EXAMENSARBETE I FLYGTEKNIK15 HP, GRUNDNIVÅ 300

Akademin för innovation, design och teknik

Framtagning av en Maintenance Organisation

Expositon

Författare: Adnan Mehmeti och Zoran VukašinovićRapportkod: MDH.IDT.FLYG.XXXX.20XX.GN300.15HP.X

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SAMMANFATTNING

För att få bedriva underhållsverksamhet på flygplan över 5700kg så måste underhållsorganisationen i fråga vara godkänd av Transportstyrelsen samt följa EU:s flygsäkerhetsmyndighet EASAs Part 145 regelverk. För att berörda myndigheter ska få sig en insikt i hur underhållsorganisationera ser ut och fungerar så måste dessa skriva en verkstadshandbok som beskriver verksamheten och processer. Detta är ett krav som finns beskrivet i Part 145 regelverket.

Uppgiften blev att skriva ett förslag på kapitel 2 till PAMs vekstadshandbok från grunden genom att intervjua personal på plats för att få reda på hur respektive tillämande procedurer såg ut. Syftet var att skapa en verkstadshadbok som var aktuell och som personalen kunde använda som handbok att slå upp i och hitta respektive procedurer.

ABSTRACT

In order to conduct maintenance activity on aircraft exceeding 5700kg, the maintenance organization must be approved by the  Swedish National Aviation Authorities (Transportstyrelsen) and abide to the European Aviation Security Agency’s Part 145 regulations. To give the concerned authorities an insight to the maintenance organization’s activities and procedures the maintenance organization must compile a MOE. This is a requirement that is described in the Part 145 regulations.

The task was to write a draft of Chapter 2 to PAM MOE from scratch by interviewing staff on site to find out how each applied procedures looked like. Our objective was to create a MOE that was up to date and to which the staff could turn to when in need of guidance of prodcedures.

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ARBETET UTFÖRT

Datum: 2012-01-10Utfört vid: Priority Aero MaintenanceHandledare vid MDH: Tommy NygrenHandledare vid Priority Areo Maintenance: Rikard Nilsson, Jan-Olof BengtssonExaminator: / Examinator: Mirko Senkovski

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FÖRORD

Vi befinner oss båda i slutskedet av våra utbildningar till flygingenjörerer på Mälardalens Högskola i Västerås vilket är en treårig högskoleingenjörsutbildning. Utbildningen avslutas med ett examensarbete på 15Hp i ämnet flygteknik, vanligtvis ute på ett företag. Därför har vi varit i kontakt med ett underhållsföretag på Arlanda som heter Priority Aero Maintenance. Vi tog kontakt med PAMs Base Maintenance Manager och efter ett informativt besök på Arlanda blev vi erbjudna att skriva en MOE.

Eftersom PAMs dåvarande MOE hade sitt ursprung från BCL tiden och hade till viss del reviderats sönder på grund av alla förändringar så fick vi i uppgift att skriva om den från grunden utan att utgå från PAMs MOE.

Då vi båda under utbildningens gång har inriktat oss på underhåll och valt liknande kurser så bestämde vi oss för att jobba tillsammans. Detta var även ett bra val då arbetet var tidskrävande och för omfattande för att göras av en person. När vi började söka examensarbeten letade vi efter något med anknytning till underhåll av flygplan för att fördjupa våra kunskaper inom underhållsområdet och för att få en uppfattning om hur arbetslivet ser ut på en underhållsverkstad.

Västerås, 10 januari 2012Adnan Mehmeti och Zoran Vukašinović

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NOMENKLATUR

Förkortn. Förklaring

AC alt. A/C AircraftAD Airworthiness DirectiveALI Airworthiness Limitation InstructionAMC Applicable Means of ComplianceAMM Aircraft Maintenance ManualAMP Aircraft Maintenance ProgramAOG Aircraft On GroundARN ArlandaBCL Bestämmelser för Civil LuftfartCDCCL Critical Design Configuration Control LimitationsCMM Component Maintenance ManualCRS Certificate of Release to ServiceDIL Deferred Maintenance Item ListDOA Design Organisation ApprovalESD Electrostatic Discharge EASA European Aviation Safety AgencyFAA Federan Aviation Administration (USA)FAR Federal Aviation RegulationsGM Guidance MaterialJAA Joint Aviation AuthoritiesJAR Joint Aviation RequirementsMDF Maintenance Data FormMEL Minimum Equipment List MOE Maintenance Oragnisation ExpositionMP Maintenance ProgramMPD Maintenance Planning Document MRB Maintenance Review board

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N/A Not ApplicableNAA National Aviation AuthorityNDT Non Destructive TestingNRC Non Routine CardsOCR Occurrence ReportOEM Original Equipment ManufacturerPAM Priority Aero MaintenancePMA Parts Manufacturer ApprovalPN alt. P/N Part NumberQM Quality ManagerS-CAA Swedish Civil Aviation AuthoritySB Service BulletinSN alt. S/N Serial NumberSRM Structure Repair Manual TC Task CardTCH Type Certificate HolderTO alt. T/O Technical OrderUS alt. U/S UnserviceableWO alt. W/O Work OrderWC Work Card

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Innehållsförteckning

Kapitel 1. INLEDNING...............................................................................................1

1.1 Bakgrund..........................................................................................................1

1.2 Syfte....................................................................................................................1

1.3 Problemställning...........................................................................................2

1.4 Avgränsningar................................................................................................2

Kapitel 2. METOD.....................................................................................................3

Kapitel 3. RESULTAT.................................................................................................5

3.1 Exempel på förändrade procedurer till vår MOE:........................................................5

3.2 Exempel på resultatet av ett delkapitel i vår MOE:......................................................6

Kapitel 4. DISKUSSION..............................................................................................7

Kapitel 5. SLUTSATSER..............................................................................................8

Kapitel 6. REKOMMENDATIONER.............................................................................9

Kapitel 7. TACK.......................................................................................................10

Kapitel 8. REFERENSER................................................................................................11

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Kapitel 1.INLEDNING

1.1 Bakgrund

PAM startades 1998 och har sin huvudverksamhet på Arlanda flygplats sedan 2002. PAM utför line-, base-, komponent- och motorunderhåll på komersiella passagerarflygplans på Arlanda och ett antal andra säten i Sverige samt utomlands.  I nuläget har PAM certifieringar på en rad olika flygplanstyper som bland andra MD80/90, Boeing 737/757/767 och Airbus 318-321.

För att få bedriva underhållsverksamhet inom flygbranschen för kommersiell luftfart så måste varje underhållsorganisation uppfylla kraven från EU:s luftsäkerhetsmyndighet EASA. Dessa krav för underhållsverkstäder beskrivs under EASA Part 145. För att myndigheter ska få en insikt i hur varje underhållsorganisation ser ut och fungerar så måste dessa organisationer presentera en MOE. Denna MOE måste i Sverige godkännas av Transportstyrelsen.

Om en ändring ska göras i organisationen eller dess processer så måste MOEn revideras och godkännas av Transportstyrelsen. Som tidigare nämnt har PAM MOE sitt ursprung från BCL tiden och starten av företaget. MOEn har under tidens gång passerat revideringar vid införandet av JAR och på senare tid EASA.

1.2 Syfte

Eftersom PAM MOE har sitt ursprung i uppstartandet av företaget så finns ett behov av att från grunden ta fram en ny MOE som uppfyller dagens krav från EASA Part 145. Genom att följa dessa krav har uppgiften varit att ta fram en del av en MOE som beskriver företagets underhållsprocesser.

Syftet med MOEn är att personalen ska kunna slå upp och använda den

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som en verkstadshandbok vid behov. Detta ska bidra till att personalen arbetar på ett mer homogent arbetssätt efter väl etablerade och beprövade metoder.

En annan viktig del av arbetet var att skapa eller utveckla procedurer utifrån analyser av personalens behov, personalens beskrivande av befintliga arbetssätt och EASA Part 145 krav.

1.3 Problemställning Vilket underlag ska användas? Hur ska upplägget av MOEn se ut? Vilket innehåll måste/bör finnas med? Hur ska all nödvändig information identifieras? Kan någon befintlig procedur förenklas? Och hur? Vad ska man tänka på och hur ska man gå till väga för att skapa

nya procedurer?

1.4 Avgränsningar

Förutom att passa en tidsram på tio veckors heltidsstudier så blev rekommendationerna av handledarna på PAM att inte skriva en hel MOE utan inrikta sig på kapitel 2. Det var även ett krav att följa EASAs speciella strukturupplägg till MOE med förutbestämda underrubriker till kapitelet.

En avgränsning var även att inte gå in på ett delkapitel som heter L2 som mer ingående beskriver line-underhållsprocedurer. Anledningen till det var att möjligheten till att besöka PAM line-underhållsstationer, som låg på annan plats än hangarerna på Arlanda flygplats, inte fanns.

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Kapitel 2.METODFör att få tillträde till Arlanda flygplats airside och därmed hangarerna, dvs. innanför grindarana, behövdes en säkerhetsutbildning på Arlandas hemsida genomföras. Efter två veckors väntan var de så kallade badges/brickorna som ger tillträde till airside klara. Dessa hämtades ut och arbetet inleddes på PAM med ett möte mellan Zoran och Adnan samt handledarna, Base Maintenance Managern och Quality Managern. Där gicks arbetsuppgifterna, avgränsnigarna och vilka krav och mål som ställdes igenom. Senare fick Zoran och Adnan även tillgång till PAMs befintliga verkstadshandbok som stöd till arbetet.

Eftersom uppgiften var att skriva en MOE från grunden behövdes en djupare förståelse för hur verksamheten såg ut och fungerade på PAM erhållas. Det gjordes genom att intervjua personal på plats vilket även gav svar på frågor och funderingar som uppkom under arbetets gång.

