysis to be centralised in an SPO or to be out-sourced to a specialist contractor. These centralised organisations and contractors are collectively referred to as Condition Monitoring Centres. CMCs are responsible for:

a. analysing CM samples and data;

b. recording and trending the results of the analysis;

c. providing CM data/trends and advising the responsible SPO and AMO of any significant results;

d. providing CM data and making engineering recommendations to SPOs and AMOs;

e. maintaining specific instructions detailing weapon-system unique CM program procedures; and



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f. ensuring that an adequate number of personnel are trained and authorised as CM Operators and CM Supervisors.

Directorate of Aviation Engineering

51. DAVENG–DGTA is responsible for:

a. sponsoring Technical Airworthiness Regulation 3. 5. 54;

b. performing the desk officer role for DGTA–ADF sponsored propulsion system CM related DSTO tasks for fixed wing and rotary wing aircraft;

c. providing guidance to AMOs and SPOs;

d. providing specialist advice, in consultation with other competent agencies, ie DSTO, AESSO and OEMs;

e. ensuring that an up-to-date listing of appropriate service and commercial CM courses and training programs are available; and

f. providing specialist CM advice for WDA and SOA through NDTSL–DGTA.

Non-Destructive Testing Standards Laboratory

52. NDTSL–DGTA is responsible for:

a. maintaining a register of ADF CMCs across the ADF and the CM techniques they employ for applicable aircraft types;

b. maintaining a register of commercial CMCs that support the ADF;

c. maintaining a register of qualified CM Operators and CM Supervisors in the ADF;

d. administering and delivering ADF approved training courses for SOA and WDA;

e. conducting SOA equipment calibration and correlation programs for ADF and commercial CMCs; and

f. providing technology specialist advice to SPOs and AMOs on SOA and WDA CM techniques.

Defence Science and Technology Organisation

53. Defence Science and Technology Organisation–Platform Sciences Laboratory (DSTO–PSL) is responsible for:

a. providing technology specialist advice to the ADF on all propulsion system CM techniques and processes;

b. assisting SPOs in developing and implementing CM programs;

c. providing diagnostic assistance to SPOs and AMOs; and

d. providing related research assistance to the ADF as directed by DGTA–ADF.

Aerospace Equipment Systems Support Office

54. Aerospace Equipment Systems Support Office (AESSO)) is responsible for:

a. the management of non-weapon system specific CM equipment acquisition, maintenance and operator training; and

b. producing and sponsoring publications for CM equipment operation and maintenance.

Annexes: A. SOA Program B. WDA Guidance C. Vibration Analysis Guidance D. Performance Monitoring Guidance 1 TAREG 4.5.3b 2 TAREG 4.5.3f 3 TAREG 3.5.5b(5) 4 TAREG 3.5.5



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13A–1

SOA PROGRAM

Table of Contents INTRODUCTION ............................................................................................................................................. 1 OIL SAMPLING PROCESS ............................................................................................................................ 1 ORGANISATIONAL RESPONSIBILITIES...................................................................................................... 3

Systems Program Office .............................................................................................................................. 3 Approved Maintenance Organisation........................................................................................................... 3 Condition Monitoring Centre......................................................................................................................... 3

ALERT LEVELS AND CODES ....................................................................................................................... 3 EQUIPMENT CALIBRATION.......................................................................................................................... 4

Correlation.................................................................................................................................................... 4 ROTATING DISC ELECTRODE SPECTROMETER...................................................................................... 4 Appendix......................................................................................................................................................... 4 1. SOAP Request Form Example

INTRODUCTION

1. For wear metal less than 10 μm in diameter, spectrometric oil analysis (SOA) is used to vaporise a small sample of oil in a spectrometer to identify the metal type by spectral analysis and quantify the amount of wear metal present in parts per million (ppm). Pre-determined ppm levels are used to determine whether components are wearing normally or abnormally warranting further investigation (typically a filter pull to analyse larger wear particles using wear debris analysis). The requirement for large specialist and expensive equipment makes this technique undesirable for some applications and does introduce complexities for deployed aircraft or ship-borne aircraft. It is also important that oil addition is accounted and corrected for when calculating ppm levels.

2. A SOA Program (SOAP) will require the use of an Atomic Emission Spectrometer or a Rotating Disc Electrode (RDE) Spectrometer for deployments. Commercial and military laboratories participating in ADF aviation SOA programs are to calibrate and correlate their SOA spectrometers in accordance with this Annex.

3. SOA requires the gradual generation of minuscule particles during a failure mode and hence, only specific propulsion systems may have SOA recommended by the OEM. The responsible AMO or Systems Program Office (SPO) should specify oil collection and analysis intervals in the applicable aircraft Planned Servicing Scheduled or as directed.

OIL SAMPLING PROCESS

• Mobil jet oil II (MIL–l–23699) is classified as a hazardous substance; therefore, the

appropriate personal protective equipment (PPE) shall be used at all times.

• Care must be used during sample removal as oil and associated propulsion system will be extremely hot.

4. When taking SOA samples personnel are to ensure that no other substance or contaminant is inadvertently introduced into the specimen, as this will give a false indication during analysis. Likewise, care is to be taken when forwarding specimens to the Condition Monitoring Centre (CMC) to ensure that they are not contaminated or adversely disturbed.

5. The success and effectiveness of a SOA Program relies on sample integrity. Great care is to be taken to ensure the sample taken is representative of the system from which it was taken. The following general procedures ensure integrity in the sample removal process:



13A–2

NOTE

• Oil samples are to be taken prior to oil replenishment and within 20 minutes of aircraft shutdown, unless otherwise stated in an approved procedure. If a sample is to be taken after replenishment and the 20 minute time duration, the system is to be operated to the normal operating temperature to ensure the sample is a homogenous mixture.

a. Sampling equipment is to be stored in a clean closed container, eg plastic bag, free from dust or contaminants. This equipment is to remain in the container until immediately before sample removal.

b. Do not attempt to clean sampling equipment, sample bottles and hoses, or place fingers in sample bottles as this may introduce contaminants. Use only new clean sampling equipment for each sample.

c. Fill the sample bottle to 75% of its capacity, to allow agitation by the CMC.

d. Ensure all samples are correctly identified and labelled with the propulsion system serial number, aircraft tail number and the date the sample was collected.

e. Arrange for appropriate transportation of the sample to the applicable CMC for analysis.

f. Formally task the applicable CMC by recording necessary information in a SOA request form (refer Appendix 1).

NOTE

• The regulations governing the transportation of dangerous goods by road or rail are detailed in DEF(AUST)1000C—Australian Defence Force Packaging Standard and AAP 3631.001—RAAF Manual of Air Movements. The regulations governing the transportation of dangerous goods by air are detailed in the current edition of the International Air Transport Association (IATA) Dangerous Goods Regulations.

• It is essential that the sample bottle cap seal is fitted and the cap properly tightened and sealed to ensure no leakage occurs during transit. Additionally the identification label is to be secured to the sample so that it cannot become detached or saturated with oil.

6. SOAP samples may be taken using one of the following methods:

a. Method 1. This is the most common method used for taking samples. The sample is removed by inserting a plastic hose into the filler point on the propulsion system and then attaching a sample bottle to the hose to draw the oil sample. To prevent contamination care is to be taken to ensure the hose does not come in contact with the bottom or sides of the system reservoir. To alleviate the possibility of contamination, the length of hose entering the system reservoir is not to exceed the length of the reservoir dipstick.

b. Method 2. Some OEMs require oil samples to be obtained from a designated sampling point using a specialist tool. The sample is taken by using the tool to depress a valve, which allows the sample to flow into the sample bottle. Samples are to be taken using the following steps:

(1) Clean the sampling point and specialist tool with a lint free cloth and approved cleaning solvent.

(2) When the sampling point and specialist tool are dry, use the specialist tool to initiate an oil flow from the designated sampling point.

(3) Allow a minimum of 100 millilitre (ml) of the oil to flow from the sampling point into a suitable waste container.

(4) Without interrupting the oil flow, obtain a sample by placing the clean sample bottle into the stream of the flowing oil.

(5) Remove the sample bottle when the required sample has been obtained.

(6) Terminate the flow of the oil.

7. Where practical, specimens for analysis are to be supplied in 60 ml sample bottles, unless otherwise specified in approved publications or instructions. A sufficient quantity of samples is to be retained by the AMO to ensure adequate supply to satisfy the requirements of all authorities.



13A–3

8. If an unacceptable or suspect result/trend/indication is recorded, an additional sample will be required for analysis. If the second sample is also suspect, the Senior Maintenance Manager (SMM) may either confirm the defect in consultation with the responsible SPO, or continue sampling at intervals as determined by the responsible SPO.



9. The responsible SPO is the controlling authority for the CM Program. Refer to the chapter body for a summary of SPO responsibilities.

Approved Maintenance Organisation1

10. The SMM is responsible for ensuring:

a. a facility is available for providing SOA services on base and during deployments2;

b. a register of all oil samples taken for the SOAP is maintained;

c. samples are numbered consecutively and are composed of the ‘AMO identifier/consecutive serial number/year’, eg 4OCU/21/99;

d. samples are forwarded for analysis; and

e. maintaining oil analysis records, including the correct allocation of AMO sample serial numbers.

11. The Maintenance Manager (MM) of the SOA servicing is responsible for ensuring:

a. that SOAP samples are taken correctly, and in accordance with approved procedures;

b. SOAP Request Forms (or equivalent) are correctly filled out to task the applicable CMC (government or contractor), refer Appendix 1; and

c. samples are forwarded with appropriate documentation to the CMC as quickly as possible.

12. The maintenance personnel taking the sample is responsible for:

a. ensuring the sample point and dispensing equipment are clean and free of contamination;

b. annotating the SOAP servicing in the recording and certification system3;

c. completing the SOAP request form (or equivalent, refer Appendix 1) and recording all necessary serial numbers, tail number, TSN/TSO data, reason for sampling and SOAP code as specified in the covering chapter;

d. recording the total quantity of top-up oil added since the last sample; and

e. entering details in the AMO oil sample register.

Condition Monitoring Centre

13. The responsible CMC shall maintain records to enable trend analysis of the SOAP results. Additional to the information documented in the SOAP request form (or equivalent), the CM Operator at the CMC is to record the following for each SOAP sample:

a. the wear metals detected (Fe, Cu, Mg, Cr, Al, Ag, Sn, Ni, Ti, Si) and their respective concentrations in parts per million; and

b. any remarks about the sample or results in terms of trending and changes since last sample analysis.

14. Recording of this type of information is to be on a computerised spreadsheet. A mechanism for adjusting trend information for system location changes or oil changes and top-ups is to be developed and included in the CMCs published procedures.

ALERT LEVELS AND CODES

15. SOA alert levels are utilised as condition indicators. Alert levels may include codes, eg R, C, B, A, which can serve as a status indicator for the various stages of problem progression. Refer to the chapter body for details.



13A–4

EQUIPMENT CALIBRATION

16. Regular calibration of equipment is required to ensure repeatability of results4. The purpose of calibration standards is to create a calibration curve within the spectrometer. This allows oil samples of unknown elemental composition to be accurately determined through interpolation of the calibration curve. Each month, calibration standards and a check sample are to be prepared and despatched, with instructions, to participating CMC laboratories by NDTSL–DGTA.

17. All ADF spectrometers are to be calibrated daily when used or prior to analysing a batch of aircraft samples. Spectrometers are to be re-calibrated throughout the day if the laboratory environmental conditions, eg temperature and humidity, undergo significant changes during the day. To confirm spectrometer calibration condition, the check standard supplied is used after every five samples are processed.

18. Calibration of the spectrometer is to be performed in accordance with the applicable equipment operating manual. Any changes to the calibration process or instructions are to be discussed with NDTSL–DGTA before implementation.

Correlation

19. Correlation is required to ensure a consistency in results between:

a. different CMC laboratories; and

b. Inductively Coupled Plasma (ICP) results obtained at a home base and Rotating Disc Electrode (RDE) results obtained on a deployment.

20. The correlation program is intended to establish confidence that results obtained from different spectrometers can be compared directly. This allows trend analysis of SOA results to be continued when an aircraft deploys away from its home base, or whenever a change of spectrometers occurs during the trend analysis period. It allows samples from deployed aircraft to be analysed by the nearest available participating CMC. The correlation program is also a comparative means of externally auditing SOA local instructions and their application, and operator competency and training.

21. For the ADF correlation program, a ‘Soup’ of oil is prepared every three months by NDTSL from the 5000 ppm metallo-organic standards. The quantities of various elements in the ‘Soup’ is known only to NDTSL personnel. A sample of this ‘Soup’ is sent to each participating CMC together with processing instructions. Each participating CMC submits the results of its analysis to NDTSL for subjective assessment. Any CMC considered to be outside an acceptable range is advised accordingly.

22. The affected CMC then investigates, consults with NDTSL–DGTA, if required, and initiates appropriate corrective actions. Processing of correlation samples by the effected CMC continues more regularly until acceptable results are achieved. The use of results obtained from SOA equipment that has been assessed by NDTSL as outside acceptable correlation range indices is not recommended.

ROTATING DISC ELECTRODE SPECTROMETER

23. Rotating Disc Electrode Spectrometer (RDE) spectrometers are to be included in the three monthly correlation program. RDEs that have not been in regular use are to be used and correlated prior to being taken on deployment. The regular use of RDE spectrometers by operational units is encouraged, both for the maintenance of operator skills and to improve the likelihood that the RDE will be serviceable when needed.

Appendix:

1. SOAP Request Form Example 1 TAREG 3.5.5b(5) 2 TAREG 4.6.1a 3 TAREG 5.1.2a 4 TAREG 3.3.7(3)(ii)



13A1–1

SOAP REQUEST FORM EXAMPLE

Laboratory Manager or* Laboratory Manager Oil Check Pty Ltd Oil Check Pty Ltd Locked Bag 18 REGENTS PARK NSW 2148 17A Vulcan Road 95 Clapham Road SEFTON NSW 2162 CANNING VALE WA 6155 For Information: NASPO CMC

SPECTROMETRIC OIL ANALYSIS PROGRAM

Request the following oil sample be analysed, as soon as possible to determine the extent of contamination by metallic matter. The results are to be forwarded with this form to:

Navy Aviation Systems Program Office Attention: SK50ALPM / S70BALPM* HMAS ALBATROSS NOWRA NSW 2540 Fax: (02) 4424 3340 / (02) 4424 3030*

Aircraft Type: XXXXXXX Water Test Required

Acid Test Required

Aircraft Serial No: XXX–XXX YES / NO YES / NO Date Sample Taken 11/01/99 Fluid Type

COMPONENT HOURS COMPONENT SAMPLE

Serial No COMPONENT

Serial No. TSN TSO OIL ADDED

(Litres)

ENGINE No 1 816 / 21 / 99 XXX 348 24 21 ENGINE No 2 816 / 22 / 99 XXX 125 17 5

MRGB IGB

TRGB POND 6

Reason for Sample: 1—Routine, 2—New Installation, 3—Filter Bypass, 5—Component Defect / Incident, 6— Corrective Action, 7—Direction by Higher Authority, 8—Unusual Operating Conditions, 9—Other.* METradesperson

M. E. TRADESPERSON Petty Officer

Tel: (02) XXXX XXXX

12 Jan 99 * As applicable

ROYAL AUSTRALIAN NAVYNo 816 Squadron



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13B–1

WDA GUIDANCE

Table of Contents INTRODUCTION ............................................................................................................................................. 1

Methods........................................................................................................................................................ 1 Sample Particulars ....................................................................................................................................... 1

ORGANISATIONAL RESPONSIBILITIES...................................................................................................... 2 Systems Program Office .............................................................................................................................. 2 Approved Maintenance Organisation........................................................................................................... 2 Condition Monitoring Centre......................................................................................................................... 2

ALERT LEVELS AND CODES ....................................................................................................................... 3 Appendixes..................................................................................................................................................... 3 1. Example of a WDA Sample Particulars Form 2. Example of a Qualitative Debris History Sheet

INTRODUCTION

1. In Wear Debris Analysis (WDA), metal debris greater than 15μm in diameter can be analysed qualitatively and quantitatively through collection on a magnetic plug or in an oil filter. Two important characteristics for the detection of an incipient failure are the rate of debris generation and the particle size range.

2. Only specific propulsion systems require WDA, generally as recommended by an OEM. The responsible AMO or System Program Office (SPO) should specify WDA intervals in the applicable aircraft PSS or as directed.

Methods

3. Qualitative. Identification of metallic debris can be conducted most effectively using a stereo zoom photomicroscope. This allows continuously variable magnification throughout the whole range to allow for recognition of debris morphology (size, shape, marking and colour). A digital camera can also be fitted to allow for debris photos to be included in reports or for the development of a debris reference library. If available, a more detailed analysis can be performed by using a scanning electron microscope (SEM) energy dispersive x-ray (EDX) machine, ideally operated by a metallurgist. The SEM–EDX has extremely high magnification, which can be used to more closely analyse the morphology of the wear metal to allow determination of the failure mode. The SEM–EDX is also able to identify the exact composition of the wear material. This assists personnel in fault diagnosis by isolating the source of the wear metal. A materials map which identifies the composition that each oil wetted component in the system is made of, is ideal for identifying the origin of wear debris in the oil system. The CMPP shall contain a Propulsion System Material Map (PSMM).

4. Quantitative. An initial sign of incipient failure is rate of debris generation. If a wear debris analyser is available to measure the amount of particles produced over a period of time, the rate of wear debris production can be trended against CM alert levels in Debris Quantity/Per Hour (DQ/HR). This allows a quantitative analysis to be carried out additional to a qualitative analysis. Analysis of debris undergoing quantitative assessment is to be conducted in accordance with AAP 7620.118–2M—Debris Tester MK III, operational manual.