Arbetet fördelades jämnt ut över hela tidsperioden och baserat på uppgiftens omfattning så blev resultatet att besöka PAM tre gånger i veckan för att utföra intervjuer med personalen på plats. Planen blev att avverka ett delkapitel per intervju och dag, dvs. tre delkapitel i veckan. Sammanlagt innehöll kapitel 2 i verkstadshandboken 28 delkapitel av varierande storlek, dessa delkapitel finns presenterade i bilaga 1. Möten med handledarna på PAM hölls en gång i veckan där det diskuterades framsteg och eventuella problem samt frågor som uppstod under de gångna veckorna. Feedback gavs även på färdiga delkapitel som hade lämnats in. Det var även under dessa möten som egna förslag fick lägga fram på nya eller förändrade procedurer för bedömning och beslut om de skulle användas.

Eftersom det behövdes lite mer kött på benen till underlaget så användes en MOE-mall som kom från EASA. Där beskrevs vad varje delkapitel borde innehålla och täcka. Det togs även del av ett dokument från Transportstyrerlsens hemsida som beskrev, på svenska, vad respektive delkapitel i MOEn skulle innehålla. Denna mall beskrev även Transportstyrelsens innehållskrav, utöver EASAs egna krav. Genom dessa underlag tillsammans med den befintliga PAM MOEn kunde en sammanställing med frågor till intervjuerna göras. Materialet från intervjuerna användes i sin tur direkt till att skriva kapitel 2 i

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verkstadshandboken.

En typisk dag på PAM kunde börja med att frågor skrevs genom att studera ovannämnda underlag tillsammans med EASA Part 145 och tillhörande AMC. Även GM använde vid förberedandet av frågorna. När frågorna var färdiga så kontaktades QM som hänvisade till ansvarig personal som kunde svara på frågorna, det kunde i vissa fall handla om flera intervjuer med olika personer till samma delkapitel. Under intervjuerna användes en dikatfon för att, med personernas medgivande, spela in samtalen. Nästa steg var att skriva ner all relevant information från inspelningarna som skulle användas till att skriva verkstadshandboken. Dagarna mellan intervjuerna användes till att skriva på MOEn.

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Kapitel 3.RESULTATExamensarbetet resulterade i ett förslag på kapitel 2 till PAMs verkstadshandbok. Arbetet innehåller samtliga 28 obligatoriska delkapitel som enligt Part 145 måste finnas med i kapitel 2. Arbetet är skrivet i Word och har lämnats in som obehandlad text till PAM. Det färdiga arbetet följer EASAs upplägg där varje delkapitel följer innehållskraven från EASAs MOE mall och även från den svenska transportstyrelsens mall.

Efter avslutat arbete erhölls en MOE som kunde användas som en handbok av personalen till att titta i vid tveksammheter om procedurer eller i övrigt vid behov. Enligt handläggarne på PAM så kommer arbetet tillsammans med resterande kapitel av MOE, skrivna av PAM, skickas iväg till transportstyrelsen för godkännande.  

Under arbetets gång förändrades och förbättrades redan befintliga procedurer som senare skulle tas med i den nya MOEn. I vissa fall skapades även nya procedurer där det behövdes. Både skapandet av nya procedurer och förändringar av de befintliga skedde i samråd med handläggarna på PAM.

1.5 Exempel på förändrade procedurer till vår MOE:

En procedur som modifierades var märkningssystemet av alla komponeneter. Systemet bestod av fem olika taggar som beskrev om komponenter var driftsdugliga, ej driftsdugliga men reparerbara eller obrukbara. Resultatet av förändringen blev tre taggar där en lämnades oförändrad och de andra två ersatte de tidigare fyra taggarna som delvis hade samma syfte. Förbättringen blev ett enklare märkningssystem med färre taggar men där alla användningsområden och behov fortfarande täcktes in.Även allt konsumerbart material märktes, men med etiketter och vid ankomsten. Innan förändringen fanns tre etiketter som användes till märkning, utlämning och återlämning av material vilket ersattes med två etiketter. Utlämnings- och återlämningsetiketterna integrerades till en

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för att förenkla arbetet och minska antalet utsrkifter av etiketter.

För att inga obligatoriska luftvärdighetsdirektiv (AD-notes) skulle missas att införas på komponenter hos PAM så fick två AD-kontroller införas och göras till rutin. Den ena vid ankomsten och den andra innan installation på flygplan.

1.6 Exempel på resultatet av ett delkapitel i vår MOE:

Kapitel 2.6 heter “Use of Tooling and Equipment by Staff (including alternate tools)”och behandlar procedurer för användningen av verktyg och utrustning. I det fallet fokuserades det på fyra delar:

Distribution of tools Determining tool serviceability prior to issue/use Training and control of personnel in the use of tools and equipment Personal (own) instrument / tool control

Distribution av verktyg bestod av att förklara hur PAM ägda verktyg delades ut till personalen genom ett verktygsförråd. Verktygsförrådspersonalen behövde i sin tur bestämma verktygens driftsduglighet innan dessa utfärdades till underhållspersonalen. Det beskrevs även när utbildningar till verktyg och utrustningar anordnades samt vad som gällde när personal tog med sig egna verktyg till arbetet.

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Kapitel 4.DISKUSSIONArbetet var inte planerat att starta ett visst datum men hela processen från första kontakten med PAM till de inledande mötena, Arlandas säkerhetsutbildning och tillverkningen av badges/brickorna drog ut på tiden. Detta dels på grund av ett fullt schema hos PAM men även på grund av processen som krävdes för att erhålla badges. Ungefär två månader tog den inledande fasen från första kontakten till starten av examensarbetet.

För att få bästa möjliga resultat dvs. en så komplett MOE som möjligt, kan i efterhand konstateras att ett bra alternativ hade varit att utgå från PAMs befintliga MOE och inte börja arbetet från scratch. Eftersom delar av innehållet i PAM MOE inte var ett innehållskrav från varken EASAs eller Transportstyrelsens regelverk så fanns svårigheter i att identifiera detta innehåll till den nya MOEn. Alltså hade arbetet kunna bli mer fullständigt om man utgick från PAM MOE eller kompleterade med dessa delar.

På grund av att de möten som hölls på PAM delvis inte var bokade möten utan snarare spontana träffar så kunde på vissa dagar tid förloras på att vänta på rätt person istället för att boka ett möte i förväg flera dagar innan. Detta berodde delvis på att vissa personer hade ett fullspäckat schema på PAM utan mycket tid att avvara. En annan faktor som ledde till att arbetet blev mer tidskrävande var att fel personer i vissa fall blev intervjuade på grund av felhänvisande. Detta berodde högst sannolikt på missförstånd över vad som frågades efter, mellan båda parter.

Nu i efterhand kan också konstateras att underlaget som användes till stor del riktade sig till branscherfarna personer. Till exempel var EASAs MOE-mall kort formulerad och svår att förstå för en person utan lång erfarenhet från flygplansunderhåll. Det ledde framförallt till att förberedelserna till intervjuerna blev mycket tidskrävande då underlaget behövdes mycket noggrant studeras.

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Kapitel 5.SLUTSATSERGenom detta arbete har vi fått en insikt i hur verksamheten fungerar på en underhållsorganisation för flygplan samt hur komplex verksamhet är. Vi har lärt oss otroligt mycket nytt samtidigt som vi har fått chansen att använda våra kunskaper från flygingenjörsprogrammet i detta arbete. Vi kan även bekräfta att kurserna i flygplansdrift och underhåll har varit till stor hjälp då vi utan dessa hade haft svårigheter att sätta oss in i problemet.

Att ta fram en MOE har visat sig vara genomförbart med vår utbildningsbakgrund men samtidigt ett utmananade och tidskrävande arbete. Vi har nått målet med arbetet, dvs. att ta fram ett alternativ till kapitel 2 till PAM MOE som har uppfyllt kraven som ställdes på oss.

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Kapitel 6.REKOMMENDATIONERSom vi nämner under rubriken Diskussion så kan vi rekomendera att inför eventuella intervjuer bör man vara mycket noggrann med förberedelserna och vid alla tillfällen boka tid. Vi rekommenderar även någon form av ljudinspelning av intervjuerna då vi tycker att det underlättade vårt arbete markant.

Om man har i avsikt att ta fram en MOE som examensarbete anser vi att man antingen bör utgå från en befintlig MOE eller begränsa arbetet kraftigt till ett delkapitel då framtagningen av ett fullständigt sådant arbete är ett mycket omfattande projekt. Ska resultatet dessutom bli så komplett och fulländat som möjligt att företaget i fråga eventuellt ska kunna använda sig av arbetet så är ovanstående rekomendation viktig att tänka på.

Slutligen anser vi att en förutsättning för att utföra ett sådant arbete är att man bör behärska det engelska språket då det är obligatoriskt att skriva en MOE, CAME och liknande dokument på engelska.

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Kapitel 7.TACKVi vill tacka Tommy Nygren, vår handledare på Mälardalens Högskola ochalla anställda på PAM som tog sig tid att svara på våra frågor och hjälpa oss framåt i arbetet. Vi vill även tacka Rikard Nilsson som gav oss tillfället att göra detta arbete samt Jan-Olof Bengtsson som under arbetets gång var mycket hjälpsam och vägledande.