Sample Particulars

5. For each WDA sample collected, sufficient information is to be recorded to support analysis, linking the source of the sample, when it was taken, and allow the rate of debris generation to be generated (if the technique is quantitative). Additional to the generic information that is recorded with CM data outlined in the body of this chapter, a visual description of the sample needs to be recorded, eg clear, cloudy, many large particles present etc.

6. The sample information is to be recorded on a sample particulars form, which records the generic and the specific information outlined above as a minimum. After completion of the analysis, the debris may be attached to the rear of the form to allow a component particle history to be maintained. An example of a sample particulars form is provided in Appendix 1. If a SEM can support a detailed analysis with EDX capability, then a report from the SEM–EDX operator is to be included.



13B–2



7. The responsible SPO is the controlling authority for the CM Program. Refer to the chapter body for a summary of SPO responsibilities.

Approved Maintenance Organisation1

8. The Senior Maintenance Manager (SMM) is responsible for deciding whether additional samples are required for analysis, in consultation with the applicable SPO. If the second sample is also suspect, the SMM may either confirm the defect in consultation with the responsible SPO, or continue sampling at intervals as determined by the responsible SPO.

9. The Maintenance Manager (MM) of the WDA servicing is responsible for ensuring that the samples are taken correctly, in accordance with the approved procedure. The MM is also responsible for ensuring that the required information is recorded correctly and forwarded with the correct sample to the responsible CMC as soon as possible.

Condition Monitoring Centre

10. Quantitative Debris History. The responsible CMC shall maintain a record of the results of each quantitative sample analysis, ie DQ/HR for each sample point, eg magnetic plug, filter, subject to WDA to allow for trend analysis of the results. Each sample point is to be identified by the sample point type, eg magnetic plug, filter and parent equipment serial number, eg aircraft tail number, engine serial number, subject to WDA. Additional to the generic information that is recorded with CM data, the following specific information needs to be recorded for quantitative WDA:

a. the ferrous debris quantity;

b. time since the last sample was taken;

c. the results of debris quantity divided by sampling interval, ie DQ/HR;

d. a brief description of the debris present in the sample;

e. the WDA code after the analysis of the sample, if applicable; and

f. Wear Debris Analyser Serial number.

11. This information is to be recorded on a computerised spreadsheet or database. A mechanism for adjusting trend information to account for propulsion system location changes or oil changes and replenishments is to be implemented if required.

12. Qualitative Debris History. Wear debris samples that are routinely removed for quantitative analysis may be kept to retain a component particle history. This may assist in a qualitative assessment if required at a later date. After analysis, the sample card with the debris sample attached can be stored on a Qualitative Debris History sheet, refer Appendix 2 for an example. The following information should be recorded on the Qualitative Debris History sheet:

a. Component name;

b. Serial number of component;

c. date component installed;

d. Higher assembly;

e. hours at time of fitment;

f. date component was removed;

g. component hours at time of removal; and

h. remarks.

13. For each WDA sample analysed using a SEM–EDX, the analysis results are to be recorded and retained to allow them to be compared with previous results and for trend analysis. The history is required to allow correlation with actual propulsion system damage identified following tear-down or repair.



13B–3

14. Where an AMO does not have access to a SEM, the analysis should be done by DSTO. DGTA–NDTSL Materials Officer can also provide SEM analysis if necessary. The sample should be packaged to avoid damage in transit and should be accompanied with a Minute stating the priority, contact details and should have a copy of the sample particulars form. Samples should be sent to:

Task Manager−Aircraft Forensic Engineering DSTO−PSL 506 Lorimer Street FISHERMENS BEND VIC 3207,

or

Materials Officer NDTSL–DGTA RAAF AMBERLEY QLD 4306

ALERT LEVELS AND CODES

15. As with SOA, WDA Alert levels are utilised as condition indicators. Refer to the chapter body for details.

Appendixes:

1. Example of a WDA Sample Particulars Form 2. Example of a Qualitative Debris History Sheet 1 TAREG 3.5.5b(5)



13B–4

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AAP 7001.059(AM1) Appendix 1 to

Annex B to Sect 8 Chap13

13B1–1

EXAMPLE OF AN WDA SAMPLE PARTICULARS FORM

WDA SAMPLE CARD AIRCRAFT Type: COMPONENT Type:

Serial No: Serial No:

HRS: HRS:

TSO:

SAMPLE Location: RESULT DQ:

Remarks: DQ/HR:

Date: Result Code:

T/Man: Date:

T/Man Sig:

Remarks:


AAP 7001.059(AM1) Appendix 1 to

Annex B to Sect 8 Chap13

13B1–2

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13B2–1

EXAMPLE OF A QUALITATIVE DEBRIS HISTORY SHEET

QUALITATIVE DEBRIS HISTORY SHEET

Component: Serial No: Card No:

Start

Installation Removal Remarks

Date Higher Ass Hrs Date Hrs

CARRIED FORWARD

1.

2.

3.

SAMPLE CARD SAMPLE CARD

SAMPLE CARD



13B2–2

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13C–1

VIBRATION ANALYSIS GUIDANCE

INTRODUCTION

1. Vibration Analysis (VA) is defined as measuring vibration in order to assess the condition of a component or assembly so that corrective action can take place in order to preserve propulsion systems. Whilst it is clear that aircraft will vibrate in operation, the aim of VA is to minimise the vibration to an acceptable level and identify components or assemblies that are faulty. Conversely, VA can be viewed as positive confirmation of the operational health of an aircraft.

2. Traditionally, VA has been conducted within the ADF as part of standard aircraft maintenance requirements detailed in the applicable aircraft publications. Thereby placing a reliance on OEM derived techniques and processes which can become outdated and can often be significantly improved by using state of the art equipment. Hence, SPOs are encouraged to ensure that equipment and processes called out for legacy systems are effective and efficient at supporting a CM program. DSTO can provide support specialist advice for this assessment. A good source of generic theory for applying VA to rotating machinery is ABR 6140—Condition Monitoring Manual.

Vibration Sources

3. The causes and sources of vibration will vary between propulsion system types and aircraft applications. The primary aim is to reduce the vibrations to an acceptable level, generally specified by the OEM. Vibrations can result from unbalanced, misaligned, worn or damaged propulsion systems. Sources of vibration on an aircraft include:

a. engines;

b. propellers;

c. flying control surfaces;

d. transmission drive shafts, couplings and gears;

e. main rotor, intermediate and tail rotor gearboxes; and

f. main and tail rotor assemblies.

Vibration Analysis

4. VA is best suited to detecting dynamic faults such as unbalance and misalignment of rotating components, which may be difficult or time consuming to identify when the aircraft is not operating. Permanently fitted accelerometers or temporarily fitted accelerometers attached to strategic locations on the aircraft can be used to produce information about the condition of components. The information provided varies depending on the complexity of the equipment being used, however typically the information can be displayed as:

a. Overall measurements. This is a single number that provides only a basic indication of machinery condition. It can be easily compared to predetermined limits, however the information is very limited and component level fault finding is not usually possible.

b. Filtered measurements. Where VA is focused on a known fault of a component (such as propeller balancing), a modified version of the overall measurement may be used. This measurement filters out unwanted vibration information and only displays information relating to the component of interest, eg propeller. The information is usually displayed as a single number that can be easily compared to extant limits (such as rotor balance measurements for helicopters).

c. Spectral measurements. This consists of a plot of amplitude (vertical axis) versus frequency (horizontal axis). The plot displays detailed vibration information for a range of frequencies, which means it is a far more powerful analytical tool. Vibration from a specific component will produce a peak on the graph at the frequency corresponding to the speed of rotation (or multiples). For example, a helicopter tail rotor drive shaft will produce a vibration peak at the running speed, the height of which will indicate the degree of shaft unbalance at the location being measured. For aircraft the units of frequency are typically Revolutions Per Minute (RPM) and the units of amplitude are Inches Per Second (IPS). The height of the peak (in IPS) is an indication of the severity of the vibration. This type of measurement allows specific limits to be applied to specific components and is a far more powerful fault finding tool than the previously described methods.



13C–2

d. Advanced measurements. For some faults, advanced analysis techniques may be required. Identification of engine resonances during run up and coast down in a test stand is an example. Expert advice and advanced equipment is usually required to implement this type of analysis. In the past, advanced vibration analysis has been limited to the identification of specific known faults rather than being used as a general health assessment tool. DSTO can provide advice regarding the application of these techniques to aircraft.

Vibration Absorption Devices

5. Vibration absorption devices are often built into aircraft to reduce inherent vibrations to an acceptable level. The methods adopted will vary between manufacturers and aircraft types. These absorption devices are critical in minimising inherent vibrations that can affect aircrew or avionics, and are an integral part of the vibration management system for any weapon system.

Test Equipment

6. The test equipment used for vibration analysis varies between aircraft. Accurate diagnosis of the resulting data is critical, as this dictates the follow up maintenance action required. Incorrect diagnosis can be costly in flying hours, propulsion system replacement, and could cause the loss of an aircraft.

7. The test equipment required for the different aircraft types, the operator training and the specific installation requirements are detailed in applicable aircraft maintenance publications and other related Local Instructions and publications approved by the applicable SPO. For Navy operations, specific VA manuals are developed for each rotary wing aircraft type.

Alert Levels

8. OEMs, calculated from historical data or determined can set vibration alert levels and limits based on extensive experience with a particular situation. Where no limits exist for a component, expert analysis of historical data is the preferred method for determining a new limit. Occasionally the measurement location is changed and where this happens care must be taken to ensure the limit is still applicable at the new location. DSTO can proved assistance when re-assessing or creating vibration alert levels and limits.



13D–1

PERFORMANCE MONITORING GUIDANCE

INTRODUCTION

1. The efficiency of mechanical systems naturally deteriorates in service and can be indicated by a reduction in performance output such as thrust, shaft horsepower and torque. For gas turbine engines, deterioration of compressor and turbine efficiency requires higher mass flow rates and higher turbine temperatures to achieve the same power output. The level of deterioration is usually indicated by performance parameters such as turbine temperatures, spool speeds (in rpm) and fuel flows relative to a measurable baseline, such as power output. These parameters are usually recorded at a steady state condition for comparison with a set of data, which represent performance in a ‘healthy’ no-fault state.

2. The level and rate of deterioration can be monitored by trending these parameters over time to indicate whether premature maintenance is necessary or alternatively, to justify a maintenance extension beyond a fixed scheduled servicing. Effective performance monitoring (PM) can also be useful for selecting ‘healthy’ engines prior to deployment in demanding operational environments (ie hot ambient temperatures at high altitudes).

Fault Coverage

3. For gas turbine engines, PM is useful for detecting and diagnosing a wide range of faults that effect the efficiency of components in the gas path, such as; erosion, corrosion, or fouling of blades and vanes; increases in blade tip clearance; wear of air seals; and bleed system leaks. Given that gas turbines experience severe operating conditions, which inevitably leads to erosion and tip wear of turbine parts, PM can benefit any engine type.

Limitations of Performance Monitoring

4. Performance monitoring can be of limited benefit if the propulsion system only has a small number of parameters available and data is not recorded and trended on a regular basis. For example, older engine types with hydro-mechanical fuel controls will have fewer electronic performance sensors available than modern engines with Full Authority Digital Electronic Control (FADEC) systems. Hence, the PM activity needs to be tailored to the engine type and the vintage of the technology available. During data collection, the effects of engine air bleed needs to be considered and may require isolation of systems such as the aircraft Environmental Control System (ECS) during ground based performance checks.

Data Sources

5. PM data may be collected whilst the propulsion system is installed in an aircraft or during an uninstalled test in a test-cell environment. Installed and uninstalled tests will have a number of limitations.

6. Installed Data. As a minimum, installed data should be recorded as prescribed by OEM maintenance instructions. Performance checks for gas turbine engines may be referred to as Health Indicator Test (HIT) checks, Ground Power Assurance Checks (GPAC) or Power Performance Index (PPI) checks. For installed data collection, the number of performance parameters available will depend upon the available cockpit instrumentation. Modern aircraft fitted with a Health and Usage Monitoring System (HUMS) may provide a significant amount of installed PM data for a ground based maintenance management system, but this data needs to be manipulated in an efficient and effective manner. For more detailed analysis on installed systems, it may be necessary to record data (manually or using a HUMS) during take-off, and/or at cruise settings.

7. Uninstalled Data. Test-cell data should be collected and recorded following Deeper Maintenance (DM) to set a baseline for future trending and enable comparison with a fleet average. Installation effects need to be taken into consideration particularly for gas turbine engine test-cells. Generally test-cell runs do not occur regularly enough to enable effective trending of performance degradation. Hence, the data needs to be collated with installed PM data to provide a useful trend over the life of a system.

Analysis Procedure

8. For gas turbine engines, the first step is to correct (adjust) the recorded performance data to ISA standard day conditions, of 15°C and 14.696 PSIA. This correction removes the effect of different ambient conditions on the engine performance, and enables data taken at different atmospheric conditions to be compared against limits prescribed in maintenance manuals. To enable this correction, the atmospheric conditions must be recorded along with the associated performance data. Data analysis can be done via two general approaches:



13D–2

a. The first approach utilises the data from a suspect engine in absolute terms. As an example, this approach is well illustrated by the cross-plotting method. Typically high pressure spool speed, or engine pressure ratio (EPR) is used as a baseline reference parameter, and other engine parameters are plotted, on the vertical axis, against the baseline parameter. Hence, a measurement of turbine temperature of 2 212°F at and an EPR of 1.90 is plotted directly on the graph (refer Figure 13–D–1). Data from the engine being investigated can be compared against a performance band or ‘tram-line’ limits provided by the OEM.

b. The second general approach utilises the data from a suspect engine in relative terms. As an example of this approach, the turbine temperature of 2 212°F at 1.90 EPR would be subtracted from a maximum acceptable turbine temperature for the same operating condition of 1.90 EPR. This subtraction results in a turbine temperature margin, which can be trended against engine operating hours (refer Figure 13–D–2). A large margin indicates an engine in good health. As the engine degrades, the reduction in margin can be identified, and extrapolated to determine when the limit will be reached, requiring maintenance.

9. The absolute method can have a significant diagnostic capability if a significant number of parameters can be plotted against the baseline parameter. In this case, different faults can be identified if their behaviour is unique amongst the number of cross-plots available.

10. The relative method has a significant predictive capability for determining when maintenance could be needed, as it allows the data for each individual engine to be trended against time. However, it requires knowledge of the engine maximum acceptable turbine temperature. This can come from several sources such as a table, often for a single flight condition, or a computer model, which can use data at many flight conditions. Both of these items generally need to be provided by the engine OEM.

No-Fault Data

11. For both the absolute and relative approaches, it is necessary to compare the engine being monitored with a known ‘healthy’ baseline representing a no-fault condition. To determine how the performance parameters of a specific engine have changed with in-service usage requires comparing PM data with earlier no-fault data for the same engine. The no-fault condition is typically that after DM, therefore requiring a record of post DM acceptance tests. Note that variations in the no-fault condition between different engines will occur due to variations in build tolerances of critical dimensions, such as blade tip clearances, air seal clearances and nozzle guide vane classifications.

Limits

12. In general it is preferable to be able to use OEM supplied limits. However, when these don’t exist, limits can be derived from historical data. As such, it is very useful if historical data is retained. DSTO can assist in developing these limits, as well as with the application of PM techniques.

Other engines

OEM lower limit

OEM upper limit

Suspect Engine

2050

2100

2150

2200

2250

2300

1.80 1.85 1.90 1.95 2.00Engine Pressure Ratio

Tur

bine

Inle

t Tem

pera

ture

(deg

F).

0

10

20

30

40

50

60

0 100 200 300 400 500Engine Hours

Tur

bine

Tem

pera

ture

Mar

gin

(deg

F).

OEM limit

Occurance of Maintenance

Figure 13–D–1 Absolute PM Figure 13–D–2 Relative PM



1

SECTION 8

CHAPTER 14

AIRCRAFT MAINTENANCE CONTROL

INTRODUCTION

1. Integral to the management and control of aircraft and aeronautical product maintenance is the management and control of maintenance documentation. Within the ADF, the management and control aspects of aircraft maintenance are the responsibility of the Maintenance Control Office (MCO) and maintenance personnel performing the maintenance activity. To ensure the smooth operation of the management system, the MCO relies on the provision of accurate information by maintenance personnel.

2. This chapter prescribes the AMOs responsibilities associated with aircraft maintenance control.

AIRCRAFT MAINTENANCE DATA1

3. The Senior Maintenance Manager (SMM) is responsible for establishing a system for the management of records which collates and maintains the following information related to aircraft and aeronautical product:

a. aircraft flying hours;

b. missile operating and flight carriage hours;

c. engine operating hours;

d. number of landings;

e. number of operations of specified aeronautical product, eg engine starts (number of starts) or searchlight (number of strikes);

f. removal, installation or transfer of aircraft and Maintenance Managed Items (MMIs);

g. completion of Routine (R) and Special (S) servicings;

h. completion of scheduled and unscheduled maintenance;

i. incorporation of Modifications (MODs) and Special Technical Instructions (STIs);

j. aircraft and MMI Logs, and Form EE515—Component Log (Component History Recording System (CHRS) items); and

k. aircraft, MMI and CHRS status reports.

4. All applicable aircraft and aeronautical product history must be recorded. Records must be continually updated and contain the current information required to initiate maintenance activities2.

DUTIES AND RESPONSIBILITIES OF MAINTENANCE PERSONNEL

5. The specific duties and responsibilities of AMO maintenance personnel must be laid down in local instructions. The SMM will normally delegate responsibility for the control and management of maintenance and associated documentation to an experienced Maintenance Manager (MM)3. This delegate may further delegate aspects of this responsibility to competent subordinate MMs, eg OIC MCO.