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Kapitel 8.REFERENSEREASA Part 145AMC till EASA Part 145Guidance Material till EASA Part 145EASA Part MPriority Aero Maintenance MOE rev.48EASA User Guide for MOETransprtostyrelsen MOE mall

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A. BILAGA

Kapitel 2 i verkstadshandboken innehåller  följande delkapitel:

2.1 Supplier Evaluation and Subcontract Control Procedure2.2 Acceptance / Inspection of Aircraft Components and Materials from Outside Customers2.3 Storage, Tagging and Release of Aircraft Components and Materials to Aircraft Maintenance2.4 Acceptance of Tools and Equipment2.5 Calibration of Tools and Equipment2.6 Use of Tooling and Equipment by Staff (including alternate tools)2.7 Cleanliness Standards of Maintenance Facilities2.8 Maintenance Instructions and Relationship to Aircraft / Aircraft Component Manufacturer’s Instructions including Updating and Availability to Staff.2.9 Repair Procedures2.10 Aircraft Maintenance Programme Compliance2.11 Airworthiness Directives procedure2.12 Optional Modification Procedure2.13 Maintenance Documentation in use and its Completion2.14 Technical Records Control2.15 Rectification of Defects Arising During Base Maintenance2.16 Release to Service Procedure2.17 Records for the Operator2.18 Reporting of Defects to the Competent Authority / Operator / Manufacturer2.19 Return of Defective Aircraft Components to Store2.20 Defective Components to Outside Contractors2.21 Control of computer maintenance record system2.22 Control of Man-Hour Planning versus Scheduled Maintenance Work2.23 Control of Critical tasks2.24 Reference to Specific Maintenance Procedures2.25 Procedures to detect and rectify Maintenance Errors2.26 Shift / Task Handover Procedures2.27 Procedures for Notification of Maintenance Data Inaccuracies and Ambiguities to the Type Certificate Holder2.28 Production Planning Procedures

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B. BILAGA (MOE kap. 2)

2.1 – Supplier Evaluation and Subcontract Control Procedure

2.1.1 Suppliers’ company policy

PAM will ensure that all components used must be accompanied by an EASA Form 1 or equivalent document such as FAA 8130-3, bilateral agreement or a Certificate of Conformity. All suppliers on Part 145 Approved Maintenance Organization Listings on EASA’s and Competent Authority’s website are approved sources of supplies.

2.1.2 Approved sources of suppliers

All components and materials accepted by PAM are from the following sources: EASA Part - 145 approved sources FAA Part - 145 approved sources (Dual release) Original Equipment Manufacturer (OEM) Parts Manufacturer Approval (PMA) The Owner/Operator own stock Retailer / Distributor Airline

Types of supplies

Standard parts:To designate a part as a standard part the TC holder may issue a standard part manual accepted by the competent authority of original TC holder or may make reference in the parts catalogue to a national/international specification (such as a standard diode/capacitor etc) not being an aviation only specification for the particular part.

Consumables:Consumable material is any material which is only used once, such as lubricants, cements, compounds, paints, chemicals dyes and sealants etc.

Raw material:Raw material is any material that requires further work to make it into a component part of the aircraft such as metals, plastics, wood, fabric etc.

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2.1.3 Monitoring of suppliers

The choice of suppliers is made by the Purchase manager and Production department, and if necessary, with the aid and advice of the quality department. After PAM verifies that the potential supplier is from an, by PAM, approved source the selection can be made. The selection process is effected by what type of supplies are needed, the economic aspects, and proper certificate and documentation from the supplier. Parts purchased from a supplier will be monitored on receipt and during installation to ensure the quality of the supplies. A questionnaire form is sent to and answered by the supplier to gather information about the supplier.

Withdraw of the internal authorization:

If a supplier repeatedly delivers damaged parts, or parts that do not comply with the purchase order, a discussion is held to whether or not continue purchasing from the specific supplier. PAM also discontinues purchase from suppliers that repeatedly fails to provide the correct documentation and certifications of supplied parts.

List of suppliers:

If the cooperation with a supplier is terminated, the supplier is put on a do not purchase list, with a note of the reason of the termination. The supplier is thereby blocked to prevent future purchase from that company. The list of suppliers accepted by PAM is continuously updated by the Purchase department. The list is located in the Quantum computer system so that personnel can access it.

Records of suppliers’ information:

All documentation and certificates received from the supplier are stored in a fireproof cabinet and in PAM’s computer system Quantum for a minimum time period of three years.

2.1.4 Subcontractors

The sources of services received by PAM are both part-145 approved and non part-145 approved organizations. In the case where the organization is non part-145 approved PAM is responsible to ensure that the organization meets the part-145 requirements, in terms of facilities, personnel and maintenance procedures.

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The services that PAM currently subcontracts to other companies are heat treatment of larger parts, painting and machining. The list of subcontractors, compiled by the Quality manager, is to be found in sub-chapter 5.2 of this Exposition.

Before a subcontractor is hired by PAM the Quality department has to ensure that the quality and requirements set by PAM are met, by performing a pre-audit of the subcontractor. After an evaluation of the pre-audit results the quality manager decides whether or not to initiate cooperation with the subcontractor. If it is decided to hire the subcontractor a contract is established and reviewed. The scope of work is described in the contract. Furthermore annual audits of the subcontractors are carried out by the Quality manager, and if necessary with the aid of personnel with expertise in various areas.

Withdraw of the internal authorization

In the event of deviation from the contract, lack of quality or failing to maintain the requirements the cooperation will be terminated and the subcontractor will be removed from the list.

All documentation and certificates received from the subcontractor are stored in a fireproof cabinet and in PAM’s computer system Quantum for a minimum time period of three years.

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2.2 Acceptance / Inspection of Aircraft Components and Materials from Outside Customers

2.2.1 Approved sources of suppliers:

All components and materials accepted by PAM are from the following sources: EASA Part 145 approved sources FAA Part 145 approved sources (Dual release) Original Equipment Manufacturer (OEM) Parts Manufacturer Approval (PMA) The Owner/Operator own stock Retailer Airline

2.2.2 Required documentation and component / material acceptance procedure:

All components or material handled by PAM are certified either with EASA Form 1, FAA Form 8130-3, Canadian TCA Form 24-0078 or a Certificate of Conformity to ensure the airworthiness status of the component or material. For all components there must be a Form 1 or equivalent document accompanied and for all raw material/consumables/standard parts a Certificate of Conformity must be included.

The documentation that comes with each component and material is stored / archived three years in a fireproof cabinet and digitally in servers which only personnel can access.

2.2.3 Acceptance and incoming inspection of components / material:

The incoming components and material from external sources are subjected to the receiving department’s acceptance procedure in the company.

The procedure contains the following parts:

- Ensure that the packaging of the part is not damaged and that the correct supplier information is presented on the package label. The correct packaging should also have been performed to prevent shipping damage.

- Control the including certificate in the package (which must meet the requirements with sub-chapter 2.2.2) to validate the part’s airworthiness.

- Verify that the actual part and the including receipt match the purchase or repair order in terms of e.g. quantity, part number, serial number and description.

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- Perform a visual inspection to ensure that there is no damage or defects on the part and that the part is in a serviceable condition.

- Ensure that the part’s shelf life / life limit has not expired, if applicable.

The receiving department also verifies on a regular basis that the sources of the parts received are, by PAM, from an approved source described in sub-chapter 2.1.2 of this Exposition.

If the components or material have been successfully approved by the receiving department’s acceptance procedure, a personal signature and stamp is put on the inspection Form and PAM Part label / tag by the receiving personnel. After the receiving department have completed the acceptance process and signed off the parts, they will be transferred to the material store or put in stock.

2.2.4 Quarantine procedure:

If the components / material have not been approved by the receiving department’s acceptance procedure they are put in a separate room dedicated to quarantine items. Only when the item meets the acceptance procedures requirements it can be released from the quarantine, if not the item will be returned to the supplier.

2.2.5 Acceptance and inspection of components / material from internal sources

Components and material from internal sources such as from the workshops must be subjected to the receiving acceptance procedure described in sub-chapter 2.2.3 of this Exposition.

2.2.6 Components removed serviceable from aircraft

Serviceable components which are removed from an aircraft temporarily will obtain a PAM “Removal Tag” which is filled in and with the component put aside in a safe area. Before the item is reinstalled on an aircraft a technician performs a visual check to ensure that no damage has occurred on the item.

2.2.7 Components received from customers for repair and / or overhaul

When the component is received by the workshop a check is made of the part number, serial number and the repair order from the customer. Based on that information, a work order is made and the work can be started by following the CMM and work order. After all work has been

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performed a qualified technician examines the item to verify that all work has been done and to ensure a satisfactory condition on the item before it is released to service, as described in sub-chapter 2.16 of this Exposition. The component is then labeled as serviceable in the Quantum computer system and sent out of the workshop.

2.2.8 Procedure of treatment of a suspected unapproved part (bogus part)

It is important to always keep in mind that bogus parts can appear in the organization and personnel should therefore be aware of how to identify a bogus part.

A part suspected of being a bogus part can be identified by:

- Lack of proper documentation.- The documentation has been tampered with (e.g. serial / part number erased or stamped

over).- The part has been tampered with in any way.- Gaps in documentation of traceability.- Derived from an unapproved manufacturer.- Differs in package or physical appearance from previous components.

If PAM personnel come across a suspected bogus part, the quality manager shall be informed. If the investigation conducted by the quality department verifies that the component or material is a bogus part, the competent authorities will be notified.

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2.3 Storage, Tagging and Release of Aircraft Components and Materials to Aircraft Maintenance

2.3.1 Procedures for maintaining satisfactory storage conditions

To prevent any damage or loss of quality, components and material is stored according to the Manufacturer’s instructions in all PAM stores and only authorized store staff is able to access and work in the storage areas. The components and material is segregated into different areas in the storage where raw material, routables, consumables, flammable fluids, etc. are separated. The temperature and humidity of the storage area is monitored by the store staff on a regular basis.

2.3.2 System and procedure to control shelf life items

During the receiving inspection, the shelf life of parts is entered in the Quantum computer system which later prevents items with expired shelf life to be issued to the maintenance personnel. Items with expired shelf life are removed and scrapped every month by the store staff.

2.3.3 Special storage requirements

Components and material that demands special storage conditions/treatment such as electrostatic (ESD) sensitive parts are kept in their protective packaging while stored to minimize potential damage. Other conditions such as humidity and temperature sensitive parts are put in controlled environments.

2.3.4 Tagging / Labeling system and storage areas

Storage of unserviceable components and material:

Unserviceable components and material are physically separated from the serviceable components in the restricted unserviceable store. Parts and material in the U/S-store are tagged with a white removal tag, Parts tag or a red scrapped part tag waiting for repair or to be scrapped. All components in the U/S-store are removed from aircraft due to malfunction, elapsed life limit or for other reasons are unserviceable. The customer is always notified when parts are to be scrapped.

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Storage of serviceable components and material:

Serviceable components and material are kept in store which is a secure and restricted area where only store staff has access to. Temporary removal of components and material from aircraft is stored in a secure area outside the store area. The temporary removed items are always tagged with a Removal Tag.

Removal tag (White)

The removal tag is used when an aircraft part is removed and it is intended to install it in the same aircraft and location. This tag is also used for components removed unserviceable from aircraft. In this case the components are tagged and stored in the U/S-store restricted area. The unserviceable tagged parts are after the decision of the owner, to be sent for repair, back to the owner or scrapped.

This tag is to be filled in by the concerned certified technician upon removal from aircraft. The following information must be filled in:

Part Description A/C Registration Position Part Number Serial Number System The reason for removal Removed by (Stamp and date)

After the certified technician has performed a visual inspection of the part to ensure no obvious damage has occurred, the U/S-stub is ripped off from the removal tag. He then stamps and writes the date.

Scrapped Part Tag (Red)

Parts with non-repairable defects removed from aircraft must be tagged with a red scrapped part tag and stored in the restricted U/S-store area. The part is stored in the U/S-store for a reasonable period of time to give the owner a chance to decide what to do with the item, otherwise it is scrapped.

The following information must be filled in: From A/C

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Position Description Part Number Serial Number Reason for removal Work Card or Log ref. Owner Signature/Stamp Date

Parts Tag

The PAM Parts Tag is used for control of the following categories of aircraft and engine parts and material:

A. All Routable.B. All Expendables

The PAM Parts Tag is a one-page document and is divided in two-parts. The upper part is the serviceable document and the lower part is the unserviceable tag.

A. Serviceable Tag

This part of the tag confirms the serviceability of the component or material, as verified by the approval signature/stamp of a certifying staff. If such tag is not attached, the part or material shall be considered as unserviceable.

NO PART OR MATERIAL MAY BE INSTALLED ON AN AIRCRAFT OR ENGINE UNLESS A PORPERLY AUTHORIZED PAM SERVICEABLE TAG IS ATTACHED.

After the approved completion of the receiving inspection, the Serviceable tag shall be issued. The person performing the receiving inspection is responsible for entering items (1) through (11).

The upper part of this tag provides information concerning the serviceable component.

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The numbers within brackets are referring to the fields on the tag.

(1) Parts tag serial number pre-printed in consecutive order.

(2) Part description.

(3) Manufacturers part number.

(4) Manufacturers part serial number.

(5) Limit/Date in storage for part with Shelf life specification.NOTE: Exceeded date makes the part unserviceable and the part must be sent to approved repair station for action.

(6) Quantity of parts for batch of expendables or raw material.

(7) Purchase Order, Repair Order or Work Order number.

(8) Reference to batch/lot/heat number shown on vendor/supplier certificate.

(9) HT-component, and if available also on the:TT - Total Time (Hours)TC - Total CyclesTSO - Time Since OverhaulCSO - Cycles Since Overhaul

(10) Parts condition/status.Valid entries: NEW, OVERHAULED, REPAIRED, TESTED, INSPECTED, MODIFIED, LOAN, OTHER.

NOTE: When part has been borrowed from an Assembly/Unit, the PAM tag number of that Assembly/Unit must be written in the field “LOAN”.

When part is Loan/Lease from another company, the Release Document of that company must be written in the field “LOAN”.

If the entry “Other” is used, the reason and explanation must be entered in this field.

(11) Airworthiness release.Signed and stamped by personnel authorized for receiving inspection.

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B. Unserviceable Tag (Lower part of the Serviceable Tag)

Authorized certifying staff is responsible for entering items (12) through (16), which are at removal of the part from aircraft:

(12) Part Number of removed part.(13) Serial Number of removed part.

(14) When a part is removed from aircraft:

Aircraft Registration Number. Log Book Reference Number. ATA Chapter, four digits. Position on aircraft.

(15) Reason for removal.

(16) Verification of performed action:

Station where action was performed. Date for action taken. Authorized Technician Signature and Stamp.

(17) Fault confirmed Fill in if fault is determined or not.

This part of the tag is a direct copy of all items of information that are written on the Serviceable Tag (upper part), except that it will not show the authorized signature.

Serviceable Label

The receiving personnel use the Serviceable Label to mark all consumables, standard parts and raw material upon arrival. This label must always be attached to the package of the material even if the material is repacked and in this case a new Serviceable Label must be attached by the store staff. The Serviceable label has a signing box in which the receiving personnel must sign when receiving the item(s). If the material is repacked, the Store Staff must sign the new Serviceable label to verify that the repacked material is accepted by PAM and has gone through receiving acceptance procedure.

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The following information shall be presented on the Serviceable Label, if applicable:

Control number and ID Part number Description Serial number Condition Location Old batch Expiring date Quantity

Pick Ticket Label

The Pick Ticket label is attached on the packaging of the material by the Store Staff when issuing material to the maintenance process, repacking material or returning material to store.

The following information shall be presented on the Pick Ticket Label, if applicable:

Work Order Sequence Tail (A/C reg) Quantity Ordered by

2.3.5 Issue of components to the maintenance process

To get items issued, the maintenance personnel have to order the item through the Quantum computer system. The store staff then receives the order, locates the item and sends it to the “Material store” which is a room, outside the restricted storage area, containing issued items ready to be used by the maintenance personnel.

After hours when no store staff is available, certified staff is allowed to enter the store and issue concerned items. A list must be filled in containing the following information:

The item’s…- Part Number- Batch Number- Quantity

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- AC Registration- Work Order Number- Sequence

The status of the items on the list is later entered into the material system.

2.3.6 Returning of components to storage

When excess items are to be returned to store, a certified technician conducts a visual check on the items and fills in the necessary information on a Pick-ticket label. He then signs the label and returns the material to an intended area for excess items. All excess items returned are re-registered in the material system.

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2.4 Acceptance of Tools and Equipment

2.4.1 Tools and equipment acceptance procedure

When selecting tools and equipment, PAM uses one of the following types of sources:

1. Tools purchased from a specified manufacturer in accordance with e.g. AMM or CMM.

2. Tools that are equivalent but not identical to (1.), purchased from a vendor. These tools are generally intended to be an improvement to (1.) from a technical or economical view.

3. Tools manufactured locally from OEM drawings and specifications.

4. Tools designed and manufactured locally to PAM drawings and specification.

When new tools and equipment are to be used by PAM, an evaluation form (Technical Order PAM-TO-04-01) must be filled in. This form is designed to evaluate the item’s conformance with manufacturer’s specifications. If the tool or equipment requires specific operating conditions or additional requirements on personnel training, these will be met before the tool is used.

Documentation regarding tools and equipment e.g. certificates, history of performed inspections and calibrations are stored for a minimum time period of three years after the concerned item is no longer used by PAM.

2.4.2 Incoming inspection for tools

The incoming tools and equipment are subjected to the receiving department’s acceptance procedure in the company. The same procedure is used as described in sub-chapter 2.2.3 “Acceptance and incoming inspection of components / material” of this Exposition.

In addition to the receiving acceptance procedure, the Tool Manager verifies that a calibration of the tool has been performed and the date of the latest calibration is entered in the computer system from which the interval of calibration is based on.

All tools and equipment in the organization is identified by a specific serial number.

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2.4.3 Procedure for use of non-manufacturer recommended / alternate tools and equipment

If PAM for any reason decides to use a non-manufacturer recommended tool or equipment, the engineering department will perform an evaluation of the item (by using the Technical Order PAM-TO-04-01) to determine if the tool or equipment can perform the given task equivalent to the manufacturer recommended tool or equipment. An alternate tool or equipment is generally used if it is equivalent or an improvement to the manufacturer’s specified tool.

2.4.4 Monitoring of tools suppliers and subcontractors

Before any maintenance work is performed, it is decided by the tool manager whether any additional tool or equipment is required for the work in question. If it is decided that tools must be purchased, it is the tool manager’s responsibility.

Prior to sending tools and equipment for calibration or service, PAM will ensure that the subcontractor company has an accreditation certificate according to official standard which proves that it is an approved calibration laboratory.

2.4.5 Rental procedure

The tool manager contacts the tool manufacturer or other actors in the airline industry to find the specific tool or equipment needed. Before agreeing on a contract and borrowing any tools or equipment PAM will ensure that they are calibrated and approved for use. An agreement is conducted between the two parties where price, time period and special conditions are specified.

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2.5 Calibration of Tools and Equipment

2.5.1 Inspection, servicing and calibration program / register

All tools and equipment subject to inspection, servicing or calibration are controlled in the computer system. The computer system presents information about the tools such as the serial number, latest calibration and due date of next calibration etc. When a tool or equipment returns from calibration, the tool manager checks the certificate and the date of calibration and enters it in the system which then automatically warns if a part is overdue. Each tool is labeled with the due date of next calibration so that maintenance personnel easily can identify overdue tools and equipment. The tool manager is responsible for the calibration program, the register and the follow-up. The Engineering Department is responsible for establishing the time periods and frequencies of tools and equipment. It is each maintenance personnel responsibility to ensure that a tool or equipment has been calibrated and is not overdue by controlling the calibration label before use. If the tool is overdue calibration, the Tool Manager must be notified.

2.5.2 Establishment of inspection, service and calibration intervals and frequencies

The manufacturer’s recommendations regarding the inspection, service and calibration of tools and equipment are always followed unless the Engineering Department for a good reason decides to prolong or shorten the time intervals. Such reasons may be a flawless history of the tool and/or rarely used tools. It is individually decided for each tool or equipment how long inspection intervals are needed.

2.5.4 Management of personal calibrated tools

PAM allows personally owned tools and equipment to be used by the maintenance staff if proper tool kits are used. Personal tools will be treated and documented in the same way as PAM owned tools and equipment.

2.5.5 Documentation of inspection, service and calibration

All records regarding inspection, service and calibration of PAM tools and equipment will be stored for a minimum time period of three years.