MAINTENANCE CONTROL PROCESSES

6. The use and operation of aircraft maintenance documentation is detailed in Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

1 TAREG 5.2.1a 2 TAREG 5.2.1d,e and TAREG 5.4.3 3 TAREG 4.5.1e and TAREG 4.5.3b



2

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1

SECTION 8

CHAPTER 15

AIRCRAFT COMPASS SYSTEM CALIBRATION AND COMPASS SWING SITES

INTRODUCTION

1. The accurate calibration of an aircraft compass system is essential to flight safety and to the effective operation of other integrated systems. The accuracy of the aircraft compass system depends primarily on the characteristics of the chosen compass swing site and external influences introduced into the system.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities and procedures to be followed when calibrating aircraft compass systems and managing compass swing sites.

RESPONSIBILITIES

3. The Senior Maintenance Manager (SMM) or delegate is responsible for ensuring that:

a. State aircraft compass systems are to be calibrated in accordance with paragraph 5;

b. appropriately qualified and authorised personnel perform compass system calibrations in accordance with the applicable authorised maintenance data1; and

c. compass swing site Managers for the compass swing sites normally used by the AMO are informed of any specific and special aircraft requirements, eg paint markings or higher than normal calibration tolerances.

4. The compass swing site Manager or delegate is responsible for ensuring that:

a. compass swing sites are managed in accordance with paragraph 7, and

b. the requirements of the site users are addressed when compass swing sites are surveyed and marked2.

AIRCRAFT COMPASS CALIBRATION REQUIREMENTS

5. Aircraft compass calibrations for all aircraft must be in accordance with the responsible System Program Office (SPO) authorised maintenance data3. Furthermore, AAP 7090.001–99 Instruction 3—Calibration of Aircraft Compass Systems details the requirements for calibration accuracy limits, forms and Fourier analysis requirements to be used when calibrating aircraft compass systems.

Assessment of aircraft compass system calibrations

6. The results of all aircraft compass system calibrations and Fourier analysis are to be checked and signed by the SMM or delegate4. The serviceability of the aircraft compass system is then to be entered into the recording and certification system as required by AAP 7090.001–99 Instruction 3 or other authorised maintenance data.

COMPASS SWING SITE REQUIREMENTS

7. Aircraft compass swing sites must be checked and surveyed in accordance with AAP 7090.001–99 Instruction 24—Management and Maintenance of ADF Aircraft Compass Swing Sites5.

1 TAREG 4.5.1a, c and TAREG 5.1.1a 2 TAREG 4.6.1a 3 TAREG 5.1.1a 4 TAREG 5.1.2b 5 TAREG 4.6.1a and TAREG 5.1.1a



2

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1

SECTION 8

CHAPTER 16

AIRCRAFT CLEANING AND CORROSION CONTROL

Table of Contents INTRODUCTION ............................................................................................................................................. 1 EXTERNAL SURFACE OF AIRCRAFT.......................................................................................................... 1 CLEANLINESS OF AIRCRAFT ...................................................................................................................... 1

Cleaning of Aircraft and Aeronautical Product ............................................................................................. 2 Cleaning Materials for Use on Aircraft ......................................................................................................... 2

MOISTURE REPELLENT FLUIDS ................................................................................................................. 2 EMPLOYMENT OF PERSONNEL IN SURFACE FINISHING PROCESSES................................................ 3 CORROSION................................................................................................................................................... 3

Removal of Corrosion................................................................................................................................... 3 APPROVED PAINTS....................................................................................................................................... 4 RECORDING ACTION .................................................................................................................................... 4

INTRODUCTION

1. Aircraft cleaning and corrosion control is carried out to maintain aircraft in a satisfactory materiel condition. This is achieved through the maintenance and application of aircraft cleaning programs, corrosion prevention and removal processes and protective surface finishes.

2. ADF aircraft are very susceptible to corrosion due to the materials from which they are constructed and the environment in which they operate. All aircraft have scheduled maintenance operations designed to preserve their condition and to rectify minor defects resulting from the operating environment.

3. This chapter prescribes the AMO procedures to be followed when performing cleaning and corrosion control activities on State aircraft and aeronautical product.

EXTERNAL SURFACE OF AIRCRAFT

4. In order to minimise damage to the external surface of an aircraft, rubber soled footwear is to be worn when carrying out servicing operations. Wing mats are to be used when it is necessary to stand on a wing, unless using existing non-slip walkways. Tools, other hard objects and servicing equipment are not to be rested directly on or dragged over the surface of an aircraft.

5. All cowlings and removable panels are to be handled with care to prevent damage and to ensure contour and accuracy of fit is not impaired. Cowlings and removable panels must not be placed directly onto a hard surface. They are to be placed on padded trestles or suitably padded to provide protection from damage.

6. All repairs to an aircraft or aeronautical product finish must be executed with care. Complete re-finishing of aircraft or aeronautical product is only to be done where approved paint shop facilities are available1.

CLEANLINESS OF AIRCRAFT

NOTE

• Areas of the aircraft structure in the wake of exhaust gas flow are liable to rapid corrosion if the exhaust gas deposits are not removed regularly and the aircraft finish is not maintained in good condition.

7. Cleanliness of aircraft is important, as dirt particles impair the efficiency of aerodynamic surfaces and aircraft working parts. When mixed with oil or grease, dirt is a dangerous abrasive. Dirt particles absorb fuel and oil, prolonging vaporisation, and thereby increasing the fire risk. Dirt particles also absorb moisture and other matter which may cause corrosion. Dirt particles and other matter may conceal defects and may compromise the airworthiness of an aircraft. Aircraft are to be cleaned regularly to remove dirt particles, oil, grease, and exhaust gas stains.



2

Cleaning of Aircraft and Aeronautical Product

8. The periodicity and/or procedures to be followed for the cleaning of aircraft and aeronautical product are detailed in the relevant aircraft publications or other approved instructions2. Blanking plugs/covers are to be applied to all intakes, vents, pitot heads and any other points considered necessary to prevent the ingress of cleaning materials or water into the interior of the aircraft/aeronautical product. On completion of the cleaning process, all blanks/covers fitted at the start of the cleaning operation are to be removed and the interior of the aircraft checked for the ingress of cleaning materials or water.

Cleaning Materials for Use on Aircraft

• Before using any cleaning substance, refer to the applicable Material Safety Data

Sheets (MSDS) for the correct safety procedures and personal protective equipment.

9. Cleaning Solutions. Only cleaning solutions approved and authorised by the relevant Systems Program Office (SPO) are to be used on aircraft.

10. Cleaning Rags. During maintenance on aircraft and aeronautical product, only clean, white, cotton rags are to be used, unless specified by the relevant SPO. Rags are identified on MILIS as ’Rags, Wiping’.

11. These cleaning rags are to be free of buttons, press studs, zips, etc or any object capable of causing damage to the aircraft surfaces.

12. Oxygen Systems. In accordance with instruction 12 of AAP 7055.001–99—Liquid and Gaseous Dry Breathing Oxygen Maintenance, only cleaning cloths, which comply with MIL–C–85043 are to be used on dry breathing oxygen equipment.

13. Disposal. Contaminated cleaning rags are to be disposed of in accordance with the applicable contaminate MSDS.

MOISTURE REPELLENT FLUIDS

14. The periodicity and procedures to be followed for moisture repellent fluids are detailed in the relevant aircraft publications or other approved instructions3. Moisture repellent fluids are composed mainly of corrosion inhibiting compounds in a low surface tension solvent. The repellent fluid displaces moisture and when it evaporates, leaves behind a thin film of corrosion inhibitor to provide temporary protection against further ingress of moisture. Repellent fluid is only to be applied in accordance with SPO approved procedures and all safety precautions detailed in the appropriate MSDS are to be adhered to.

15. The repellent products which are approved and authorised for use are:

a. PX24—General purpose de-watering and preservation of airframe, turbine engine compressors and support equipment; and

b. PX29—De-watering and preservation of electrical and electronic equipment.

16. The minimum amount of fluid is to be applied to de-water the surface and deposit a thin continuous film of corrosion preventive compound. Allow at least 10 minutes for fluid to evaporate before re-assembling equipment or re-making electrical connections.

17. Limitations and precautions to be observed are as follows:

a. The moisture displaced by these fluids must be removed either by natural evaporation or forced evaporation utilising fans.

b. The use of spray cans in conditions of high humidity may cause precipitation of moisture from surrounding air.

c. Do not apply in areas where ignition may occur, eg on hot parts or on electrical equipment whilst in operation.

d. The fluids used may attack some plastics and rubbers. Do not allow these fluids to contact perspex or stressed plastics.

e. Do not use these fluids on continuous wire type fire detection elements.



3

f. Do not use these fluids where they may come into contact with oxygen or oxygen systems.

g. Do not use these fluids on carbon brushes, commutator faces or slip rings.

18. The protection given is ‘short term’ and the typical life span is:

a. Salt spray resistance – 50 hours.

b. Outdoor exposure (protected from rain) – two weeks; and

c. Enclosed indoors – three months.

EMPLOYMENT OF PERSONNEL IN SURFACE FINISHING PROCESSES

• In accordance with AAP 2320.001–1M—Occupational Specification Aircraft

Engineering Trade Group Section 6 Chapter 1 females are not to be employed on surface finishing processes due to the chemicals used having embryo toxic properties4.

19. In conducting corrosion control and surface finishing processes, priority is to be given to the use of mechanical methods and non-hazardous substances where these are effective. Hazardous substances for corrosion control and surface finishing processes may only be used when it has been established that no other process could achieve the required outcome.

20. When hazardous substances are used for corrosion control and surface finishing processes, supervisors and personnel conducting the actual process must have access to, and be familiar with, the current MSDS for each hazardous substance being used, as well as all authorised documentation covering the process5.

NOTE

• Guidance on the use and method of using such hazardous substances contained within the relevant MSDS and other documentation is to be strictly adhered to.

CORROSION

21. There are three classifications of corrosion:

a. Heavy Corrosion. Heavy corrosion is corrosion which has penetrated the cladding or produced a deeply pitted or heavily roughened surface.

b. Medium Corrosion. Medium corrosion is corrosion which has not penetrated the cladding but has produced roughening of the surface which can be detected easily with a blunt probe.

c. Light Corrosion. Light corrosion is corrosion which has produced visible evidence but no perceptible roughness.

Removal of Corrosion

22. The corrosion removal and prevention procedures specified in the relevant aircraft publications or other authorised documentation is to be adhered to6. If no instructions exist, direction is to be sought from the responsible Systems Program Office (SPO).

23. The products of corrosion take part in, and assist the process of corrosion. These contaminants are to be completely removed, paying particular attention to fasteners and around joints, before the rectification process continues.



4

APPROVED PAINTS

• Before using any chemicals or paints refer to the MSDS for the relevant safety

precautions, clean up and disposal procedures.

24. The prime means of specifying paint for use in ADF aviation is the Military Specification and the colour standard. Further information is contained in the relevant aircraft publications or other approved documentation.7

NOTE

• Before using any paint or catalyst, a check is to be made to ensure it is within shelf life. Before combining the base and the catalyst, they are to be inspected to ensure they have not suffered any deterioration.

RECORDING ACTION

25. All aircraft maintenance, including washing, cleaning and any corrosion rectification is to be completed in accordance with the relevant publication8. Details must be entered in the recording and certification system and certified in accordance with Section 4 Chapter 2—Recording and Certification of Aircraft and Aeronautical Product Maintenance.

26. If applicable, all corrosion rectification is to be annotated on the aircraft Corrosion Record part of the Aircraft Log Pack.

1 TAREG 4.6.1a 2 TAREG 5.1.1a 3 TAREG 5.1.1a 4 TAREG 5.1.5 5 TAREG 5.1.5 6 TAREG 5.1.1a and TAREG 5.1.2b 7 TAREG 5.1.1a 8 TAREG 5.1.2a



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SECTION 8

CHAPTER 17

PREPARATION OF AIRCRAFT FOR VIP TRANSPORTATION

INTRODUCTION

1. Special procedures may apply to VIP transportation tasks. Approved Maintenance Organisations (AMO) must be aware of and comply with the following orders, instructions and publications (OIP), where applicable:

a. DI(G) OPS 41–4—Reporting Procedures for VIP use of Australian Defence Force Aircraft;

b. DI(AF) OPS 4–2—Procedures Governing the Carriage of VIPs in Royal Australian Air Force Aircraft;

c. ABR 5150—RAN Aviation Instructions, Chapter 12—Carriage of passengers in Royal Australian Navy aircraft; and

d. Standing Instruction (Aviation) (SI(AVN)) OPS 3–201—Carriage of passengers.

AIRCRAFT PREPARATION

2. Local instructions must describe the method of compliance with the OIP listed above1. In addition, local instructions must address the following:

a. aircraft presentation standards;

b. allowable configurations;

c. deferment of required maintenance management;

d. policy on calling forward servicing (to ensure maximum availability during the period of VIP operations);

e. water and fuel requirements, and allowable tyre wear; and

f. maintenance procedures to be implemented should servicing fall due during away from home base VIP operations.

AIRCRAFT SECURITY

3. The CO must ensure aircraft security is carried out in accordance with the Defence Security Manual (DSM).

4. AMOs must ensure aeronautical product is not identified as being specifically for use on aircraft tasked for VIP transportation.

1 TAREG 5.1.1



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SECTION 8

CHAPTER 18

PRESERVATION OF AIRCRAFT FOR STORAGE

INTRODUCTION

1. The following documents detail the preservation of aircraft for storage procedures:

a. SPO authorised maintenance data, if applicable.

b. Navy. NASMI 8–33—Preservation of RAN Aircraft For Storage.

c. Army and Air Force. AAP 7002.041—Storage of Aircraft and Technical Equipment, however this publication contains limited information.

2. Contact the responsible SPO for any further information.



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SECTION 8

CHAPTER 19

DSTO MELBOURNE, AIR VEHICLES DIVISION AIRCRAFT FORENSIC ENGINEERING

INTRODUCTION

1. The Air Vehicles Division within the Defence Science and Technology Organisation (DSTO) operates the Aircraft Forensic Engineering (AFE) section. AFE provides the ADF with Forensic Engineering analysis of fractures, failures, and corrosion in ADF metallic and composite structural components, systems, aging aircraft wiring, non-destructive testing and evaluation, identification of component and system problems, identification of materials and processing problems, oxygen system hazard analysis, and specialist testing of equipment.

2. This chapter outlines the capabilities of AFE and the procedures for placing a task on the facility.

CAPABILITIES OF THE AFE

3. The AFE provides investigative technical support in day to day problems with repair, operation, maintenance and manufacture of ADF aircraft and aeronautical product. The emphasis is on finding practical solutions to problems encountered when using this equipment under a range of conditions unique to Australia. The key objective of the AFE must provide a quick response to all requests for technical assistance.

4. The areas of general and specific capability at the AFE are:

a. investigation and failure analysis of metal components;

b. investigation and failure analysis of non-metal components;

c. investigation and failure analysis of electrical components;

d. chemical investigations of contaminated equipment;

e. evaluation of fire damaged components;

f. strength of material investigations;

g. scientific investigation and technical advice in support of materials and process engineering problems;

h. scientific investigation and technical advice for the development and qualification of maintenance standards and processes covering materials and processes;

i. qualification of materials, processes and components;

j. specification conformance or check testing;

k. Liquid Dry Breathing Oxygen (LDBO) testing;

l. investigation of fuel/oil contaminants; and

m. wear debris analysis in contaminated systems.

NOTE

• For inspections of heat treatment furnace facilities refer to ADF Logistic Manager.

5. The AFE can also provide specialist scientific assistance for aircraft accident investigations involving mechanical and/or fire damage to engine, propeller and airframe aeronautical product.

6. The AFE has close contact with other Defence and Industry laboratories and can often assist AMOs in the case of technical requests involving other fields of technology. This is possible by providing contacts or arranging for other laboratories to complete technical tasks.

7. The technical investigation capabilities provided by the AFE are detailed in Annex A.



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PROCEDURE FOR PLACING TASKS ON THE AFE

8. The following steps must be taken by organisations wishing to place tasks on AFE:

a. Ensure the engineering staff of the responsible SPO are advised of and concur with the tasks to be placed with the AFE.

b. Upon engineering staff concurrence, contact the AFE Task Manager on telephone, (03) 9626 7532, facsimile, (03) 9626 7089 to seek approval for the tasking required.

c. Upon AFE approval, organisations must forward items with separate dispatch advice and full details of the work required to:

Central Store AFE Task Manager Air Vehicles Division 506 Lorimer Street FISHERMANS BEND VIC 3207

Annex:

A. Aircraft Forensic Engineering Technical Investigation Capabilities



19A–1

AIRCRAFT FORENSIC ENGINEERING TECHNICAL INVESTIGATION CAPABILITIES

1. Within the limitations of equipment and specialist facilities, Aircraft Forensic Engineering (AFE) is equipped to perform the following:

a. Metallurgical examination and investigation of the structure and properties of engineering materials and components.

b. Microscopic examination of surfaces, fractures and particles using Optical and Scanning Electron Microscope (SEM), including qualitative elemental analysis (EDS).

c. All types of Non-Destructive Testing (NDT) and Non-Destructive Evaluation (NDE) research and investigation.

d. Chemical analysis of Liquid Dry Breathing Oxygen (LDBO) Systems.

e. Investigation of metallic and non-metallic materials and gases used in oxygen systems including regulators, piping etc.

f. Analysis of detergents, solvents, and paint strippers by wet-way and instrumental methods, including; FTIR and EDS analysis.

g. Physical and chemical investigation of sealants, adhesives, surface finishes, rubbers, elastomers, plastics, textiles and composite components.

h. Precision measurement of components (including surface finish measurement) and gauges, ie metrology.

i. Determination and testing of mechanical properties: strength, (tensile, compressive and impact), hardness and ductility of metallic and non-metallic materials and components.

j. Analysis of fuels and oils.

k. Wear debris analysis of contaminated systems.

2. AFE is also able to provide the following services:

a. Investigations into the causes of failure or deterioration of ADF equipment and materials. Recommendation of appropriate action with respect to materials and/or processes and inspection.

b. Specialist scientific assistance for aircraft accident investigations involving mechanical and/or fire damage to engine, propeller and airframe aeronautical product.

c. Analysis and identification of materials, including microscopic examination and qualitative analysis of fine metallic particles.

d. Limited measurement of components in accordance with drawing requirements.

e. Investigation of safety equipment, harnesses and other equipment or materials.

f. Specialist advice as requested on quality assurance, specification, properties, usage and testing of material covering the types of tests listed previously.

g. Strength testing of various items of aircraft equipment such as aerial delivery equipment, cargo handling and tie down equipment and aircraft control and winch cables.



19A–2

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SECTION 8

CHAPTER 20

MAINTENANCE MANAGEMENT APPLICATIONS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 APPLICATIONS .............................................................................................................................................. 1 OVERVIEW OF CAMM2 ................................................................................................................................. 1 OVERVIEW OF NETMAARS .......................................................................................................................... 2

Authority for the use NetMAARS.................................................................................................................. 2 OVERVIEW OF OMEGAPS–WSDB............................................................................................................... 2

Authority for the use of OMEGAPS.............................................................................................................. 3 OVERVIEW OF ADF VIPER ........................................................................................................................... 3

Authority for the use of ADF VIPER ............................................................................................................. 3 FLEET MANAGEMENT TOOLS..................................................................................................................... 3

Authority for the use of FleetPlanner2.......................................................................................................... 3

INTRODUCTION

1. Software based maintenance management applications are progressively being introduced into the ADF to improve the management of data in an integrated logistics environment. These applications need to be provided centrally to ensure that they meet the airworthiness requirements of the Technical Airworthiness Regulator, and to minimise instances of development of disparate systems which duplicate functionality and incur higher life cycle costs. These applications also need to be controlled by the airworthiness authority to ensure that data integrity, which is critical in determining the airworthiness condition of a weapon system, is maintained as aircraft and aeronautical product information is passed from one system to the next.

2. This chapter provides an outline of recently introduced maintenance management applications available to Approved Maintenance Organisations (AMO) to assist in the effective management of aviation maintenance.

APPLICATIONS

3. The applications covered in this chapter are:

a. Computer Aided Maintenance Management 2 (CAMM2);

b. Networked Maintenance Activity Analysis and Reporting System (NetMAARS);

c. OMEGAPS – Weapon System Database;

d. ADF Vertically Integrated Programmed Engineering Repair (ADF VIPER); and

e. Fleet Management Tools.

OVERVIEW OF CAMM2

4. CAMM2 is a management tool that can be accessed and updated by maintenance personnel, authorised aircrew and Logistic Managers. CAMM2 is utilised for the following:

a. Configuration Management. CAMM2 uses position based configuration control based on Logistics Support Analysis concepts specified in MIL–STD–1388–2B—DoD Requirement for a Logistics Support Analysis Record. CAMM2 receives policy data from the Capital Logistic information system to define build structure and maintenance policy and uses this to define structures and plan maintenance for aircraft and Maintenance Managed Items (MMIs).

b. Asset Management. Asset Management encompasses several processes including reception, structure management, tracking, history recording and decommissioning. Tracking and control of individual assets includes both End Items (aircraft) and MMIs.

c. Maintenance Management. Maintenance Management is the process of maintaining End Items and MMIs. CAMM2 functionality includes the application of maintenance policy to individual assets, forecasting, initiation of maintenance jobs and the controlling of work in progress.



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d. Operations Management. Operations Management includes the allocation and preparation of aircraft (including aircraft configuration changes) for missions. The outcome of the missions and their related maintenance impact are recorded.

e. Planning. Planning in CAMM2 consists of planning for scheduled operations and planning for scheduled servicing events.

f. Materials and Inventory. Materials and Inventory is concerned with the provision and location of items required for the maintenance process.

g. Venue Management. Venue Management includes registering venues (AMOs) to servers (bases), with defined locations within venues.

h. Reporting. The CAMM2 user has the ability to select from a list of standard reports, or tailor reports to obtain the specific information required. The reports may be printed out or viewed on the screen and saved if required. Reports can be run and printed automatically.

i. Maintenance. CAMM2 is to be utilised for recording all maintenance conducted by AMOs. This includes all replenishments, servicings, MMI installations and removals, and unserviceabilities. CAMM2 has incorporated the ability to record ‘Maintenance’ following Captains Acceptance.

j. Operation of Aircraft. Authorised aircrew acceptance, operation reporting, recording of operational events, hours of operation recording and release of aircraft to maintenance may be carried out on CAMM2 for all ADF aviation AMOs.

k. Maintenance Policy. CAMM2 is used by System Program Offices (SPOs) to input and manage maintenance policy information.

NOTE

• For further details on CAMM2 utilisation, refer to the AAP 7001.060 CAMM2 Manual series

OVERVIEW OF NETMAARS

5. NetMAARS is a Data Warehouse and Reporting tool that has been developed to replace and enhance the functionality of the legacy Maintenance Activity Analysis and Reporting System (MAARS). NetMAARS is accessible to authorised personnel through an Intranet website on the Defence Restricted Network (DRN). NetMAARS stores available historic and current maintenance and operational data previously collected by MAARS in addition to various maintenance and logistics management systems such as CAMM2 and OMEGAPS.

6. Data collected by NetMAARS is stored in a temporal database that can be queried through a web interface. Report results can then be exported in additional formats such as PDF, Microsoft Excel, CSV etc. NetMAARS has the capacity to include new export formats as required for specialist analysis software.

7. Additional to the NetMAARS website, is a companion website known as the NetMAARS SharePoint Portal. The purpose of the NetMAARS SharePoint Portal is to provide a mechanism for NetMAARS administrators and users to discuss issues, reports and improvements through web based forums.

Authority for the use NetMAARS

8. The NetMAARS Access Request form is available from the NetMAARS website on the DRN Intranet. Access to aviation, operation and maintenance data must be approved by the responsible ADF SPO Chief Engineer or delegate whose data the user wishes to access. All instructions for use of the NetMAARS system are available on the NetMAARS website at: http://netmaars.defence.gov.au.

OVERVIEW OF OMEGAPS–WSDB

9. The Weapon System Data Base (WSDB) is a Logistics Support Analysis Record (LSAR) conforming to MIL–STD–1388–PS tailored to meet ADF requirements. OMEGAPS (including Reports) is the software package used to develop, manage and maintain the WSDB. The WSDB records the Weapon Systems maintenance policy that has been derived from Maintenance Requirements Determination (MRD) processes, ie Maintenance Engineering Analysis (MEA), Repair Level Analysis (RLA) and Maintenance Task Analysis (MTA). TMPs and Planned Servicing Schedules (PSSs) are generated from the WSDB through Reports.

10. An OMEGAPS–WSDB can only record the results of RLA and MTA; however, it has the functionality to enable the systematic conduct of Maintenance Engineering Analysis, which includes Failure Mode, Effects and Criticality Analysis (FMECA) and Reliability Centred Maintenance (RCM). Thus a record of information used and the



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decision rationale can be maintained and accessed when needed for MEA reviews and for considering maintenance policy extension requests.

Authority for the use of OMEGAPS

11. In accordance with AAP 7001.038(AM1)—Maintenance Requirements Determination (MRD) Manual Section 4 the TMP is the formal statement of maintenance policy for aircraft and associated aeronautical product. OMEGAPS is the application currently used to develop and host maintenance policy which is subsequently used in other maintenance management applications such as CAMM2 and ADF VIPER and, when required, to update hard copy TMPs. Accordingly, for AMOs that have validated OMEGAPS WSDBs, the electronic maintenance policy is the authoritative data for maintenance management and the population of related maintenance management applications.

12. Detailed instructions on the use of OMEGAPS to determine and host maintenance policy are contained in AAP 7001.038(AM1) Section 2.

OVERVIEW OF ADF VIPER

13. ADF VIPER enables aircraft AMOs to schedule all maintenance activities, including personnel, facilities and aeronautical product. To optimise use of resources and achieve the shortest Time to Make Serviceable (TMS) period, ADF VIPER allows maintainers to perform analysis periodically throughout the servicing. ADF VIPER functionality includes:

a. critical path analysis;

b. packaging of servicing tasks using either OMEGAPS or COMPLAN style Servicing Schedules;

c. capturing of unserviceabilities, Modifications (MODs) and Special Technical Instructions (STIs); and

d. electronic archival of servicing data.

Authority for the use of ADF VIPER

14. All AMOs may seek ADF VIPER Configuration Control Board (CCB) authorisation to use ADF VIPER for managing aircraft and aeronautical product scheduled servicings. Only authorised AMOs may use ADF VIPER.

FLEET MANAGEMENT TOOLS

15. Fleet Management Tools (FMTs) assist Aircraft Fleet Planners to manage aircraft fleets at a strategic level over an extended period. An FMT allows Fleet Managers to provide accurate advice to Force Element Group (FEG) Commanders on the status of their aircraft and the impact of significant scheduled or unscheduled down times on availability. The tools may also be used to determine maintenance surge capability in support of air operations, ie exercises, and assess the subsequent maintenance requirements.

16. A generic FMT, named FleetPlanner, has been developed by Directorate of Aviation Regulation (DAVREG-DGTA) within the Directorate General Technical Airworthiness (DGTA-ADF) for ADF corporate use. Specifically, FleetPlanner has the capacity to:

a. model scheduled and unscheduled maintenance out to 25 years,

b. model modification programs,

c. model exercise periods,

d. model storage periods,

e. provide extensive reports, and

f. perform extensive ‘What If’ scenarios.

Authority for the use of FleetPlanner2

17. AMOs and contractors who have a requirement to perform ADF aircraft fleet management may submit a request to DAVREG-DGTA for the installation, training and authorisation to use the FleetPlanner2 application. DAVREG-DGTA will issue a Letter of Authorisation or a Memorandum of Understanding (MoU) to AMOs/ contractor organisations approved to use FleetPlanner2.



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1

SECTION 8

CHAPTER 21

AVIATION PETROLEUM, OILS AND LUBRICANTS

Table of Contents INTRODUCTION ............................................................................................................................................. 1 PETROLEUM, OILS AND LUBRICANTS PUBLICATIONS .......................................................................... 1 AMO FUEL INTEGRITY MANAGEMENT REQUIREMENTS ........................................................................ 2

Daily Water Drain Inspection........................................................................................................................ 2 Aircraft Fuel Tank Levels.............................................................................................................................. 2 Examination of Fuel After Periods of Storage.............................................................................................. 2 Aircraft Containing F–37 (JP–8 + 100)......................................................................................................... 2 Quarantining Fuel after Incident/Accident .................................................................................................... 2 Fuel Spills ..................................................................................................................................................... 3

ADDITIONAL RESPONSIBILITIES ................................................................................................................ 3 Storage/Shelf Life......................................................................................................................................... 3 OHS and the Environment ........................................................................................................................... 3 Disposal of Waste or Contaminated Lubricants or Allied Products.............................................................. 3

INTRODUCTION

1. Petroleum, Oils and Lubricants (POL) are subject to deterioration and contamination of various types, in both storage and dispensing equipment. A quality assurance system is required to prevent deteriorated or contaminated POL from endangering aircraft and aeronautical products.

2. This chapter prescribes the Approved Maintenance Organisation (AMO) responsibilities and procedures to be followed to effectively manage the quality assurance of POL.

PETROLEUM, OILS AND LUBRICANTS PUBLICATIONS

3. DEF(AUST)5695B—Petroleum, Oils and Lubricants Manual defines the technical integrity program to be applied to assure the safety, fitness for service and environmental compliance of ADF POL. DEF(AUST)5695B is primarily aimed at the base/establishment level as the majority of technical integrity management activities occur prior to fuel being delivered to AMOs. However, DEF(AUST)5695B Part 1 details issues such as Fuel Quality Control (FQC) responsibilities, training requirements and Occupational Health and Safety (OHS) issues which may affect personnel. AMOs are to ensure they have access to this publication as a reference document which is available as a hard copy or online via the Joint Fuels and Lubricants Agency (JFLA) website. The requirements of DEF(AUST)5695B do not take precedence over Systems Program Office (SPO) approved maintenance data.

4. DEF(AUST)206F—Petroleum Oils and Lubricants Handbook provides storage/shelf life requirements for POL products. All AMOs who store POL products (bulk or packaged) are to hold adequate copies of this publication to ensure storage/shelf life requirements, including testing requirements, are conducted to maintain the technical integrity. DEF(AUST)206F also provides general information relating to POL products, and specifies acceptable alternatives. Information in this publication does not take precedence over SPO approved maintenance data.

5. For ADF fuels, very simple requirements exist at AMO level to maintain fuel technical integrity. These requirements are described below and are not covered by DEF(AUST)5695B. The most important issue to be understood by staff is that DEF(AUST)5695B requires each base/establishment to have an appointed Base FQC Officer (BFQCO) and a Base FQC Manager (BFQCM). These positions are central to the ongoing technical integrity management of fuel, and AMOs must have a system in place that ensures staff are aware of who fills these positions, and how they are to be contacted in the event of any fuel issues. JFLA POLENG(AIR) may also be contacted for assistance. AMO FQC appointments are necessary only where access to Base staff is not available, eg overseas deployments.



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AMO FUEL INTEGRITY MANAGEMENT REQUIREMENTS

6. Regular draining to remove free water present in aircraft fuel tanks is essential for the following reasons:

• Fuel System Icing Inhibitor (FSII) is a hazardous substance and may be harmful in

contact with the skin or if inhaled. Water/FSII mixtures have the solvency of paint remover. As a result, fuel and water drained from aircraft tanks is to be handled with care and disposed of in accordance with approved local instructions.

a. FSII is added to military fuels to lower the freeze point of entrained and free water present in the fuel, thereby reducing the likelihood of fuel-system icing events. By design, FSII dissolves in water preferentially to fuel. If regular tank drains are not performed, the amount of FSII in the fuel will be depleted through preferential dissolution into free water, increasing the likelihood of future in-flight fuel system icing events.

b. Microbiological Contamination (MBC) typically grows at fuel-water interfaces. Regular tank drains remove free water in aircraft tanks and the fuel-water interface, reducing the likelihood of MBC occurring. Whilst a secondary benefit of FSII is to act as a biostatic, removal of the water-fuel interface remains essential in preventing MBC from occurring.

c. Water/FSII mixtures have the solvency of paint remover and can damage aircraft fuel system components if left in aircraft tanks..

Daily Water Drain Inspection

7. Unless otherwise directed by the responsible SPO, a daily water drain and inspection is to be carried out on all aircraft, including aircraft in maintenance/storage. This water drain and inspection is not required for aircraft with fuel tanks completely drained of fuel.

8. The daily water drain and inspection involves draining adequate fuel from aircraft fuel tank drain point(s) to ensure that there is no free water remaining in the tank, and then visually inspecting that the fuel is "clear and bright". DEF(AUST)5695 provides a procedure, including a definition for “clear and bright”, that must be referred to if aircraft specific maintenance publications are inadequate. Any visual evidence of undissolved water, sediment or any other contaminant is cause for rejection of the sample. If the fuel sample fails the first “clear and bright” inspection, successive samples may be taken. If, in the opinion of the maintainer, an excessive amount of fuel has been drawn off before a "clear and bright" sample is obtained, or if MBC is suspected from any of the samples taken, the aircraft is to be placed unserviceable and BFQCO and JFLA (as deemed necessary) notified.

Aircraft Fuel Tank Levels

9. Where possible, aircraft should be fully refuelled as soon as practicable on completion of an operation, to minimise the amount of moisture drawn into the tanks as they 'breathe'. If a complete refuel is not practicable due to subsequent aircraft operations, the aircraft should be refuelled to the maximum extent possible.

Examination of Fuel After Periods of Storage

10. Where fuel in aircraft tanks has been stored without use, ie has remained completely dormant, for 3 months for areas between the Tropic of Capricorn and Tropic of Cancer, or 6 months or more for all other areas, the aircraft shall be placed unserviceable and JFLA contacted, requesting the fuel be tested and re-certified1.

11. If fuel stored without use for these periods is to be defuelled, staff shall also notify the BFQCO or BFQCM to ensure defuelled fuel is handled appropriately. DEF(AUST)5695B Part 4 provides additional information.

Aircraft Containing F–37 (JP–8 + 100)

12. The introduction of F–37 (also known as JP–8+100) into ADF Bulk Fuel Installations is not permitted at this time, refer DEF(AUST)5695B. Where F–37 must be defuelled for operational reasons, the AMO shall advise defuel operators and the BFQCO so that appropriate steps may be taken to handle the F–37 appropriately.

Quarantining Fuel after Incident/Accident

13. For fuel quarantining/testing after an aircraft incident/accident refer DEF(AUST)5695B Part 4.



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Fuel Spills

14. The AMO should contact the BFQCO for advice on any fuel spill occurrence. Fuel spill procedures are defined in DEF(AUST)5695B Part 1.

ADDITIONAL RESPONSIBILITIES

Storage/Shelf Life

15. AMOs must comply with the storage/shelf life inspection requirements defined in DEF(AUST)206F.

OHS and the Environment

16. POL products must be handled with care and in accordance with the products MSDS2. Minimum PPE requirements and other OHS information concerning POL products is contained in Part 1 of DEF(AUST)5695B.

Disposal of Waste or Contaminated Lubricants or Allied Products

17. Under no circumstances are lubricants or allied products to be disposed of without due consideration to the environment. In particular, contamination of waterways and ground water is to be avoided. Wherever possible these products are to be returned to an ADF base or ship for disposal.

18. Waste or contaminated lubricants are to be disposed of as follows:

a. At Parent Base. In the ‘Waste Oil Pits’ or ‘Receptacles’ provided.

b. On Air Capable Ships. In accordance with the ships disposal procedures.

c. Deployed Aircraft. In accordance with Australian ‘parent base’ requirements, or requirement applicable at the deployed location, whichever is the more stringent. Products may also be packaged for transportation to Australia for disposal.