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2.6 Use of Tooling and Equipment by Staff (including alternate tools)

2.6.1 Distribution of tools

All PAM tools and equipment are kept in the Tool Store where its staff is responsible for the distribution of the tools. Each maintenance person is given a certain amount of coin sized discs with a unique number which identifies the individual. To claim tools or equipment from the store the maintenance personnel uses the discs to sign out the equipment. The discs are then put in the tools place by the tool store staff and in this way it is known who is using what and when. When a tool has fulfilled its purpose it is to be returned to the tool store and the disc can be reclaimed by the owner. Tools and equipment returned to store are subjected to a visual inspection by the Store Staff to ensure that nothing is missing or damaged before put back in place.

Equipment that is not reused (consumables) such as brushes are not included in the disc system and does therefore not require a disc in exchange.

If a tool or equipment is missing, the Tool Manager shall be notified and an OCR shall be written which describes the occurrence. The last known user of the tool will be contacted and the tool will be searched for to ensure that it is not left inside of an aircraft. The OCR reporting system is described in sub-chapter 2.18 of this Exposition.

2.6.2 Determining tool serviceability prior to issue/use

The Tool Store staff shall perform a visual inspection to check the condition of tools and equipment that are to be issued to maintenance personnel.

The maintenance personnel shall ensure that tools or equipment has no obvious damages by a visual inspection and that calibration is not overdue by controlling the calibration label prior to use.

2.6.3 Training and control of personnel in the use of tools and equipment

If a tool or equipment has not been operated by the organization and/or it is determined that training is needed, it is the Training Manager’s responsibility to establish a training program for the applicable staff.

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2.6.4 Personal (own) instrument / tool control

PAM allows personally owned tools and equipment to be used by the maintenance staff if proper tool kits are used which must consist of marked tools and an inventory list. If there are any personally owned tools that are to be calibrated, they must be included in the Tool Manager’s calibration list. All tool kits shall have a system for easy identification of missing tools.

Personal tools will be treated and documented in the same way as PAM owned tools and equipment.

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2.7 Cleanliness Standards of Maintenance Facilities

2.7.1 Cleaning program

It is the Logistic Manager’s responsibility to establish and uphold the cleaning program, including management of the Hangar Service. The duties of the Hangar Service personnel consist of, amongst other things, cleaning procedures such as sweeping the hangar floor and waste management within the hangar facilities. The Hangar Service also perform checks of the hangar equipment such as ladders, lights etc. For cleaning purposes of office spaces, dressing rooms and other spaces, excluding hangar and workshop areas, an outside cleaning company is hired. The maintenance personnel can fill in any requests or complaints in a binder that is intended for feedback and reporting to the managers.

The maintenance personnel have an individual responsibility to ensure that their work space is clean, both before any maintenance work is initiated and after completion of work, to minimize the risk of damage and contamination of components. Tools and equipment must also be cleaned after use.

NOTE: The standard of cleanliness in maintenance work spaces must always comply with the manufacturer’s specifications, if specified.

2.7.2 Waste material disposal

For the disposal of waste material PAM has established several recycling centers spread out across the hangar and work shop areas. The recycle center consists of multiple containers intended for separation at source of waste such as oils, plastics, metals etc. A contracted waste management company collects the waste at a regular basis.

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2.8 Maintenance Instructions and Relationship to Aircraft / Aircraft Component Manufacturer’s Instructions including Updating and Availability to Staff.

2.8.1 Control of information

Technical Library

The Technical Library publications are stored digitally on PAM servers and can be accessed by all employees of PAM. The publications are divided into two parts, the customer provided and the PAM own technical information. The customer supplied technical information is given to PAM as hard copies, CD-ROMs or through the internet.

The following manuals must as a minimum be supplied by the customer: Maintenance Manual Illustrated Parts Catalogue Structural Repair Manual Wiring Diagrams Minimum Equipment List MRB or MPD (as applicable) Component Publications per capability list. Component Maintenance Manual Component Illustrated Catalogue Company Publications CAME or equivalent

It is the Production Department’s Engineers responsibility to establish and uphold the Technical Library and the subscription service to its manual holders.

2.8.2 Technical information and amendment procedures

Provided by the customer

PAM receives all relevant maintenance data required to perform the maintenance task from the respective customer. It is the customer’s responsibility, through the Production Department, to provide the maintenance personnel with the correct issue of the maintenance data. PAM ensures, before every contracted work, that the correct maintenance data is used by sending out a Maintenance Data Form to the customer, who certifies that maintenance and accessory data provided to PAM is approved and up to date.

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PAM will demand that all line maintenance stations shall be put in the distribution list for all maintenance data from the line maintenance customers. This must be specified in the contract between the two parties.

Provided by PAM

If work cards for any reason are not provided from the customer, PAM will create own work cards by extracting instructions from the maintenance manuals and adding a check list to them. This is the engineering department’s responsibility.

To some extent, Production Department will provide the maintenance personnel with CMM and is responsible for the issue and amendment control. Manuals held by PAM are continuously monitored for updates by the Engineers of the Production Department.

Technical orders are issued by the engineering department to guide the maintenance personnel during the repair procedure and contain information such as references to manuals, which material is to be used, drawings and methods for treatment of material.

Distribution of technical information

After receiving maintenance documents from the customers, the production department uploads the maintenance manuals into the computer system (Boeing tech doc) which all staff has access to. The manuals are put under each aircraft registration in the system to make it easier for the staff to find correct manual. After completion of the maintenance work all associated manuals are to be removed from the computer system.

The maintenance manuals are distributed to the staff either by the computer system or hard copies.

2.8.3 Incorporation of human factors principles

To make PAM employees aware of the human functions and limitations, the employees are obligated to attend on annual human factors courses.

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2.9 Repair Procedures

2.9.1 Company policy

All repairs not described in the maintenance manuals must have approval from one of the following sources:

An approved design organization (DOA). The Type Certificate Holder (TCH). EASA, FAA or the authority of A/C registration.

When using a DOA for repair approval, the approved design organization must provide PAM with the prepared maintenance instructions and documentation which PAM then must comply to when performing the maintenance work. All repairs developed by the sources above shall provide PAM, through the customer, with the maintenance instructions for repairs.

A Work Order from the customer must be issued for all repairs before the maintenance work can begin. The Work Order is received by the planning department and entered in the Quantum computer system so that personnel have access to it.

Technical orders are issued by the engineering department to guide the maintenance personnel during the repair procedure and contain information such as references to manuals, which material is to be used, drawings and methods for treatment of material. Technical orders are issued for all repairs performed by PAM. Technical orders are always based on information provided by one of the approval sources above.

2.9.2 Repair on CDCCL items

All repairs in Fuel Tanks (FTS), Airworthiness Limitation Items (ALI) and their related systems must be documented and in accordance with the TC holders approved data. Entry stating compliance, with references, must be entered on Work Orders or Non Routine Cards. During maintenance, the RII procedure must be complied with.

2.9.3 Control of the scope of work

PAM will not deviate from the maintenance instruction given by the approval sources described in sub-chapter 2.9.1 of this Exposition when performing repairs that are not described in the maintenance manuals. The scope of work for internally fabricated parts is described in sub-chapter 2.9.4 of this Exposition.

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2.9.4 Control system for fabrication and management of parts

The following types of items are fabricated by PAM: Bushings, sleeves and shims. Secondary structural elements and skin panels. Formed or machined sheet metal panels for repair. Electrical cable looms and assemblies.

PAM will only fabricate parts for the purpose of own repair work if it is within our capability. All internal fabrication of items intended to be used for repair not described in the manufacturer’s maintenance manual must be approved by the sources described in sub-chapter 2.9.1 of this MOE.

After completion of an internally fabricated part, the concerned maintenance personnel will perform an inspection to verify that the part is in accordance with instructions and drawings provided to the maintenance personnel. The fabricated part is identified by a stamp, the Work Order which the part is manufactured on and the reference to which Technical Order has been used.

Ex. of a Label for internally fabricated parts:

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2.10 Aircraft Maintenance Programme Compliance

2.10.1 General

Since PAM is a Part 145 organization and does not operate any aircraft or handle maintenance programs for A/C operators, the customers AMP’s are not the responsibility of PAM.

2.10.2 Maintenance program variations

PAM will not deviate from any operators AMP or the contract and will not perform tasks that are not specified in the contract.

2.10.3 Reporting

If the maintenance work results in detecting any defects on the aircraft, a Non Routine Card (NRC) is used to report the defects to the customer. The NRC card is linked to the maintenance task card where the defect was found.

If for any reason an order task is not performed, PAM will notify the customer in writing through the “Deferred Maintenance List” which describes the task(s) left out. The list will be sent to the customer who will then make a decision whether or not any actions will be taken regarding the defect.

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2.11 Airworthiness Directives procedure

2.11.1 Company policy

It is the customer’s responsibility to provide PAM with the updated information about the applicability of any Airworthiness Directives at each maintenance opportunity.

2.11.2 Checking and enforcement of ADs

Before each release to service after a repair or overhaul of a component, the Workshop Planner will check for Airworthiness Directives. PAM will ensure that all AD-notes are implemented on the components that are to be installed on the aircraft before the issuing of CRS.

It is the responsibility of the Receiving Department to check for any due Airworthiness Directives upon the receiving inspection of the components.

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2.12 Optional Modification Procedure

2.12.1 Company policy

It is the customer’s responsibility to provide PAM with the updated information about the applicability of any optional modification at each maintenance opportunity. PAM will not perform any optional modification unless it is specified in the contract.

2.12.2 Modification control

All optional modifications performed by PAM will be in accordance with the provided manufacturer’s documentation. In those cases where it is not described in the manufacturer’s documentation, PAM will use one of the approval sources described in sub-chapter 2.9.1 of this Exposition. PAM will not deviate from the provided maintenance instructions.