1 TAREG 3.3.3c(3), TAREG 4.4.1a(4)(i) and TAREG 5.3.1a 2 TAREG 5.1.5



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SECTION 8

CHAPTER 22

HYDRAULIC FLUID SYSTEMS/EQUIPMENT

Table of Contents INTRODUCTION ............................................................................................................................................. 1 HANDLING PROCEDURES ........................................................................................................................... 1 DISPENSING EQUIPMENT ............................................................................................................................ 2 REPLENISHMENT .......................................................................................................................................... 2 HYDRAULIC FLUID SAMPLING PROCEDURES ......................................................................................... 2

Aircraft .......................................................................................................................................................... 2 Ground Support Equipment ......................................................................................................................... 3 Aircraft and GSE Hydraulic Fluid System Analysis ...................................................................................... 4 Recording Action .......................................................................................................................................... 4

INTRODUCTION

1. Hydraulic fluid systems and equipment are extremely sensitive to the ingress of minute foreign particles and water. These can cause rapid wear, system degradation, serious aeronautical product malfunction and ultimately system failure. The correct specification and quantity of fluid, together with appropriate maintenance and servicing procedures will ensure maximum system performance and serviceability.

2. This chapter prescribes the AMO procedures to be followed when managing the maintenance and operation of hydraulic fluid systems and equipment.

HANDLING PROCEDURES

3. When operating, servicing or maintaining aircraft or Ground Support Equipment (GSE) hydraulic fluid systems the following procedures are to be followed:

a. Only System Program Office (SPO) authorised equipment is to be used for aircraft system replenishment1.

b. Ensure hydraulic fluid cans are wiped clean and dry before piercing. Hermetically sealed containers showing signs of minor surface rust are to have the rust thoroughly removed before opening.

• Piercing type pourers cause contamination and are not to be used.

c. Pierce the tops of cans with a clean, round marlin type spike.

d. Do not retain hydraulic fluid in open containers.

e. Dispose of empty cans to prevent re-use.

f. Ensure tools used are clean and authorised for use2.

g. Protect the system plumbing during disassembly by using clean, approved blanking caps.

h. Whenever possible, have the replacement aeronautical product available for immediate installation upon removal of a defective aeronautical product. This applies equally to hydraulic fluid filters.

i. When replacing filters, if possible, fill the filter bowl with clean hydraulic fluid to reduce the induction of air into the system.

j. Ensure that the filter element is not loaded or clogged prior to resetting differential pressure indicators.

k. Filter elements requiring cleaning are to be correctly packaging prior to shipping to an overhaul facility.

l. Only use approved hydraulic fluids, seals, gaskets or filter elements3.



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m. Do not contaminate aircraft systems with fluid from dirty hydraulic dispensing equipment, hydraulic fluid components or dirty test benches.

n. Reject previously used or unidentified ‘O’ rings.

o. Store hydraulic fluid system components and elastomers in clean packages in dust free locations, away from direct sunlight and electric motors.

p. Hydraulic fluid drained or purged from systems is not to be returned to aircraft systems, dispensing equipment, or test benches.

q. All replenishment points are to be cleaned prior to replenishment being carried out.

r. Ensure all hydraulic fluid GSE is regularly checked for serviceability and that the hydraulic fluid contained in the GSE is the correct specification and tested for contamination (refer to paragraph 14).

s. Hydraulic fluid GSE are to be tested for contamination before connection to aircraft.

t. When using hydraulic fluid GSE, ensure the hose connections of GSE and aircraft are cleaned before coupling together.

u. Replace dust caps securely after use.

v. Components are to be disassembled on clean, dry benches or workstands and in a dust free environment.

w. All cleaning rags used on hydraulic fluid systems are to be clean and lint free.

x. Care must be maintained to prevent water contamination of aircraft hydraulic fluid systems and rigs. Water in emulsion adversely affects hydraulic fluid system operation and free water supports fungal growth.

y. Ensure all filler point filters are serviceable prior to use.

DISPENSING EQUIPMENT

4. The replenishment of aircraft hydraulic fluid systems is to be performed by dispensing equipment with 3-micron (absolute) filtration. A juniper rig, fitted with 5–micron filters, may be used for servicing of aircraft if a 3-micron filtering unit is unavailable. Dispensing equipment containers are to be marked with the type of hydraulic fluid contained within, and are only to be used for that particular fluid. All dispensing equipment is to be serviced on a periodic basis, including filter servicing in accordance with the relevant technical publication.

5. If approved by the SPO, aircraft hydraulic fluid systems may be replenished directly from a freshly opened hermetically sealed can, provided that all other requirements detailed in this chapter are satisfied.

REPLENISHMENT

6. Hydraulic fluid reservoirs are to be replenished to the maximum permissible quantity as specified in the relevant aircraft publication.

7. Only the fluid specified in the relevant aircraft publication (or an approved alternative) is to be used in replenishing an aircraft hydraulic fluid system. If required record the quantity of hydraulic fluid added to the aircraft in the aircraft’s maintenance documentation4.

HYDRAULIC FLUID SAMPLING PROCEDURES

Aircraft

8. Aircraft hydraulic fluid systems are to be sampled and analysed on the following occasions:

a. when called for in the aircraft/aeronautical product servicing schedule;

b. after hydraulic pump failure,

c. whenever contamination is suspected,

d. after filter by-pass indication,

e. as part of preparation for service after storage,

f. post system flushing, or

g. at the direction of a higher authority.



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9. Samples from the aircrafts hydraulic fluid system are to be taken as soon as possible after aircraft shutdown, prior to system replenishment. The period between shut down and sampling is not to exceed 20 minutes unless otherwise stated in the relevant maintenance publication. If this cannot be achieved, the system is to be cycled in accordance with relevant maintenance publications, to ensure the hydraulic fluid has cycled through the system prior to sampling.

Ground Support Equipment

10. GSE used in the servicing, testing or replenishment of aircraft or aeronautical product hydraulic fluid systems, are to have samples taken monthly and visually inspected for discolouration and the presence of sediment or water. If any discolouration has occurred, or water or sediment is evident, the GSE is to be drained, flushed and refilled, and cycled in accordance with paragraph 12 and the fluid retested.

11. Irrespective of the results of the visual check of the GSE hydraulic fluid, a sample from the GSE must be analysed every three months. Hydraulic test rigs/benches used for aircraft and aeronautical product servicing are to have a sample taken monthly for analysis, after being cycled in accordance with paragraph 12.

12. Prior to taking samples, GSE is to be cycled in accordance with AAP 7605.014–2M—Contamination Control Hydraulic Test Rigs and Benches or other applicable technical publications; however, in the absence of technical instructions, AGSE is to be cycled as follows:

a. Aircraft Hydraulic Test Rigs. Operate the test rig at maximum flow rate and minimum pressure for a period sufficient to provide at least five changes of hydraulic fluid in the reservoir.

b. Workshop Hydraulic Test Benches. Operate the test bench at 50% flow rate and pressure capacity and a period sufficient to provide at least five changes of hydraulic fluid in the reservoir.

13. To minimise the introduction of contaminants into the sample, sampling points, equipment and bottles are to be cleaned immediately before taking a sample by:

a. flushing the sampling bottle with filtered Isopropyl Alcohol and inverting and allowing to drain and dry; and

b. cleaning the sampling point and equipment with a lint free cloth and Isopropyl Alcohol and then rinsing with Isopropyl Alcohol and allowing to dry.

14. When the sampling bottle, point and equipment are dry, samples are to be taken using the following steps:

a. Initiate a flow of fluid from the designated sampling point and allow 500 millilitre (ml) to flow into a suitable waste container.

b. Without interrupting the flow, obtain a 500 ml sample by placing the clean sample bottle into the stream of the flowing fluid.

c. Remove the sample bottle when the 500 ml sample has been obtained.

d. Terminate the flow of the fluid.

15. Each sample is to be labelled with:

a. the serial number of the aircraft, airframe hours and system from which the sample was taken;

b. in the case of GSE, the equipment number;

c. the section to which the equipment/aircraft belongs;

d. the date the sample was taken;

e. the reason the sample was taken; and

f. the name and contact number of the person taking the sample.



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Aircraft and GSE Hydraulic Fluid System Analysis

16. The routine method of analysis is the colour patch method, keeping a full record of each analysis carried out. If a more comprehensive analysis is required, the responsible SPO will issue further instructions.

17. Where a sample fails the colour patch test, the relevant system is to have the filters changed or cleaned, the system cycled in accordance with paragraphs 8 and 9, as applicable, and the test repeated. If this sample fails a second time, the system is to be drained, flushed, refilled and cycled in accordance with paragraphs 9 and 12, as applicable. The sample is to be forwarded to a laboratory as designated by the responsible SPO. Dependent on the results of this test, the responsible SPO will advise further action to be taken.

NOTE

• Hydraulic fluid samples are to be adequately packaged to ensure no leakage occurs during transit. This includes the taping of sample bottle lids and the packaging of samples in a container filled with absorbent material.

18. Colour patch testing is performed utilising a Contamination Analysis Kit, Part No XX65 047 00, which enables effective monitoring of the quality aircraft hydraulic fluid systems and associated GSE. The test kit is used for rapid monitoring of the degree of particulate contamination by observing the degree of discolouration of a disc filter through which a standard volume of test liquid has been drawn by vacuum filtration. The colouration of the filter is then compared to recognised standard levels of contamination, in accordance with the instructions supplied with the kit.

Recording Action

19. The date and the result of the aircraft hydraulic fluid sample inspections are to be entered in the applicable recording and certification system5. Sampling of GSE must be recorded in the respective GSE servicing record.

1 TAREG 5.4.1a 2 TAREG 5.4.1b(2) 3 TAREG 5.4.3b 4 TAREG 5.2.1a 5 TAREG 5.2.1a


AAP 7001.059(AM1)B2 Glossary

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GLOSSARY


An aeronautical product is any airframe, aircraft system (airframe, avionics, engine, armament and egress and survival), installed explosive ordnance, aircraft powertrain (including engines, auxiliary power units and transmissions), propeller, rotor and or components/parts/materials, equipment parts including computer systems software/hardware which when connected has a direct effect on the structural and technical integrity of the aircraft.

Approved Aeronautical Product. An approved aeronautical product is any aircraft part, component, material or break down spare that has been manufactured and certified by the responsible AEO as conforming with the technical specification against which type certification is provided.

Unapproved/Unauthorised Aeronautical Product. An unapproved/unauthorised aeronautical product is any aeronautical product that does not comply with the laid down specifications and may be the result of any of the following:

a. Unapproved / Unauthorised Manufacture. The deliberate manufacture of counterfeit parts, or manufacture without the use of basic design data and specifications or qualification testing of parts.

b. Theft. Parts stolen from aviation related companies or aircraft and sold as new or newly overhauled without reference to their past use or history.

c. Fraud. Parts produced or serviced and sold with fraudulent documentation, test reports or test results.

d. Salvage. Parts removed from surplus or crashed aircraft and sold as new or newly overhauled parts without correct inspection, test and documentation.

e. Rejection. Non-conforming new parts or unacceptable repaired parts, which are intended for disposal, but are sold as new or newly overhauled parts.


An After Flight (A/F) servicing consists of a set of maintenance tasks that must be carried out after an aircraft has completed its last planned operation within the currency of the Before Flight servicing.

Aircraft Accident

Refer to Defence Aviation Safety Manual (DASM) Section 3 Chapter 08—Hazard Reporting and Tracking.

Aircraft Battle Damage Repair

Aircraft Battle Damage Repair (ABDR) is the subset of BDR which uniquely applies to aircraft. ABDR is used to restore sufficient strength and serviceability to permit damaged aircraft to fly additional operational sorties or to enable those aircraft that are damaged beyond AMO repair capability to make a one-time ferry flight to a major repair facility. In doing so, ABDR may vary the intrinsic level of safety embodied in standards of technical airworthiness. Similarly, ABDR may affect mission capability in that full functionality or performance may not be provided for all mission types.

Aircraft Stores

An aircraft store is any device intended for internal or external carriage and mounted on aircraft stores suspension aeronautical product.

Aircraft Supplementary Information

A collective term used to describe the Leading particulars, Changes of Configuration, Carried Forward Unserviceabilities and Special Maintenance Requirements in aircraft maintenance documentation.

Application Identifier

An alphanumerical code used to identify an item or collection of items, which constitute an end use for aeronautical product purposes. Application identifiers are fully defined in AAP 7001.038—Maintenance Requirements Determination (MRD) Manual.



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Approved Maintenance Organisation

An AMO is an organisation that has been approved by the Technical Airworthiness Regulator (TAR), to conduct maintenance on ADF aircraft and aircraft aeronautical product.

Authorised Aircrew

Nominated aircrew who have been formally authorised by the SMM to perform a specified maintenance task.

Authorised Aircrew Maintenance Task

An authorised aircrew maintenance task is an aircraft or aircraft aeronautical product maintenance task normally performed by qualified and authorised ADF or contractor tradesperson, which has been selected by the CO and the SMM for performance, supervision and/or inspection by authorised aircrew.

Authorised Engineering Organisation

An Authorised Engineering Organisation (AEO) is an organisation that has been certified, ie awarded an Engineering Authority Certificate (EAC) by the Technical Airworthiness Regulator (TAR) to provide design and engineering management services to the ADF.

Authorised Maintenance Data

Authorised Maintenance Data is any technical publication, instruction, order, directive, or data approved for use by DGTA–ADF or the relevant SPO for the conduct of maintenance of Aircraft and Aeronautical Product.

Aviation Engineer Officer (Navy)

The Aviation Engineer Officer (AEO) is the senior commissioned engineer officer of a Navy AMO assigned maintenance engineering responsibilities for that AMO. These responsibilities include the effective use of resources and the training, organising, directing, coordinating, controlling, and planning the employment of personnel under their authority. In addition, the AEO is responsible for performing the function of the Senior Maintenance Manager (SMM) within the AMO.

Aviation Safety Occurrence

An aviation safety occurrence is any occurrence which adversely affects, or could adversely affect, the safety or airworthiness of an aviation system, or safety of third parties. (Refer DASM Section 3 Chapter 08)

Battle Damage Repair

Battle Damage Repair (BDR), a subset of CMAINT, is the means by which technical aeronautical product damaged, during a conflict can be repaired quickly to restore an adequate level of mission capability. BDR comprises assessment, design, approval, acceptance and repair.

Bay Service

A Bay service (BS) is a preventive maintenance process less extensive than an overhaul. It involves limited replacement or restoration, which has a high wear rate relative to other parts of the item.


A Before Flight (B/F) servicing is a set of maintenance tasks carried out on an application to bring it to a state of readiness for an operation.

Calibration

Calibration is the process of comparing a piece of equipment of unknown accuracy against standard equipment of known accuracy. Variations discovered in the non-standard equipment are desirably adjusted out. If variations cannot be adjusted out they are noted to make allowance when using the non-standard equipment.

Cannibalisation

Cannibalisation is used to make an item of equipment serviceable by removing a serviceable component from another item of equipment.



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Carried Forward Unserviceability

A Carried Forward Unserviceability (CFU) is the deferment of a corrective maintenance task that does not prejudice the airworthiness of an aircraft, or safety of personnel in flight.

Category (Navy)

Category (Navy) refers to a discreet group of personnel with a defined rank range who are identified by a common gradation list for progression within the Category, pay group and identified constrained establishment. For technical tradesperson, Categories are normally differentiated by skill levels within a trade. Category Titles are published in the ABR 10—Sailors Career Management Manual.

Certification

Certification is to formally record that any maintenance actions have been carried out in accordance with approved documentation by authorised personnel. Certification is made by the person certifying the maintenance entering either their signature or initials.

Certify

Formal confirmation (in writing or other) that the specified required standard has been met.

Check

The act of comparing the measurement of a particular parameter with a known standard to determine if rectification and or replenishment is necessary.

Commander

A commander is a member of the ADF in whom authority has been vested for the direction, control and coordination of an element of the ADF. All members of the ADF from Air Marshall (E) to Corporal (E) and service or civilian equivalents are examples of commanders with regard to Environmental Law. The Commander acts on behalf of the Chief of Defence Forces (CDF)—The Employing Authority.

Compass Swing Site

A compass swing site is a location appropriately surveyed and categorised for the calibration of applicable State aircraft compass systems.

Competency

The ability to perform tasks and duties to the standard expected.

Composite Tool Kit

A Composite Tool Kit (CTK) is a collection of tools required for maintenance tasks, assembled and mounted in such a way as to readily display the composition, serviceability and completeness of the kit. Portable Tool Kits (TKs) (fixed or mobile), Tool Boards (TBs) are included in this definition.

Contingency Maintenance

Contingency Maintenance (CMAINT) comprises those maintenance activities which are performed during a declared contingency operation. CMAINT may involve revised servicing schedules, aeronautical product lifing strategies (plans) and repair philosophies (including battle damage repair) which will maximise operational availability while constraining and managing risk.

Continuous Charge

Continuous Charge is a procedure permitting continuous operation of an aircraft under one or more consecutive Aircraft Captain without release to maintenance.

Corrective Maintenance

Corrective Maintenance comprises those tasks necessary to restore items to a satisfactory condition or level of performance after failure has occurred. Corrective maintenance may be performed on any item, irrespective of whether another form of maintenance, ie preventive, is also defined for the item.



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Cross–Trade Employment

Cross–Trade Employment is the employment of technical tradespersons on maintenance tasks normally performed by members of technical trades other than their own.

Custodian (Navy)

A Custodian is the SMM or Flight Senior Maintenance Sailor (FSMS) of an AMO or Flight which has an aircraft allotted to it.

Date Time Group

The Date Time Group (DTG) is used to identify a defined point in time. The DTG is to take the form of six digits, one letter, followed by the abbreviated month and year, eg 050900ZFEB95. This example indicates the day of the month (05), the hour of the day using the 24 hour system (0900), the time zone (Z), the month (FEB) and the year (95). Time zones would normally be expressed in Coordinated Universal Time (UTC), ie ZULU (Z) time.