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2.13 Maintenance Documentation in use and its Completion

2.13.1 Assembly of work packages for issue to maintenance activity

It is the customer’s responsibility to provide PAM with all necessary maintenance data needed to perform the maintenance work ordered. The maintenance data shall consist of work cards, manuals, AD and SB (if applicable). If the work cards for any reason are not provided from the customer, PAM will create own work cards by extracting instructions from the maintenance manuals and adding a check list. This is the engineering department’s responsibility.

Before the maintenance work is initiated, PAM sends out a Maintenance Data Form (MDF) in which the customer must specify the maintenance data that is to be used. When the work order from the customer arrives to the planning department, it is verified by comparison to the information from the MDF and entered in the quantum computer system. The work cards are printed out and handed to the check leader who arranges them in shelf compartments in the hangar.

2.13.2 Worksheets for non-routine tasks

The worksheet used by PAM for non-routine tasks is called Non Routine Card (NRC). The NRC can be used in different situations, such as:

If the maintenance work results in detecting any defects on the aircraft, a NRC is used to report the defects to the customer. Information regarding the defect/damage e.g. measurements, location etc. is described.

A NRC is filled in if unplanned maintenance work is to be performed. The information filled in is what kind of work has been performed and references to which manuals have been used. If the extent of work requires a TO, it will be provided for the purpose.

If the aircraft operator/owner decides to have additional maintenance work performed, a NRC can be used.

The NRC is linked to the maintenance task card where the defect was found.

2.13.3 Worksheet/work card completion and Maintenance sign-off

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During maintenance work the sub-tasks are signed ongoing after completion by the concerned maintenance personnel. When the maintenance work has been performed, a certified staff inspects the completed work and signs off with a stamp and signature.

2.13.4 Assembly of completed work package for customer

After completed maintenance work and sign-off the maintenance documentation is assembled by the Planning Department who verifies that everything is correctly signed and sends it to the customer. The customer shall always receive a Work Package if the maintenance performed is an A-check or heavier maintenance.

The assembled work package shall consist of the following parts:

Maintenance Report Certificate of Release to Service Work Order (Customer and PAM) Final Card Tally Sheet (Routine Task, customer and NRC) Aircraft Technical Log Signing list Aircraft information (Including Maintenance Data Form) Deferred Maintenance Item List Task Cards Summary of removed and installed components (Including tags and certificates)

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2.13.6 Technical Order - TO

Preface

To make a summary of all the information a preface is used for all Technical Orders, this should be completed with all references that are applicable when performing the TO. It contains the information regarding, applicability, material, reason for the performed work, approval and valid compliance time etc. When SB or AD is used as reference the applicable revision number and/or date for SB or AD should also be noted.

Approval

TO must be based on an SB, AD or other by TC-Holder and/or by the authority previously approved instructions. This approval is valid if the instruction can be applied without any alterations. PAM may not issue TO: s containing any information not approved by the TC-Holder, a DOA or the relevant authority.This does not apply to procedures, however the procedures must be based on approved data as per above. The TO is signed by the Engineering Manager.The Quality Manager reviews the TO and signs that the TO is issued in accordance with this MOE part.

Technical Order co-ordination

Issuing rules

The basic rules, covering issue of TO:s, are that:A. A separate TO shall be issued for each type of object which is to be modified, i.e.

one TO for each aircraft type and one TO for each component type;

B. In cases where different component types have the same main function and thesame type of modification work is to be performed, a TO can cover more thanone component type;

C. When a modification affects changes to aircraft installations as well as relatedcomponents, at least two TO:s must be issued;

D. If a modified component must be installed in the aircraft within a definite time limitseparate TO must be issued.

E. A TO can be issued to describe a procedure, i.e. Heat Treatment.

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Preparation of Technical Orders

All TO:s are categorized by the following basic terms:

Cat. AD – Airworthiness Directives: Based on Authority Directives

Cat. SB – Service Bulletins: Airworthiness data published by airframe orcomponent manufacture.

Cat. CR – Customer Request: Modification requested by the operator.

Cat. PP – Produce Part: Fabrication of parts under Part 145 approval.

Cat. PR – Procedure

Layout of the TO

The TO, as well as its supplements or revisions shall be set up and printed on the specialTO form in observance of the therein given standard headings and titles and theirsequence.

Registration of the TO

A TO shall be identified and registered by a number. This number consists of AD withoutSB reference: Aircraft make model followed by the AD number.

- AD with SB reference: Aircraft make model followed by the SB number.- SB: Aircraft make model followed by the SB number.- CR: Aircraft make model followed by the ATA number and sequence number.- PP: PAM-TO: followed by ATA chapter and sequence number- PR: PAM-TO: followed by ATA chapter and sequence number

Change of a TO

A change to an existing TO can be made as a TO revision, using the ordinary TO form.The first revision is registered with the letter "A" or “R1” after the TO number (the samenumber as for referred TO), the next revision with the letter "B" or “R2” and so on. A TOrevision shall also have the revision /date entered under the heading "Rev. date".

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Changes, relative to the original TO, shall be marked with a vertical line drawn along theleft-hand margin opposite the affected text.

Distribution of Technical Orders

The TO:s are distributed by the Engineering Department to relevant shops or personnel.The TO:s are stored on the company server for general access.

Filing of Technical Orders

A master and historical record file shall be kept by the Engineering Department

Technical Order form directives

Standard Headings

A standard TO is shown in Chapter 5 of this MOE.

Explanation to TO – headings

- Category. See under this heading earlier in this chapter.- Use the issue date as established in the TO register.- Note the date for the applicable revision- Prep by. - Name of person that prepared the TO- Appr by. - Name of person that approved the TO.

- Work order number where TO is included/performed will be filled in by Planningdept or Production dept. as applicable.

Planning Information

A. Subject

Always state aircraft type(s) and briefly the work to be done, preferably identical to thetext in the Service Bulletin or Airworthiness Directive, when applicable.

B. Compliance

Specify accomplishment schedule and, when applicable, the particular occasion for

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accomplishment of work.

C. Effectivity

State aircraft registration letters or components affected by the work. Specifycomponents/engines by manufacturer's designation and type/serial number asapplicable.

D. References

Refer to the applicable Airworthiness Directive, Service Bulletin (or similar),

E. Classification

Four choices: Mandatory, Recommended, Optional or n/a (not applicable

F. Weight and Balance

Give the weight change and the moment change (+ for increase and - for decrease) and STA which occur as a result of the action taken.- Note: Notice to operator shall be made about the changes.

G. Special Reporting

Used when special reporting is desired. The kind of reporting and to whom it shall be directed shall be mentioned.

H. Publications Affected

If any PAM or operator ( ex. AFM) manuals are affected by the technical order action, this shall be stated here.- Note: Notice to operator shall be made about the changes.

I. Test Flight

If a TO affects the equipment in such a way that a test flight is required, this shall bestated here.- Note: Request test flight procedure

K. Special Inspection

Intended for PP or PR category TO’s where special inspection like NDT is required priorto installation.

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2.14 Technical Records Control

2.14.1 System for control, storage and retrieval

After completed maintenance work and release to service the technical records are stored by PAM for a minimum time period of three years. Copies of the certificates such as EASA Form 1, FAA Form 8130-3 etc. are stored both as hard copies and on the computer servers. All Work Packages including Task Cards, WO and A/C technical logs are stored on the computer server. When all technical records described above are stored, the originals are sent back to the customer.

At the end of each month all Technical Records are burned in CD-ROM and stored by the engineering department. To minimize the risk for loss of records, a backup of the server is done on a daily basis.

It is the Planning Departments responsibility to enter the technical records into the computer servers and it is the Engineering Departments responsibility to archive the information.

2.14.2 Retention and control of access to records

The file room where all the technical records are stored is reinforced with sheet metal walls to protect against fire, elevated to protect against flooding and locked so that only authorized personnel have access to it. The technical record information found on the computer servers is also restricted so that only authorized personnel can access the files.

It is the Engineering, Planning and Quality Department who has access to the technical records in the file room. The access to the file server is restricted by the use of a log-in function, requiring the entry of a password in order to get any access to the computer. Read only access to the Engineering Library is allowed to all employees with network log on rights. The access for updating is presently restricted to the quality department, engineering and planning staff of the Engineering Department. Additional personnel can get access after evaluation and training.

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2.14.3 Lost or destroyed records

In the event of lost or destroyed technical records that can be retrieved from backup information, they shall be presented to the operators NAA for acceptance of the re-construction.

If there are any lost or destroyed records that cannot be retrieved in any way, PAM will contact the competent authority for further instructions.

2.14.4 Retention of records

Retention period

Retention period of maintenance records is presented in the table below

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2.15 Rectification of Defects Arising During Base Maintenance

2.15.1 Base Maintenance procedure

When a defect is discovered by the maintenance personnel, a NRC is opened in the Quantum computer system. For further description of the NRC read sub-chapter 2.13.2 of this MOE.

2.15.2 Notification to the customer, manufacturer and authority

In most cases the customer has a person on site to follow the development of the maintenance work. If any issues arise, the customer will be notified through its representative or if there is no representative the customer will be notified directly.

In the end of the maintenance work, all defects will be recorded in the work package through the NRC. During the course of the maintenance work, any findings will be reported to the customer’s representative.

It is the operator’s responsibility to ensure that deferred maintenance is within its operational limitations and that corrective action is planned.

For notification to the manufacturer and authority read sub-chapter 2.18 of this MOE.

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2.16 Release to Service Procedure

2.16.1 General

The issue of a Certificate of Release to Service (CRS) shall only be made when all the required maintenance work has been carried out properly according to the Task Card(s) / approved data and the responsible certifying staff is satisfied with the completed work and inspections.

A Certificate of Release to Service shall always be issued before delivery to the customer at the completion of any maintenance work.

The Certificate of release to service shall contain the following statement:“Certifies that the work specified except as otherwise specified was carried out in accordance with PART-145 and in respect to that work the aircraft/component is considered ready for release to service”.

2.16.2 Issue of CRS after Base Maintenance

After completed Base Maintenance work a CRS shall be issued by a Part 66 category C certifying staff. If the category C does not have B1 and B2 he shall be assisted by personnel with category B1 and B2 who will ensure that all relevant tasks and inspections have been performed prior to the issuance of the CRS by the category C certifying staff.