Day

A Day is any calendar day.

Deeper Maintenance

Deeper Maintenance (DM) covers the most extensive maintenance which can be performed on an application or item. It includes overhaul and major repair of items and tasks involving major disassembly and repair of application as well as some application servicing. DM normally requires a wide range of special and general support equipment and facilities.

Defect

A Defect is a fault, other than by fair wear and tear, which renders an item unsuitable for its intended use. The fault may be in design or deviation of a dimension, finish or other functional characteristic from specified requirements or from recognised standards of engineering practice.

Deployment

Aircraft and the associated technical, administrative and command staff, support equipment and supplies, operating under a designated Officer-in-Charge, or Flight Commander, as a separate AMO away from the parent AMO. The aircraft remain under the operational command of the squadron CO.

Duty Period

A Duty period is calculated from the time an individual commences work to the time they cease all activities associated with their work. On deployments, this may include transit times.

Employee

An employee is a person who is employed by the Commonwealth or a Commonwealth authority.

Employer

The employer is the Commonwealth or a Commonwealth authority.

Employer Representative

An Employer Representative is any member of the ADF who acts on behalf of the CDF or the Secretary of the Department of Defence in their role as an Employing Authority.

Engineering Limit

The Engineering Limit refers to one or more limits based on flying hours, cycles or events specified by the SMM or delegate, within which no scheduled maintenance becomes due. The Engineering Limit for the CC period is annotated in the AMD.



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Examine

Examine is the action of determining the general condition of an item or work area, without dismantling, for damage or deterioration resulting from:

a. Insecurity of attachment.

b. Cracks, fractures or crazing.

c. Distortion.

d. Loose or missing rivets and fasteners.

e. Chafing, fraying, scoring or wear.

f. Corrosion, deterioration or contamination.

g. Faulty or broken locking devices.

h. Loose clips or packing.

i. Obstruction of, or leaks from, pipelines.

j. External damage.

k. Overheating or leaking of fluids, which may be indicated by discolouration.

l. Delamination.

Explosive Ordnance

Explosive Ordnance (EO) is all munitions containing explosives, nuclear fission/fusion materials and/or biological/chemical agents.

Explosive Ordnance Classifications

Explosive Ordnance (EO) on board aircraft is divided into the following classifications:

a. Installed EO—which is that fitted to an aircraft system or sub-system to provide an energy source and is divided into two groups, namely:

(1) Special Role Installed EO—such as store ejector cartridges; and

(2) Common Role Installed EO—such as egress system cartridges and fire extinguisher cartridges.

b. Loaded EO—which is that either affixed to stores suspension aeronautical product or loaded in a launcher, dispenser or gun feed system for the purpose of release during flight.

c. Stowed EO—which comprises, but is not limited to:

(1) maritime search stores containing explosive filling or an explosive aeronautical product, smoke grenades, pyrotechnic illuminating flares, markers location marine, smoke and flare signalling cartridges—when NOT installed in tubes or launchers;

(2) engine starter cartridges—when NOT installed in engines;

(3) small arms ammunition for crew survival purposes; and

(4) EO in its original shipping package, including any safing devices, transported within an aircraft.

Failure

Failure is a condition which results in a loss of specified function. A failure may further be classified as:

a. Functional Failure—the failure of an item to perform its normal function within specified limits; or

b. Potential Failure—a quantifiable failure symptom that indicates a functional failure is either in the process of occurring or is about to occur.

Flexible Servicing

Under a Flexible Servicing concept, routine servicing requirements are not grouped into servicing packages. Servicing tasks required on each item, or small groups of related tasks, are individually programmed and controlled such that the complete routine servicing requirement for the application is performed progressively.



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Flight Servicing

Flight servicing consist of those servicing performed immediately before or after use of the application or between successive uses of the application in order to prepare or restore the application to a condition to enable it to perform its specified operations.

Foreign Object

The term foreign object refers to any item, material, substance or other subject which is left, or gains access to, either deliberately or inadvertently, to any part of an aircraft, aeronautical product, or ground based technical equipment, which could cause damage to, or present a potential hazard to serviceability and safety.

Foreign Object Control Check

A Foreign Object Control (FOC) Check is an inspection for foreign objects carried out during and on completion of a maintenance task.

Foreign Object Damage

Foreign Object Damage (FOD) is any physical damage, loss of performance, accelerated wear, heating turbulence, loading corrosion or contamination which is introduced either directly or indirectly by the presence of foreign objects.

Functional Test

A Functional Test (FT) is a maintenance task designed to establish if an item is operating at a predetermined standard, and normally involves the measurement of operating parameters through the use of test equipment.

Ground Support Equipment

Ground Support Equipment includes all equipment required to maintain an aircraft and its associated equipment.

Guided Weapons

Guided weapons are the generic term covering missiles, torpedoes and guided bombs.

Hard Time Task

A hard time (HT) task is either a restoration or discard (throwaway) task that is applicable only to aeronautical product that display wear-out characteristics where the probability of failure increases significantly after a certain age.

Hazardous Area

A hazardous area is an area in which an explosive atmosphere is present, or may be expected to be present, in quantities such as to require special precautions for the construction, installation and use of potential ignition sources. Examples of potential ignition sources are electrical equipment, naked flames, sparks from grinding and welding operations, and hot surfaces.

Incident

Refer DASM Section 3 Chapter 08.

Independent Maintenance Inspection

An independent conformance check carried out on an item or system to verify correct function, assembly, locking, operation in the full range and correct sense; and there are no loose or foreign objects.

Independent Maintenance Inspection Card

An AEO supplied document which specifies Independent Maintenance Inspection points.


An Independent Inspector is a person authorised by the SMM who has neither performed nor progressively inspected the task.



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Inspection

An Inspection is the process of determining compliance with engineering/maintenance standards and applicable maintenance documents.

Legacy GSE

Legacy GSE is GSE that was locally manufactured by a maintenance organisation before the advent of DGTA-ADF regulatory control and where original formal authorisation for its use cannot be established.

Local Instructions

Local instructions are written instructions used to articulate processes, mandates, prohibitions, or information specific to a particular organisation or location. Local instructions include Standing Instructions (SIs), Unit Maintenance Orders (UMOs), Routine Instructions/Orders (RIs/ROs) and Standard Operating Procedures (SOPs).

Maintenance

Maintenance is all action taken to retain aircraft or aeronautical product in or restore it to a specified condition or restore it to serviceability. It includes inspection, condition monitoring, servicing, repair, overhaul, testing, calibration, rebuilding, reclamation, upgrade, modification, recovery, classification and the salvage of aircraft or aeronautical product.


A collective term used to describe the Maintenance Control Section (MCS) and Aircraft Maintenance Control Office (AMCO) or equivalent.

Maintenance Documentation

Maintenance Documentation is all the orders, instructions, publications and forms utilised by technical personnel when conducting maintenance. They include; Defence Instructions (DI), Standing Instructions (SI), maintenance forms, Special Technical Instructions (STI), specifications and worksheets. Maintenance documents may be provided in a paper based format and/or an electronic based format.

Maintenance Interval Extension

The limit or period a fixed interval servicing is extended from the original date, hours or cycles due.

Maintenance Managed Item

A Maintenance Managed Item (MMI) is technical equipment of which the normal usage, except for the replacement of wastage, is met by the process of repair or overhaul of existing items. MSIs are either:

a. Rotable. Capable of being repaired or reworked an unlimited number of times.

b. Repairable. Capable of being repaired or reworked a limited number of times.

Maintenance Manager

A Maintenance Manager (MM) is a SGT (E) or above who has been authorised by the SMM to lead one or more maintenance teams in the conduct of maintenance tasks. This encompasses the management of the maintenance tasks from both the administrative and technical perspectives through the definition, allocation and progress monitoring of maintenance activities associated with the maintenance tasks.

Maintenance Personnel

Maintenance Personnel includes technical, non technical, trainees and aircrew personnel who are authorised to perform maintenance tasks.

Maintenance Planning

Maintenance Planning involves the identification and scheduling of equipment and system performance parameters and the skills, hours and material necessary to maintain that performance within readiness parameters.



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Maintenance Task

A Maintenance Task is an activity having a defined start and finish and where the responsibility for completion is assigned to a single tradesperson. The task may include one or more actions which will be potentially effective in preventing or detecting failures will restore equipment to a serviceable condition or prepare an aircraft for a particular mission. Such maintenance activities include replenishment, scheduled servicing and rectification. A particular maintenance task may rely on other maintenance tasks for completion.

Major Repair

Major repair means repair or aeronautical product replacement estimated to require in excess of 14 days. If categorisation of an occurrence as an accident or incident is in doubt, DFS–ADF is to be consulted.

Mean Time Between Arising

Mean Time Between Arising (MTBA), normally expressed in hours, expected to be achieved with an item before either fault rectification or scheduled maintenance. The MBTA may include a number of in-situ fault rectification or adjustments.

Mean Time Between Failure

The Mean Time Between Failure (MTBF) during which time the item performs as specified; for a particular interval, the total functioning life of a population of an item divided by the total number of failures within the population during the measurement cycle. The definition holds for time, cycles, kilometres, events or other measures of life units.

Mission Critical Item

An item critical to the aircrafts primary mission. Failure of the item would either seriously degrade or cause the mission to be aborted.

Mission Worthiness

Mission worthiness is the technical and operational ability of an aircraft, and its ordnance and interfaces have to perform specified missions.

Modification

A modification is a change to the physical or functional characteristics of an item of technical equipment.

Month

A month is any calendar month.

Mustering

A mustering is a discreet group of personnel who are identified by a common gradation list for progression within the mustering, a pay group and identifiable Constrained Establishment (CE).

Non-Technical Personnel

A collective term which covers those mustering that have not undertaken formal ADF recognised technical trade training.

Occupational/Trade Specification (Air Force)

Occupational/Trade Specification - Air Force is a document that defines the employment requirements of a specific group. Information in the Occupational/Trade Specification includes the tasks performed by different ranks within the group, the minimum standards to which the tasks are to be performed, the requirements for entry to the group, and details of training and advancement within the group. All Occupational/Trade Specifications are issued in the AAP 2300 series of publications. Note that the term ‘Trade Specification’ is still in use for some Air Force groups, however, the term ‘Occupational Specification’ has superseded ‘Trade Specification’.

Off the Job Training (OffJT)

Formalised training undertaken prior to On the Job Experience (OJE).



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On the Job Experience (OJE)

Task experience gained on the job leading to task authorisation.

On the Job Training (OJT)

Formalised training that occurs at a learners workplace, which usually produces defined outcomes such as qualifications.

Operational Commander

An Operational Commander in any person who has been granted authority to use the operational capability of an AMO to undertake mission(s). This authority is granted without qualification and is defined as operational command or operational control. Whilst generally applying to task force or group commanders, commanding officers and detachment commanders of independent or deployed AMOs may also be considered to be Operational Commanders.

Operational Maintenance

The primary aim of Operational Maintenance (OM) is mission generation. OM includes tasks directly related to the preparation of aeronautical product for immediate use, recovery and minor repair of the aeronautical product after use. OM tasks require a limited range of support equipment and may involve the limited use of workshop facilities.

Overhaul

Overhaul (OH) is a preventive maintenance process performed on items ‘Off Application’. It involves systematic disassembly, replacement or restoration of worn parts and comprehensive testing to restore the item to a condition such that it meets both the specified physical tolerances and performance standards. Whilst, OH is primarily a preventive task, it may be corrective when failure is corrected during the maintenance task.

Parent Base

Parent base refers to the ADF Base or Ship at which the operating AMO or flight is normally located.

Period of Operation

The term ‘period of operation’ is defined as ‘the period from when the aircraft captain accepts the aircraft to when it is released to maintenance by the aircraft captain’.

Preventive Maintenance

Preventive maintenance comprises those tasks that address the consequences of failure for a known failure mode.

Quarantined Aeronautical Product

An aeronautical product, the identification or condition of which is segregated from holdings and other stores accounts, and recorded in a quarantine account for the purpose of special inspection, investigation and rectification.

Record of Training and Employment Document

The record of training and employment document is used to provide a record of training completed, qualifications and task authorisations, eg Navy Authorisation Card (‘A’ Card), Army Aircraft Technical Trade Record (AATTR), RAAF Record of Training and Employment (RAAF RTE), Defence or civilian equivalent.

Reference Standards

A standard of known geometry containing a real or artificial discontinuity of known size, which provides a means of producing an indication of known reproducible characteristics, used to establish a measurable scale.

Reliability

Reliability is the ability of an item to perform a required function under stated conditions for a specified period of time.



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Repair

Repair is a corrective maintenance process involving detection and correction of a fault (or faults) that has caused failure. Repair is applicable to both a complete application and application items and is carried out on an unscheduled basis.

Repairable Item

Repairable Items (RI) are all of those items whose resupply normally centres on maintenance processes formally authorised by the ADF to be carried out at authorised venues.

Repairable Item Pipeline

The repairable item pipeline is the term used to define the process a piece of aeronautical product takes from becoming unserviceable, progressing through repair or overhaul, becoming serviceable again, to being available for fitment to an aircraft.

Responsible Engineer Officer (Navy)

A Responsible Engineer Officer (REO) is any person who is qualified and authorised to carry out the duties and responsibilities of a REO, eg AEO, DAEO, AAEO or FSMS, for the specific AMO aircraft and/or aeronautical product.

Routine Servicing

A Routine (R) servicing is a set of preventative maintenance tasks that are necessary to preserve an application’s inherent level of safety and reliability.

Safety Critical Item

A safety critical item is an item within a system which, when performing maintenance, unless strictly performed in accordance with the prescribed standards and practices, could directly jeopardise aircraft, aircraft aeronautical product and/or personnel safety.

Safing Device

A safing device is one which will, either mechanically or electrically isolates a system, and render it inoperable.

Scheduled Maintenance

Scheduled maintenance is defined as those preventive maintenance tasks that are performed at some predetermined interval. That is, the task, scope and Interval-Event are predetermined.

Self-Certifying Maintainers

Self Certifying Maintainers are Tradespersons of Corporal (CPL) rank, or equivalent, and above who have been authorised to certify in the role of both Tradesperson and Trade Supervisor (first and second level of certification) for work they have personally performed.

Senior Engineer Officer

The Senior Engineer Officer (SEO) is the senior commissioned engineer officer assigned maintenance engineering responsibilities for that AMO. These responsibilities include the effective use of resources and the training, organising, directing, coordinating, controlling, and planning the employment of personnel under their authority. In addition, the SEO is responsible for performing the function of the SMM within the AMO.


The Senior Maintenance Manager (SMM) is the senior appointment within, an AMO, with overall responsibility for the maintenance function performed by the AMO.



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Serious Injury

Serious injury is an injury to a person which:

a. results in fracture of a major bone;

b. involves lacerations which cause severe haemorrhage or severe damage to nerves, muscles or tendons;

c. involves injury to an internal organ;

d. involves second or third degree burns affecting more than five percent of the body surface; or

e. involves verified exposure to injurious radiation.

Ships Flight

A Ships Flight is a Flight dedicated to a ship and integrated under the operational command of the Ship’s Commanding Officer. A Ships Flight may be detached from their designated ship to come under the operational control of other authorities as required.

Single Signature Task

Single signature tasks are maintenance tasks identified as only requiring one level of certification.

SMM Delegate

An SMM delegate is a person who has been authorised by the SMM to undertake part of their authority, commensurate with the assigned task. While ultimate responsibility cannot be relinquished, delegation of authority carries with it the imposition of a measure of accountability and responsibility.

Special Servicing

Special (S) Servicing are defined to cover those preventive tasks that are required independently of operational, routine servicing. They may be required at some fixed Interval-Event or whenever specific circumstances arise.

Specification

A document defining the essential function and performance requirements of a product, which also identifies the relevant standards for the acquisition process. Specifications, in contrast to standards, provide a more complete description and include the basis for establishing conformance (particularly during test evaluation), and hence validation for the acceptance of material.

Standard

A description of a material, product, doctrine or process meant for repeated applications by many users.

Standard Tools

Standard tools are tools that are required for maintenance of aircraft and aeronautical product, that are not specifically identified in the relevant maintenance publications/instructions (does not include electrically driven/powered tools).

State Aircraft

An aircraft operated by the ADF other than any aircraft that, by virtue of registration under CASA regulations, is an Australian aircraft.

Supervision

Supervision is the control exercised by one person over the work of others to the extent necessary to ensure that the task is performed properly. This control includes the authority to guide, direct others and when necessary correcting the person being supervised.

Supervisor

A Supervisor is a person with delegated responsibility for the management and supervision of other personnel. A supervisor is the first point of contact for an employee and is normally the person who is in charge of the immediate workplace environment.



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Survey

A detailed inspection of an aircraft, and is used to identify the actions required to recover inherent airworthiness and technical integrity post CMAINT.

Task Authorisation

Task Authorisation is the legal authority allowing a person to perform a specified maintenance task, in recognition that the person has completed the prerequisite training relevant to the task and has demonstrated competency in performance of the task. Task authorisations are recorded in the persons Navy Personnel Qualification and Authorisation Card (‘A’ Card), Army Aircraft Technical Trade Record (AATTR), RAAF Record of Training and Employment (RAAFRTE) or civilian equivalent as applicable.

Technical Airworthiness

Technical Airworthiness is a concept, the application of which defines the condition of an aircraft, and supplies the basis for the judgement of its suitability for flight in that it has been designed, constructed and maintained to approved standards by competent and approved individuals, who are acting as members of an approved organisation and whose work is both certified as correct and accepted on behalf of the ADF.

Technical Airworthiness Regulator

The Technical Airworthiness Regulator (TAR) is the person with the ultimate delegated responsibility for day to day technical airworthiness management of ADF aircraft and aircraft-related systems. Within the ADF, this responsibility rests with DGTA–ADF.