The release is issued by an entry and release in the aircraft technical log and the content entered is e.g. the type of maintenance performed, customer and PAM WO number. The customer also receives a PAM CRS form in the Work Package which describes the release to service in more detail.

When issuing a CRS with incomplete work PAM will enter all deferred maintenance work in the Deferred Maintenance Item List (DIL) which the customer receives along with the Work Package. The DIL should describe the task and the reason for the deferred maintenance, it should also contain Task Card nr and the Due date of the task.

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2.16.3 Issue of CRS after Line Maintenance

After completed Line Maintenance work a CRS shall be issued by a Part 66 category B1 and B2 certifying staff. The certifying staff will ensure that all relevant tasks and inspections have been performed prior to the issuance of the CRS.

The release is issued by an entry and sign-off in the aircraft technical log and the content entered is e.g. the type of maintenance performed, customer and PAM WO number. In cases where there are findings they shall be entered in the technical log with references to manuals and revision used. The customer shall always receive a CRS form together with a Work Package if the maintenance performed is an A-check or heavier maintenance. The Work Package provided to the customer shall contain documents as described in sub-chapter 2.13.4 of this MOE.

An aircraft can be released to service by the line maintenance certifying staff if the deferred maintenance is within the requirements of the Minimum Equipment List (MEL).

When issuing a CRS with incomplete work PAM will enter all deferred maintenance work in the Aircraft Technical Log according to the customer’s procedure. If the deferred maintenance is a part of an A-check or heavier maintenance it will be entered in the DIL which the customer will receive along with the Work Package.

2.16.4 Issue of EASA Form 1

After performed maintenance on components in accordance with PAM capability list or removing serviceable components, PAM shall issue a Form 1. The Form 1 is computer generated and linked to the specific work order follow-up system.

Block 1 and 2 and 4: Filled in by the computer program or computer form.

Block 3: A unique tracking nr is generated by the computer system when work order is issued in the PAM computer system.

Procedures for hand writing Form 1 after work performed outside of Arlanda or when it is for other reasons not possible to computer generate a Form 1 and a standalone form must be used:The Form 1 is filled out the same way as normal with the exception of block 3. The unique tracking nr will be PAM W/O nr for the requested work followed by a stroke and sequence nr e.g. A123456-1 or C123456-1.

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Block:5. Customer reference number or work order.6. Enter line item No. when more than one.7. Description of the part using the IPC designation.8. Part number using the IPC designation9. Number of items.10. Serial number or PAM batch number.11. Overhauled if restored to a specific standard in acc. with approved data to extend

operational life.Inspected / tested if examined to conform to approved standard.Modified if altered to an approved standard.Repaired if restored to a serviceable condition in acc. with approved standard.

12. It is mandatory to state any information relevant to the performed maintenance, approved data, limitations, AD-notes or other information necessary for installer to issue a final release to service.

13. A-E: Not applicable to PAM14. A: Mark in box “PART 145.50....“If release is in acc. with PART 145 regulations. Mark

in box” Other......“if maintenance performed in reference to statement in block 12.B: Signature and PAM stamp by certifying staff.C: PAM approval number.D: Name in block letters.E: Release to service date.

Note: variations in the statement “approved standard”: Approved standard means any maintenance instruction issued by manufacturer and

approved by the manufacturers NAA. Approved standard by NAA means approved standard approved by the Swedish

authorities.

Issue of CRS after Component Maintenance

When the ordered maintenance work is completed it is verified by the Workshop Manager that everything is performed and signed-off. In addition, the Workshop Manager must look for any due AD-notes before the issuance an EASA Form 1. The EASA Form 1 is signed by personnel who have authorization from PAM.

When issuing an EASA Form 1 with incomplete maintenance work it must be noted in block 12 of the EASA Form 1.

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Issue of CRS after Engine Maintenance

After completion of all ordered maintenance, the release to service of the engine is carried out by the issuance of an EASA Form 1. The certificate shall, amongst other things, specify the maintenance work performed and reference to the maintenance manuals used for the purpose. For further description of EASA Form 1 read above.

It is not necessary to issue a Form 1, if the work performed is on an engine installed on an aircraft undergoing ordered maintenance within PAM facilities and the aircraft is released by PAM.

The Certificate of Release to Service, in this case the EASA Form 1, is signed by maintenance personnel who have the authorization from PAM to issue such certificates. The list of certifying staff with authorization is located in sub-chapter 1.6 of this Exposition.

If the engine is to be released with deferred maintenance, it must be specified in the EASA Form 1 and the Deferred Maintenance Item List (DIL). The DIL is sent to the customer together with the EASA Form 1 and is included in the work package.

Issue of CRS after NDT

After completion of the Non Destructive Testing, the release to service is carried out by the issuance of an EASA Form 1 which must be signed by personnel who have authorization from PAM.

It is not necessary to issue a Form 1, if the NDT work is performed on an aircraft undergoing ordered maintenance within PAM facilities and the aircraft is released by PAM.

2.16.5 Release of components removed serviceable from aircraft

To preclude certifying dubious components the maintenance history for the part must besearched and an assessment of the airworthiness made. The disassembly must be done on a work order. When making up the W/O consider if it is appropriate to do a system check before disassembly, and if this will influence the order of disassembly of components.

The re-certification is done in two steps:1. Certifying staff will fill out the “Removal/Inspection and Identification Tag”

and with their signature certify the component to be visually free from defects and that the last 10 flights were without remarks on the component or the system it belongs to.

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2. Certifying staff will search the component records for information on TIS, TSO etc.as detailed in the form “PAM Release Protocol”. The information needed is

determined by the type of component, described below.

When this is correctly carried out the EASA Form 1 can be issued. Details of thisprocedure can be found in 2.16.4 of this Exposition. If a component is known or suspected to have been subjected to excessive temperatures, stress or harmful fluids a Form 1 shall not be issued.

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Component category

Below is a table describing the required information for each type of component:

Definition of Hard Time Maintenance:Maintenance at fixed intervals.

Definition of Life Limited Maintenance:Removal from service and scrapped after a fixed period of service.

Definition of On Condition maintenance:To periodically inspect or test that components perform to an approved standard. As longas they do so, they may remain in service.

Definition of Condition Monitoring:To continuously monitor performance, vibration, power output etc. in order to detectdiscrepancies before failure occurs.

Note that “Last Maintenance Action” may be the last aircraft check where the componentwas tested or inspected. There are many serialized components or assemblies that do not have a maintenance history since they have never been subject to repairs or modifications.

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A maintenance history may be in the form of a report, in that case make reference to thisreport in Block 12 and attach it to the Form 1.

2.16.6 Issue of a One off certification authorization CRS

PAM has the possibility of giving authorization to a certified technician employed by another maintenance organization to perform maintenance work and release to service for which the technician is certified for. This One Off authorization is valid only the one time for that work. The authorization is issued by the Quality department on form PAMF003. For One-off procedures see sub-chapter 3.4.5 of this Exposition.

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2.17 Records for the Operator

2.17.1 Contracted record keeping for operators

PAM will not keep any records for the operator unless it is specified in the contract. In such cases, PAM will handle the records according to the contract.

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2.18 Reporting of Defects to the Competent Authority / Operator / Manufacturer

2.18.1 Reporting to the National Aviation Authorities

The National Aviation Authorities shall be notified of occurrences that emerges and are defined as incidents, malfunctions or technical defects that endanger or could endanger the aircraft’s safety. For further description of possible occurrences that are mandatory to report, read sub-chapter 2.18.5 of this Exposition.

If personnel discover any of the occurrences defined in sub-chapter 2.18.5 of this Exposition, it must be reported to the Quality Department through the internal OCR reporting system. The reporter shall, in the OCR report, describe as much as possible about the discovered occurrence and fill in all required information, for further information about OCR read sub-chapter 2.18.3 of this Exposition. The Quality Manager shall thereafter decide which instance is to be notified according to EASA AMC 20-8.

In the case where the competent authority is to be notified, the Quality Manager shall report by using the Swedish Aviation Authority L-1629-4 Aviation Safety Report or the EASA Form 44 which shall be in accordance with LFS 2007:68 § 3. The time frame for reporting to the competent authority is 72 hours after discovery of the condition, the report can be written in either Swedish or English.

2.18.2 Reporting to the manufacturer and operator

If the Quality Manager decides to report any defects to the manufacturer or operator, the written information from the OCR report will be forwarded in a report to the manufacturer or operator. The decision of reporting to certain instances is made according to EASA AMC 20-8.

2.18.3 Internal reporting

The Occurrence Reporting system (OCR) is used as the internal reporting system, which is to be used by all personnel when observing any deviations from the established quality standards, maintenance procedures or serious discrepancies of any other kind. For further description of possible occurrences that are mandatory to report, read sub-chapter 2.18.5 of this Exposition.

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If any occurrences are found they shall be reported to the Quality Department through the OCR reporting system. The OCR is divided into three parts, the first part is filled in by the reporter who must specify as much as possible about the occurrence, the second and third part is filled in by the Quality Department who evaluates the occurrence. The action or the intended action and root cause must be described in part 2. The third part, stating who will be notified, is filled in by the Quality Manager who will close the OCR when an evaluation of the taken actions has been conducted. The reporter must be notified about what actions have been taken regarding the OCR. In addition, shall all remarks and malfunctions that concern the aircraft or aircraft systems be registered in the Aircraft Technical Log.

2.18.4 Defects reported by subcontractors

Although a different reporting system may be used by the subcontractors, defects reported to PAM will be treated in the same manner as PAM own occurrence reporting. If the subcontractor is not a Part 145 approved organization, it will be required from the subcontractor to use PAM own Occurrence Reporting System (OCR).

2.18.5 List of Occurrences for which Reporting is Mandatory

Excerpt from Directive 2003/42/EC of the European Parliament and of the Council that isapplicable to Maintenance and Repair. It is a List of Occurrences for which Reporting isMandatory and the same information in Swedish is found in LFS 2007:68.