Technical Equipment

Technical equipment is specifically used in support of operations and includes weapon platforms and systems. Technical equipment normally requires engineering processes to ensure that its design, configuration, performance and availability satisfy operational and safety requirements.

Technical equipment is broadly defined as ‘Equipment specifically used in support of operations’ refer DI(G) LOG 4–5–009—Material Maintenance Policy.

Technical Inspection

A means of determining equipment:

a. serviceability status, specifically:

(1) serviceable or unserviceable,

(2) condition,

(3) repairable or unrepairable,

(4) parts deficiency, or

(5) nature of maintenance required and if work can be carried out locally.

b. maintenance, manufacture or installation is being performed correctly; or

c. meets its specification and is likely to perform reliably in service.

Technical Integrity

Technical Integrity is an items fitness-for-service, safety and compliance with regulations for environmental protection.

Tools and Support Equipment

Tools and support equipment are those items necessary to maintain, measure, calibrate or test an aircraft, aircraft system, and /or aeronautical product to approved standards (support equipment includes a wide range of equipment from stands and docking to highly sophisticated test equipment).

Tool and Support Equipment Control

Tool and support equipment control is the systematic means of control of tool and support equipment usage in a maintenance environment.



13

Trade

Trade is a single mustering or category, or group of mustering/Trade identified as a trade according to the discrete characteristics detailed in the applicable Occupational/Trade Specification.

Tradesperson

A Tradesperson is a person who has satisfactorily completed a formal ADF, aircraft trade training course which qualifies the person to perform maintenance tasks, subject to authorisations, associated with the relevant trade discipline.

Trade Supervisor

A Trade Supervisor is a LCPL or above who is authorised by the SMM to supervise tradespersons and perform required Progressive Inspections.

Troubleshooting

The process of investigating and detecting the cause of aircraft or equipment malfunctioning.

Turn Around Servicing

A Turnaround Servicing (T/A) consists of a set of maintenance tasks performed on an application between successive operations within the currency of a BF servicing.

Unscheduled Maintenance

Unscheduled maintenance is the rectification of random maintenance tasks which correct a failure or other unsatisfactory condition detected on an application either during use or other scheduled maintenance activities. Unscheduled maintenance is functionally equivalent to corrective maintenance.

Week

A Week is a period of seven consecutive days.

Working Day

Working Day means any day falling between Monday to Friday inclusive which is not a public holiday.

Workplace

A workplace is any Commonwealth premises in which employees work, eg service aircraft, motor transport, naval vessels, office building and surface vehicles.



14

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AAP 7001.059(AM1)B2 List of Abbreviations

LIST OF ABBREVIATIONS

Abbreviation Definition

1

AAA Approved Aerospace Assessor

AAB Aviation Accreditation Board

AAP Australian Air Publication

AAS Aircraft Arresting Systems

AATTR Army Aircraft Technical Trade Record

AAvnTC Army Aviation Training Centre

ABDR Aircraft Battle Damage Repair

ABR Australian Books of Reference

A Card Personnel Qualification and Authorisation Card

ACLOGP Aircraft Log Permanent

AD Actuated Device

ADAASS Australian Defence Aviation Authorised Spares System

ADF Australian Defence Force

ADP Authorised Design Package

AEO Authorised Engineering Organisation

A/F After Flight

AFFF Aqueous Film Forming Foam

AGSE Aviation Ground Support Equipment

AIT Accident Investigation Team

AL Amendment List

ALC Alternate Logistics Control Number

ALC Alternate Logistics System Analysis Control Number

ALG Air Lift Group

ALSPO Air Lift Systems Program Office

ALSE Aeronautical Life Support Equipment

AMAFTU Aircraft Maintenance and Flight Trials Unit

AMO Approved Maintenance Organisation

AMS Aviation Maintenance Standards

AMMS Aircraft Maintenance Management Systems

AMTDU Air Movements Training and Development Unit

AO Area of Operations

AOG Aircraft Operationally Grounded

AOSG Aerospace Operational Support Group

AP(RAN) Air Publications (Royal Australian Navy)

APU Auxiliary Power Unit

AS Australian Standard

ASI Aircraft Supplementary Information




2

ASOR Aviation Safety Occurrence Report

ATF Authority to Fit

AUTHO Authorising Officer

AUW All Up Weight

BAM Base Armament Officer

BDR Battle Damage Repair

B/F Before Flight

BOI Board of Inquiry

BS Bay Service

CAD Cartridge Actuated Device

CAMM2 Computer Aided Maintenance Management 2

CASA Civilian Aviation Safety Authority (Australia)

CC Continuous Charge

CCB Configuration Control Board

CCS Configuration Changes Section

CD Compact Disc

CDF Chief of the Defence Force

CE Constrained Establishment

CFU Carried Forward Unserviceability

CM Configuration Management

CMAINT Contingency Maintenance

CMC Condition Monitoring Centres

COMCARE Commission for the Safety, Rehabilitation and Compensation of Commonwealth Employees

COMSARM Computer System - Armament

CPL Corporal

CSA Configuration Status Account

CTK Composite Tool Kit

CWP Contractor Working Party

DAEO Deputy Aviation Engineer Officer

DAVREG-DGTA Directorate of Aviation Regulation

DAR Design Acceptance Representative

DCP Design Change Process

DD Design Deviation

D/F Daily Flight Servicing

DFDA Defence Force Discipline Act 1982 (Cwlth)

DGTA Director General Technical Airworthiness

DGTA-ADF Directorate General Technical Airworthiness - ADF

DI Defence Instructions

DM Deeper Maintenance




3

DMO Defence Materiel Organisation

DQ/HR Debris Quantity/Per Hour

DSTO Defence Science and Technology Organisation

DTG Date Time Group

EAC Equipment Application Course

ECO Explosive Custodian Officer

ECP Engineering Change Proposal

EDP Electronic Data Processing

EIAC End Item Acronym Code

EMEI Electrical and Mechanical Engineering Instructions

EO Explosive Ordnance

EOO Explosive Ordnance Officer

EOLA Explosive Ordnance Loading Area

ESA Explosive Storage Area

ETF Experimental Test Flights

ETR Explosive Transport Regulation

FAEO Fleet Aviation Engineering Officer

FARP Forward Air Refuelling Point

FEG Force Element Group

FMT Fleet Management Tool

FOC Foreign Object Control

FOD Foreign Object Damage

FSD Foreign Source Data

FSII Fuel System Icing Inhibitor

FSMS Flight Senior Maintenance Sailor

FSU Fuel Servicing Unit

FTR Flight Test Report

FTS Flight Test Schedules

GSE Ground Support Equipment

GTAW Gas Tungsten Arc Welding

GTC Gas Turbine Compressor

HEIU High Energy Igniter Units

HF High Frequency

HP High Pressure

HQ Headquarters

HQ AAvnTC Headquarters Army Aviation Training Centre

IATA International Air Transport Association

IPB Illustrated Parts Breakdown

IMI Independent Maintenance Inspection

IMIC Independent Maintenance Inspection Card




4

JFLA Joint Fuels and Lubrication Agency

LCN Logistics System Analysis Control Number

LDBO Liquid Dry Breathing Oxygen

LO Logistic Organisation

LS Leading Seaman

LSA Logistic Support Analysis

LSC Line Safety Controller

MAARS Maintenance Activity Analysis and Reporting System

MCO Maintenance Control Office

ME Measuring Equipment

MEA Maintenance Engineering Analysis

MIER Maintenance Interval Extension Request

MILIS Military Integrated Logistics Information System

MIOP MMI Operations

MM Maintenance Manager

MMI Maintenance Managed Item

MMP Maintenance Management Plan

MOD Modification

MRD Maintenance Requirements Determination

MRGB Main Rotor Gearbox

MRN Manufacturers Reference Number

MSDS Material Safety Data Sheet

MTA Maintenance Task Analysis

MTCB Master Tool Control Board

MTF Maintenance Test Flight

MTP Maintenance Test Pilot

NAAC National Aerospace Assessment Committee

NAP Naval Air Publication

NASPO Navy Aviation Systems Program Office

NATO North Atlantic Treaty Organisation

NDT Non-Destructive Testing

NDTSL Non Destructive Testing Standards Laboratory

NetMAARS Networked Maintenance Activity Analysis and Reporting System

NSM Non-Standard Modification

NSN NATO Stock Number

NUP Network Update Proforma

OffJT Off the Job Training

OEM Original Equipment Manufacturer

OH Overhaul




5

OHS (WHS effective 2012) Occupational Health and Safety (Work Health and Safety)

OJE On the Job Experience

OJT On the Job Training

OLA Ordnance Loading Apron/Area

OM Operational Maintenance

OSO Ordnance Safety Officer

PBF Partial Before Flight

PIRR Publication Improvement Report and Reply

PM Performance Monitoring

PMKeyS Personnel Management Key Solution

POL Petroleum, Oils and Lubricants

PP Preservation Phase

PPE Personal Protective Equipment

PSS Planned Servicing Schedule

QA Qualified in Administration

QI Qualified to Inspect

QM Quality Manager

QM3 Qualified to Maintain Class Three

RAAFRTE RAAF Record of Training and Employment

RF Radio Frequency

RH Relative Humidity

RI Routine Instruction

RLA Repair Level Analysis

RPO Record Purpose Only

RTA Running/Hot Turn Around

RTO Registered Training Organisation

RVI Remote Visual Inspections

SCM Self Certifying Maintainer

SCIS Safety Critical Items and Systems

SENGO Senior Engineer Officer

SEO Senior Engineering Officer

SEM Scanning Electron Microscope

SI Standing Instruction

SM System Manager

SME Subject Matter Expert

SMM Senior Maintenance Manager

SMR Special Maintenance Requirement

SNOW Serial Number of Work

SOA Spectrometric Oil Analysis

SOAP Spectrometric Oil Analysis Program




6

SOO Special Order Only

SPO Systems Program Office

SSO Systems Support Office

SST Single Signature Task

STI Special Technical Instruction

TA Throwaway

T/A Turn Around

TA–AVN Training Authority – Aviation

TAD Technical Airworthiness Directive

TAR Technical Airworthiness Regulator

TAREG Technical Airworthiness Regulation

TCAB Tool Control Accounting Board

TMC Technical Management Code

TMP Technical Maintenance Plan

TSN Time Since New

TSO Time Since Overhaul

U/S Unserviceability

VA Vibration Analysis

VIPER Vertically Integrated Programmed Engineering Repair

WAC Work Area Code - Workzone

WDA Wear Debris Analysis

WSDB Weapon System Data Base


AAP 7001.059(AM1)B2 Alphabetical Index

1

ALPHABETICAL INDEX

Subject Topic Sect/Chap

A ABDR Training Contingency Maintenance and Battle Damage

Repair 3.4

Acceptance and Dispatch Checks Allotment of Aircraft 3.6

Actuated Devices Management Management of Aircraft Explosive Ordnance Maintenance 3.10

Advanced Technical Training CBTA – Naval Aviation Technicians 7.3

Aeronautical Product Identification Aeronautical Product 5.1

Aeronautical Product Qualification Aeronautical Product 5.1

Aeronautical Product, Preparation for Transportation


5.1

Air Test Maintenance Test Flights 3.5

Air Transportation of Aeronautical Product Aeronautical Product 5.1

Aircraft Arresting Cables Ground Handling and Fuelling Operations 3.12

Aircraft Acceptance Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2A

Aircraft and Aeronautical Product Servicing Aircraft and Aeronautical Product Servicing 3.2

Aircraft Arrival Ground Handling and Fuelling Operations 3.12

Aircraft Battle Damage Repair Authorisations Contingency Maintenance and Battle Damage Repair 3.4

Aircraft Departure Ground Handling and Fuelling Operations 3.12

Aircraft Damage Report Report on Aircraft and Aeronautical Product 6.2

Aircraft—Fire and Safety Precautions General Aircraft Safety 8.2

Aircraft Fitted with Ejection Seats General Aircraft Safety 8.2

Aircraft Maintenance Publications Authorised Maintenance Data 4.1

Aircraft on Air capable Ships General Aircraft Safety 8.2

Aircraft Pressurisation–Precautions General Aircraft Safety 8.2

Aircraft Release Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2A

Aircraft Towing Operations Ground Handling and Fuelling Operations 3.12

Aircrew Maintenance Training and Authorisation

Maintenance by Aircrew 2.2

Allotment Documentation Pack Allotment of Aircraft 3.6

Allotment of Guided Weapons Guided Weapon Maintenance Documentation 4.3

Allotment Process Gaining AMO Allotment of Aircraft 3.6

Allotment Process Losing AMO Allotment of Aircraft 3.6

Allowable Maintenance Activities Management of Aircraft Explosive Ordnance Maintenance 3.10



2


ALSE Maintenance Records Aeronautical Life Support Equipment Documentation 4.4

Amendment Action Authorised Maintenance Data 4.1

Applicability of AAP 7001.059(AM1) Introduction to AAP 7001.059(AM1) 1.1

Appointments in an ADF AMO Structure of an ADF AMO 1.2

Approved Aerospace Assessor Aerospace Competency Standards 7.1

Aviation Trades Assessment Procedures 7.2

CBTA - Army Aviation Technicians 7.4

CBTA – Naval Aviation Technicians 7.3

Approved Aerospace Assessor—Selection Criteria


Approved Documentation Aeronautical Product 5.1

Armament and Emergency Controls General Aircraft Safety 8.2

Army Specific Requirements CBTA – Army Aviation Technicians 7.4

Asbestos and Ceramic Fibre General Aircraft Safety 8.2

Assessment Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Assessment Documentation Retention CBTA – Air Force Aviation Technicians 7.5

CBTA – Army Aviation Technicians 7.4

Authorisation of Non-Technical Personnel as Supervisors

Task Authorisation of Non-Technical Personnel (Other than Aircrew) 2.3

Authorisations Task Authorisations 2.1

Authorised Aircrew Maintenance Tasks Maintenance by Aircrew 2.2

Authorised Maintenance Data Authorised Maintenance Data 4.1

Authorised Tradesperson Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Authoritative Data source Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Authority to Fit Aeronautical Product 5.1

Aviation Fuels—Fire and Safety Precautions General Aircraft Safety 8.2

Aviation Safety Occurrence Reports Reporting Aviation Safety Occurrences 6.1

B

Beryllium General Aircraft Safety 8.2

C

Cadmium General Aircraft Safety 8.2

Cancellation of Award Aerospace Competency Standards 7.1

Cannibalisation Procedures Transfer of Aeronautical Product (Cannibalisation) 5.2

Captains Acceptance Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2



3


Captains Release Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Carried Forward Unserviceabilities Deferment of Required Maintenance 3.11

CCI Maintenance Controlled Cryptographic Items fitted to Aircraft 5.3

CCI Movement Controlled Cryptographic Items fitted to Aircraft 5.3

Certification of Maintenance Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Certification Methods Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Classes of Aeronautical Product Aeronautical Product 5.1

Cleanliness of Aircraft Cleaning and Corrosion Control 8.16

Clear and Bright Test Aviation Petroleum Oils and Lubricants 8.21

CMAINT Recording And Certification Contingency Maintenance and Battle Damage Repair 3.4

Commanding Officer Structure of an ADF AMO 1.2

Commercial AMO Maintenance Test Flights 3.5

Compass Swing Site Requirements Compass Swing Site and Aircraft Compass System Calibration 8.15

Competencies Aerospace Competency Standards 7.1

Competency Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Competency Appeals Board CBTA – Army Aviation Technicians 7.4


Competency Assessment and Task Authorisation

Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Aerospace Competency Standards 7.1

Competency Assessment for ADF Aviation Trades


Competency Assessment Service Administrators


Competency Based Training and Assessment Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7


Composite Tool Kits Control of Tools and Support Equipment 3.7

Condition Monitoring Condition Monitoring Programs for Propulsion Systems 8.13

Condition Reports Report on Aircraft and Aeronautical Product 6.2

Confined Space Entry General Aircraft Safety 8.2

Consumable Sub-Store Aeronautical Product 5.1

Contamination Foreign Object Control 3.8

Contingency Maintenance Authorisations Contingency Maintenance and Battle Damage Repair 3.4



4


Control of Authorised Maintenance Data Authorised Maintenance Data 4.1

Corrosion Removal Cleaning and Corrosion Control 8.16

Cross Trade/Category Employment Task Authorisations 2.1

Currency and Re-authorisation Task Authorisations 2.1

D

Damage to Aeronautical Product Aeronautical Product 5.1

Damage Reports Report on Aircraft and Aeronautical Product 6.2

Defect Reports Report on Aircraft and Aeronautical Product 6.2

Defect Reporting of Explosive Ordnance Management of Aircraft Explosive Ordnance Maintenance 3.10

Deferment of Required Maintenance Deferment of Required Maintenance 3.11

Deficiency Reports Report on Aircraft and Aeronautical Product 6.2

Details of Unserviceabilities and Corrective Action

Aeronautical Life Support Equipment Documentation 4.4

Disposal Action Requirements for Actuated Devices

Management of Aircraft Explosive Ordnance Maintenance 3.10

Disposal of Aeronautical Product Aeronautical Product 5.1

Disposal of Contaminated Fuel and Water Aviation Petroleum Oils and Lubricants 8.21

Disposal of Waste or Contaminated Lubricants or Allied Products

Aviation Petroleum Oils and Lubricants 8.21

Documentation Responsibilities for a Scheduled Servicing

Guided Weapon Maintenance Documentation 4.3

Documentation Retention Aeronautical Product 5.1

Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Drum Stock Fuel—Storage and Dispensing Procedure

Aviation Petroleum Oils and Lubricants 8.21

Duty and Rest Periods Maintenance Personnel Duty/Rest Periods 3.13

E

Earthing of Aircraft General Aircraft Safety 8.2

Ejection Seats General Aircraft Safety 8.2

Electrical Equipment and Services—Installation and Safety Standards

General Aircraft Safety 8.2

Electrical Ground Power Application Ground Handling and Fuelling Operations 3.12

Electronic Recording and Certification System


Engine Preservation—Precautions Against Fire


Engineering Change Proposal (ECP) Modifications 4.5

Entries in the Recording and Certification System




5


Errors in the recording and certification system


Experimental Test Flights Maintenance Test Flights 3.5

Explosive Ordnance Management Management of Aircraft Explosive Ordnance Maintenance 3.10

Explosive Ordnance, Safety Precautions Management of Aircraft Explosive Ordnance Maintenance 3.10

F

Falsification of Entries Aerospace Competency Standards 7.1


Fatigue Management Maintenance Personnel Duty/Rest Periods 3.13

Fire Prevention General Aircraft Safety 8.2

First Aid General Aircraft Safety 8.2

Flight Line Preparation Aircraft and Aeronautical Product Servicing 3.2

Flight Test Schedule Maintenance Test Flights 3.5

Foreign Source Data Authorised Maintenance Data 4.1

Form AA194–Guided Weapon Log Book Guided Weapon Maintenance Documentation 4.3A

Form AM203–Engine Module Log Book Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2I

Form AO 011— Publication Improvement Report and Reply

Authorised Maintenance Data 4.1

Form AO 011–1—AAP 7001.059(AM1) Improvement Proposal and Reply


Form EE059—Unserviceable Equipment Aeronautical Product Serviceable and Unserviceable Labels 5.1A

Form EE209—Serviceable Technical Equipment

Aeronautical Product Serviceable and Unserviceable Labels 5.1A

Form EE360–ADF Usage Monitoring Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2I

Form EE400—Technical Maintenance Plane –Processed Amendment


Form EE401—Servicing Schedule Proposed Amendment


Form EE435—Maintenance Activity Analysis and Reporting System

Serviceable and Unserviceable Labels 5.1A

Form EE500–A–Maintenance Form Simulator

ADF Approved Paper-based Recording and Certification System 4.3

Form EE500–Maintenance Form ADF Approved Paper-based Recording and Certification System 4.3

Form EE502–Maintenance Notification ADF Approved Paper-based Recording and Certification System 4.3

Form EE505–Servicing Record Certificate ADF Approved Paper-based Recording and Certification System 4.3



6


Form EE508–Record of Unserviceabilities and Component Changes

ADF Approved Paper-based Recording and Certification System 4.3

Form EE510–Aircraft Log Book Aircraft Log Pack 4.2B

Form EE515–Component Log ADF Approved Paper-based Recording and Certification System 4.2

Form EE516–Aircraft Engine Log Book Aircraft Log Pack 4.2B

Form EE059—Unserviceable Equipment Aeronautical Product 5.1A

Form TAM 135 Ground Support Equipment 8.9A



Fuel Spillage General Aircraft Safety 8.2

Functional Tests on Aircraft Hydraulic Systems


G

Gaseous and Pressurisation Systems General Aircraft Safety 8.2

Gaseous Tritium Light Sources General Aircraft Safety 8.2

General Engineering Precautions General Aircraft Safety 8.2

General Safety Precautions Ground Handling and Fuelling Operations 3.12

Generic Trade Skill Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Ground Handling of Aircraft Ground Handling and Fuelling Operations 3.12

Ground Runner Maintenance Engine Ground Runs 3.9

Ground Running of Installed Aircraft Engines Maintenance Ground Runs 3.9

Ground Support Equipment Ground Handling and Fuelling Operations 3.12

Ground Support Equipment Managed by NASPO

Ground Support Equipment Managed by NASPO 8.9A

GSE Maintenance Management Ground Support Equipment 8.9

Guided Weapon Log Book Guided Weapon Maintenance Documentation 4.3

Guided Weapon Maintenance System Guided Weapon Maintenance Documentation 4..3

H

Hair Adornments General Aircraft Safety 8.2

Halon Fire Extinguisher System Discharge General Aircraft Safety 8.2

Halon Gas Discharges Environmental Policy and Legislated Requirements 8.5

Handling and Transportation of Explosive Ordnance


Handling, Storage, and Tracking of Aeronautical Product

Aeronautical Product 5.1

Hazardous and Dangerous Products General Aircraft Safety 8.2



7


Hazards of Plastic, Composite and Bonded Structural Materials


Head adornments General Aircraft Safety 8.2

High Energy Ignition Units General Aircraft Safety 8.2

History Records, Aircraft Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Hot refuelling Ground Handling and Fuelling Operations 3.12

Hot Work Permit (Example) Aircraft Welding 8.11A

Hydraulic Fluid Systems/Equipment Handling Procedures

Hydraulic Fluid Systems/Equipment 8.22

Hydraulic Fluid—Precautions Against Fire General Aircraft Safety 8.2

I

Identification of Unapproved/Unauthorised Aeronautical Product


Ignition Sources, Elimination and Control General Aircraft Safety 8.2

Independent Inspector Supervision, Inspection and Management of Maintenance and Flight Line operations within an AMO 3.1

Independent Maintenance Inspection Supervision, Inspection and Management of Maintenance and Flight Line operations within an AMO 3.1

Initial Technical Training and Trade Qualifications


Inspection Supervision, Inspection and Management of Maintenance and Flight Line operations within an AMO 3.1

Inspectors Stamps/Numbers Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Installed, Stowed or Loaded Explosive Ordnance


ITT Aerospace Industry Journal Signatory Responsibilities

CBTA –Naval Aviation Technicians 7.3

J

Jewellery General Aircraft Safety 8.2

Journal Completion Aviation Trades Assessment Procedures 7.2

CBTA – Air Force Aviation Technicians 7.5

Journal Completion for Certification IV in Aeroskills

CBTA – Army Aviation Technicians 7.4

Journal of Industrial Experience and Achievement





8


K

Key Appointments in an ADF AMO Structure of an ADF AMO 1.2

L

LDBO requirements Dry Breathing Oxygen Safety, Quality Assurance and Maintenance 8.10

Loaded, Stowed or Installed Explosive Ordnance


Loading and Unloading Aircraft Stores including Explosive Ordnance


Local Manufacture of Aeronautical Product Aeronautical Product 5.1

Local Orders and Instructions Authorised Maintenance Data 4.1

Local Waiver Provision Task Authorisations 2.1


Supervision, Inspection and Management of Maintenance and Flight Line operations within an AMO 3.1

Local Waivers to AAP 7001.059(AM1) Introduction to AAP 7001.059(AM1) 1.1

Locally Issued Instructions Authorised Maintenance Data 4.1

M

Magnesium Alloys General Aircraft Safety 8.2

Maintenance by Non Technical Personnel (Other than Aircrew)

Task Authorisation of Non Technical Personnel (Other than Aircrew) 2.3

Maintenance Deferment Administration Deferment of Maintenance 3.11

Maintenance Documentation Retention Guided Weapon Maintenance Documentation 4.3

Maintenance Ground Runs Maintenance Ground Runs 3.9

Maintenance Interval Extensions Deferment of Maintenance 3.2

Maintenance Managed Items Aircraft and Aeronautical Product Servicing 3.2

Maintenance Manager Supervision, Inspection and Management of Maintenance and Flight Line operations within an AMO 3.1

Maintenance Management Applications Maintenance Management Applications 8.20

Maintenance Personnel Task Authorisations 2.1

Maintenance Policy for Training Aids Management of Training Aids 8.8

Maintenance Supervision and Inspection Supervision, Inspection and Management of Maintenance and Flight Line operations within an AMO 3.1

Maintenance Test Flight/Air Test Recording Requirements

Maintenance Test Flights 3.5

Maintenance Test Flights Maintenance Test Flights 3.5

Maintenance Worksheets ADF Approved Paper-based Recording and Certification System 4.3



9


Manufacturing Skills Australia (MSA) Aerospace Competency Standards 7.1

Marshalling Ground Handling and Fuelling Operations 3.1

Marshalling Aircraft on Air Capable Ships Ground Handling and Fuelling Operations 3.12

Marshalling Signals—Arresting Systems Ground Handling and Fuelling Operations 3.12

Marshalling Signals—Fixed Wing Aircraft Ground Handling and Fuelling Operations 3.12

Marshalling Signals—Rotary Wing and Fixed Wing VTOL Aircraft

Ground Handling and Fuelling Operations 3.12

Material Safety Data Sheet – Contents Content of Material Safety Data Sheets 8.2A

Mechanically Operated Vehicles Ground Handling and Fuelling Operations 3.12

Mentors CBTA – Army Aviation Technicians 7.4

Missing Tool Management Control of Tools and Support Equipment 3.7

Missing Tool Tags Control of Tools and Support Equipment 3.7

Modification Incorporation Modification Orders 4.5

Moisture Repellent Fluids Cleaning and Corrosion Control 8.16

Monitoring/Review of Assessors Aviation Trades Assessment Procedures 7.2

N

Navy Aircrew Maintenance Qualifications and Authorisations


NDT – Procedures Non Destructive Testing Procedures 8.7

NDT Management Responsibilities and Procedures

Non Destructive Testing 8.6

Nickel Cadmium Batteries–Thermal Runaway


Nitrogen Gas—Precautions General Aircraft Safety 8.2

Non-Technical Personnel Training, Assessment and Authorisation

Task Authorisations of Non-Technical Personnel (Other Than Aircrew) 2.3

O

Occupational Health and Safety Policy Occupational Health and Safety (Work Health and Safety effective Jan 2012) 8.3

Off-The Job Training Mandatory Formal Off-The Job Training Requirements for Technical Maintenance Activities 2.1A

Oil Condition Analysis Condition Monitoring Programs for Propulsion Systems 8.13

On-The-Job Experience Aerospace Competency Standards 7.1

OJT Workbook Completion CBTA – Army Aviation Technicians 7.4

Overheated Braking System Ground Handling and Fuelling Operations 3.12

Oxygen Gas—Precautions General Aircraft Safety 8.2

Oxygen Related Safety Dry Breathing Oxygen Safety, Quality Assurance and Maintenance 8.10



10


P

Packaged Petroleum Products Aviation Petroleum Oils and Lubricants 8.21

Paper-based recording and certification Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Permanent Orders/Instructions Authorised Maintenance Data 4.1

Personal Protective Equipment General Aircraft Safety 8.2

Personnel Engaged in EO Activities Management of Aircraft Explosive Ordnance Maintenance 3.10

Portable Electronic Devices General Aircraft Safety 8.2

Preservation and Storage Procedures (Air Force and Army)

Preservation of Aircraft for Storage 8.18

Preservation and Storage Procedures (Navy) Preservation of Aircraft for Storage 8.18

Preservation of Helicopter Gearboxes and Engines

Preservation of Aircraft for Storage 8.18

Preservation of Helicopter Main/Tail Rotors Preservation of Aircraft for Storage 8.18

Prevention of Accidental Operation of Engine Starters


Proficiency Demonstration Task Authorisation of Non-Technical Personnel (Other than Aircrew) 2.3

Prohibited Maintenance Activities Management of Aircraft Explosive Ordnance Maintenance 3.10

Publication Change Process Introduction to AAP 7001.059(AM1) 1.1

Q

Qualification and Authorisation Records Aeronautical Life Support Equipment Documentation 4.4

Qualification of Aeronautical Product Aeronautical Product 5.1

Qualified Tradesperson Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Quality Manager Structure of an ADF AMO 1.2

R

Radar and Radio Transmitter Testing (Aircraft)


Radioactive Materials General Aircraft Safety 8.2

Recognition of Authorisations by Other AMOs

Task Authorisations 2.1

Recognition of Prior Learning CBTA – Naval Aviation Technicians 7.3

Recording of Flight Test Data Maintenance Test Flights 3.5

Recording of Maintenance Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Records Retention Retention and Archiving of Aircraft and Aeronautical Product Maintenance Records 4.2C



11


Recovery of Aircraft Recovery of Aircraft, Salvage and Disposal of Aeronautical Product 8.4

Refuelling Aircraft Tanks Aviation Petroleum Oils and Lubricants 8.21

Refuelling at Sea Ground Handling and Fuelling Operations 3.12

Refuelling Bonding Procedures Ground Handling and Fuelling Operations 3.12

Refuelling Bonding Sequence General Aircraft Safety 3.12

Refuelling Operations in Hangars Ground Handling and Fuelling Operations 3.12

Registered Training Organisation Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Repairable Item Pipeline Aeronautical Product 5.1

Reportable Incident Reporting and Recording Occupational Health and Safety (Work Health and Safety effective 2012) 8.3

Responsibilities AMO Personnel Responsibilities 3.1B

Control of Tools and Support Equipment 3.7

Foreign Object Control 3.8

Return to Peacetime Standards Contingency Maintenance and Battle Damage Repair 3.4

Routine Instructions/Routine Orders Authorised Maintenance Data 4.1

S

Safety Critical Items and System definition Safety Critical Items and Systems 3.1A

Safing Device Maintenance of Aircraft Explosive Ordnance Maintenance 3.10

Scheduled Maintenance Aircraft and Aeronautical Product Maintenance 3.3

Security Classifications Aeronautical Product 5.1

Self Certifying Maintainer Task Authorisations 2.1

Supervision and Inspection within an AMO 3.1

Self Propelled Ground Support Equipment Ground Handling and Fuelling Operations 3.12

Senior Engineering Officer Structure of an ADF AMO 1.2

Senior Executive Structure of an ADF AMO 1.2

Senior Maintenance Manager Task Authorisation of Non-Technical Personnel (Other than Aircrew) 2.3


Maintenance Ground Runs 3.9


Transfer of Aeronautical Product (Cannibalisation) 5.2



Serviceability Classification Aeronautical Product 5.1



12


Serviceability Criteria Aircraft and Aeronautical Product Maintenance 3.3

Servicing Schedule Work Cards Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Shell Water Detector Test Aviation Petroleum Oils and Lubricants 8.21

Special Servicing Aircraft and Aeronautical Product Servicing 3.1

Specimen Signature Register Recording and Certification of Aircraft and Aeronautical Product Maintenance 4.2

Spectrometric Oil Analysis Program Guidance

Condition Monitoring Programs for Propulsion Systems 8.13A

Standing Instructions/Unit Maintenance Orders


STI Management Special Technical Instructions 4.6

Storage Life of Fuel Aviation Petroleum Oils and Lubricants 8.21

Storage of Explosive Ordnance Management of Aircraft Explosive Ordnance Maintenance 3.10

Storage Servicing Aircraft and Aeronautical Product Servicing 3.2

Stores Preparation and Loading of Aircraft Management of Aircraft Explosive Ordnance Maintenance 3.10

Stowed, Loaded or Installed Explosive Ordnance


Subject Matter Expert Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Supervision Supervision and Inspection within an AMO 3.1

Supervisors Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Supervisors (Technical and Non-Technical) Task Authorisation of Non-Technical Personnel (Other than Aircrew) 2.3

Suspect Fuel Aviation Petroleum Oils and Lubricants 8.21

T

Task Authorisation Aerospace Competency Standards 7.1

Task Authorisation of Non-Technical Personnel (Other than Aircrew) 2.3


Task Authorisations 2.1

Task Records Guided Weapon Maintenance Documentation 4.3

Task Supervision Requirements Task Authorisation of Non-Technical Personnel (Other than Aircrew) 2.3

TCAS Administrator Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Technical Data Authority Authorised Maintenance Data 4.1

Technical Data Format Authorised Maintenance Data 4.1



13


Technical Orders and Instructions Authorised Maintenance Data 4.1

Technical Trainee Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Test Flights Maintenance Test Flights 3.5

Tool Control Control of Tools and Support Equipment 3.7

Towing at night or in poor visibility Ground Handling and Fuelling Operations 3.12

Towing in strong winds Ground Handling and Fuelling Operations 3.12

Towing on air capable ships Ground Handling and Fuelling Operations 3.12

Trade Qualifications CBTA – Army Aviation Technicians 7.4

Trade Supervisor Supervision and Inspection within an AMO 3.1

Tradesperson Supervision and Inspection within an AMO 3.1

Tradesperson Classes of Work Task Authorisations 2.1

Training Aids Classification Management of Training Aids 8.8

Transfer of Aeronautical Product Transfer of Aeronautical Product (Cannibalisation) 5.2

Transiting Aircraft Aircraft and Aeronautical Product Maintenance 3.3

Tripped Circuit Breaker or Ruptured Fuses General Aircraft Safety 8.2

U

Unapproved/Unauthorised Aeronautical Product


Unit Training Coordinator Aviation Trades Assessment Procedures 7.2

CBTA – Air Force Aviation Technicians 7.5


Unscheduled Maintenance Aircraft and Aeronautical Product Maintenance 3.3

Unserviceable Aeronautical Product Aeronautical Product 5.1

V

Vehicles in Hangars General Aircraft Safety 8.2

Vibration Analysis Guidance Condition Monitoring Programs for Propulsion Systems 8.13C

VIP Transport Management Preparation of State Aircraft for VIP Transportation 8.17

VIPER – Management ADF VIPER Planning and Scheduling System for Aircraft Servicing 8.1

W

Waivers to AAP 7001.059(AM1) Introduction to AAP 7001.059(AM1) 1.1

Warrant Officer or Warrant Officer Engineering

Structure of an ADF AMO 1.2



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Water Contamination Test Aviation Petroleum Oils and Lubricants 8.21

Welding General Requirements and Precautions

Aircraft Welding 8.11

Wheel and Brake Fires Ground Handling and Fuelling Operations 3.12

Work Place Assessor Competency Based Assessment Procedures for Air Force Ground Technical Trades 7.7

Working Aloft General Aircraft Safety 8.2

X, Y, Z (Vacant)


AUSTRALIAN AIR PUBLICATION 7001.059(AM1)B1€¦ · AAP 7001.059(AM1) IMPROVEMENT PROPOSAL AND REPLY...

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Transcript of AUSTRALIAN AIR PUBLICATION 7001.059(AM1)B1€¦ · AAP 7001.059(AM1) IMPROVEMENT PROPOSAL AND REPLY...