C. AIRCRAFT MAINTENANCE AND REPAIR

(i) Incorrect assembly of parts or components of the aircraft found during an inspectionor test procedure not intended for that specific purpose.

(ii) Hot bleed air leak resulting in structural damage.

(iii) Any defect in a life-controlled part causing retirement before completion of its fulllife.

(iv) Any damage or deterioration (e.g. fractures, cracks, corrosion, delamination,disbonding etc.) resulting from any cause (e.g. as flutter, loss of stiffness orstructural failure) to:

(a) a primary structure or a PSE (as defined in the manufacturers' Repair Manual) wheresuch damage or deterioration exceeds allowable limits specified in the Repair Manual andrequires a repair or complete or partial replacement;

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(b) a secondary structure which consequently has or may have endangered the aircraft;

(c) the engine, propeller or rotorcraft rotor system.

(v) Any failure, malfunction or defect of any system or equipment, or damage ordeterioration thereof found as a result of compliance with an airworthiness directive or other mandatory instruction issued by a regulatory authority, when:

(a) it is detected for the first time by the reporting organization implementing compliance;

(b) on any subsequent compliance, it exceeds the permissible limits quoted in the instruction and/or published repair/rectification procedures are not available.

(vi) Failure of any emergency system or equipment, including all exit doors and lighting, toperform satisfactorily, including when being used for maintenance or test purposes.

(vii) Non-compliance or significant errors in compliance with required maintenanceprocedures.

(viii) Products, parts, appliances and materials of unknown or suspect origin.

(ix) Misleading, incorrect or insufficient maintenance data or procedures that could lead tomaintenance errors.

(x) Any failure, malfunction or defect of ground equipment used for testing or checking ofaircraft systems and equipment when the required routine inspection and test proceduresdid not clearly identify the problem, where this results in a hazardous situation.

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2.19 Return of Defective Aircraft Components to Store

2.19.1 Labeling and identification of defective components

All aircraft components must be tagged with a red scraped parts tag if they are considered unsalvageable. Components that are considered to be defective but not unsalvageable are tagged with the two-piece Parts Tag where the lower part (Removed/Unserviceable) of the tag is filled in according to sub-chapter 2.3.4 of this Exposition.

2.19.2 Storage of defective components

Defective components shall, immediately after identified as defective, be separated from serviceable components and stored in the restricted Unserviceable Store dedicated for the purpose.

2.19.3 Components on hold

If there are any uncertainties regarding the component’s serviceability it is put in a separate room dedicated for quarantined items. The component is kept within the quarantine area awaiting determination of serviceability.

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2.20 Defective Components to Outside Contractors

All unserviceable components sent to outside contractors for repair or modification are labeled with a serviceable tag or a removal tag as described in sub-chapter 2.3.4 of this Exposition. The contractors used by PAM are those approved by the Quality Department according to the procedure described in sub-chapter sub-chapter 2.1.4 of this Exposition.

The process of sending the defective component starts with the Planning Department creating a purchase/repair order in the Quantum computer system which describes what type of work is required and enables the traceability of the component. The component is then sent with its tag to the contractor by the Shipping Department which will ensure that all special shipping conditions will be taken into account and created for the purpose when packing components.

When the component is sent back to PAM, the Receiving Department performs a receiving inspection according to the procedure and required documentation described in sub-chapter sub-chapter 2.2.3 of this Exposition.

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2.21 Control of computer maintenance record system

2.21.1 General

The Technical Department of is using a PC network with a file server as the Maintenance Computer for the necessary registration and monitoring of airworthiness and maintenance data. The computers use a database program The file server, located at the head office, is by a network linked up to all PC:s in the Technical Department.

2.21.2 Back-up system

For backup of data PAM uses two Hard Disk Drive servers, one on-site and one off-site. The servers are continuously updated every night and once a month a total back-up of the servers is made.

2.21.3 Security and safeguards to unauthorized access

The access to the file server is restricted by the use of a log-in function, requiring the entry of a pass word in order to get any access to the computer. Read only access to the Engineering Library is allowed to all employees with network log on rights. The access for updating is presently restricted to the engineering and planning staff of the Engineering Department. Additional personnel can get access after evaluation and training.

2.21.4 Data virus protection

The file server computer has a constantly active program installed for data virus protection. The program is upgraded, per a subscription service, of new versions in order to prevent damage from new viruses.

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2.22 Control of Man-Hour Planning versus Scheduled Maintenance Work

2.22.1 Company Man-Hour planning

A Pre-check meeting shall be held prior to the initiation of every check where the Sales Manager, Check Leaders, Production Department and Planning participate. The Sales Manager explains the layout, what is to be done and the customer’s expectations. The Sales Manager shall perform preliminary calculations of the man hours required for the maintenance check and forward those to the Production Department who will decide how much labor is needed based on the calculations. The Accountable Manager and Quality Manager shall be notified of deviations exceeding 25% between the work load and the man hour available.

After the completion of a maintenance check, a post-check meeting is held to evaluate the maintenance work performed in general and in terms of manpower used, if the timetable was followed , discussion of improvement etc.

Daily meeting between the Manpower Resource Coordinator, Production Department and the Check Leaders is held where the daily production is discussed. Weekly meetings are also held between the Manpower Resource Coordinator, Production Department and Base Maintenance Manager where the long-term needs is discussed.

When extra man-power is needed PAM will hire contractors who will work under the PAM Part 145 approval, it shall also be regulated in the contract between PAM and the contractors that PAM MOE must be complied with at all times. The Sales Manager compiles the hangar visit plan to get an overview of the hangar activity.

The human performance limitation and the complexity of work is taken into consideration when planning man-hours, especially if maintenance work is planned outside ordinary work hours.

2.22.2 Organization of shift

PAM does usually not organize any shift work but under special circumstances, shifts can be created after discussion with the union. The work hours are normally day time.

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2.23 Control of Critical tasks

2.23.1 Critical task procedures and control

To reduce the possibility of errors during maintenance on Critical Tasks, PAM uses the RII double inspection procedure which is described in sub-chapter 2.25 of this Exposition. If a certain maintenance task is considered as Critical task by PAM and the RII procedure is not included in the Task Card, it shall be marked with “May contain Critical Tasks” by the Planning Department to remind the maintenance personnel. It is the individual responsibility of each maintenance staff member to be aware of critical task and to call for a RII procedure if necessary.

PAM tries in the planning stage to avoid assignment of maintenance work on different systems with the same functions, which is considered to be Critical Tasks, to the same person or at the same maintenance opportunity. If it cannot be avoided in the planning stage, the tasks shall be performed by two different members of the maintenance staff.

If for any reason critical tasks are performed by one person, the RII procedure must be performed where a second maintenance person conducts an inspection.

MSG3 routine card guidelines

Attached examples are for routine cards to MD80, operated under the MSG3 maintenance schedule but the rules apply to any work card.

You should not stamp in a mech column. You should not sign beside your stamp. You should not write your full signature at the end of the work card. Date, registration and station fields should be left blank if planning has made a

preprinted header with this data on top of the card.

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The following pictures describe how the MD80 Task Cards should be filled in:

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68

69

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2.24 Reference to Specific Maintenance Procedures

2.24.1 Occasional Line Procedure

For work at other facilities than the engine shop at ARN and approved line stations e.g., due to AOG situation or supporting occasional line station, the following procedures apply.

Engine shop planning will review if the requested work is within PAM capability and prepare the “off premises” binder with all necessary paper work.Minimum paper work that must be in the binder is.

PAM Work Order. Customer Work Order and contact information. Signing List. Applicable work cards. Documents for the parts to be used. NRC forms. Deferred maintenance list. EASA Form 1. Receiving inspection Forms and serviceable tags with receiving inspection

instructions. Team leader checklist. This checklist should cover all items needed for the work.

Number of mechanics and their names, required to perform the work is decided by Power plant manager or his deputy. He will also appoint a team leader for the work force. The team leader is responsible that all items in team leader checklist have been accounted for.

All work performed at other locations than the engine shop at ARN must be approved by the Quality Manager. Fill in Form PAMF001 and send it to the Quality Manager.When Form PAMF001 has been signed by the Quality Manager the request to perform work at other location is approved.

All copies from the work package must be filed in accordance with MOE 2.14. A copy of signed Form PAMF001 must be included in the file.

Borescope blending is performed in acc. with EM or AMM. Borescope blending on engine series PWA PW4000 and PWA JT9D is out of approved data and requires permit and instruction for the blending from the TC holder before any blending is performed.

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The Occasional Procedure is applied by PAM when performing A1, B1, C or D1 maintenance on temporary line stations.

2.24.2 Class Engine B1 Rating Maintenance Procedures

A repair order is required for PAM to perform maintenance on an engine.After a repair order has been submitted to PAM planning, they will determine if the intended repair or task is within the PAM scope of work. The scope of work is defined in this MOE and by capability list.If the task is not in the capability list, Engineering will assess the task, and after verification of the capability to perform the task, it will be approved and added to the list. When the procedure is completed the list is sent to the Quality Manager for verification, by means of an audit, and then the revised list is sent to S-CAA. Adding complex repairs to the capability list may require approval from S-CAA before it is added to the capability list. If a repair is assessed as complex, e.g. repair of sound absorbing liners on the JT8D or top and bottom case repairs on CFM56, the task may not be added to the capability list. Complex repairs can only be added in the scope of work in this MOE after approval from S-CAA. Complex repairs must be approved by S-CAA before any work is performed. Repairs and tasks are performed on wing or in the ARN engine shop. The majority of the work is performed on-wing or on engines at the customer’s facilities.

All separate work orders, certificates and material batch numbers will be included in the work package for traceability. When the repair/inspection is completed a final AD check is performed and an EASA Form 1 is issued.

If work is to be performed under PAM B1 approval on an approved line station on more permanent basis, the scope of work must be described in Station set-up data sheet. The revised Set-up data sheet must be sent in to S-CAA for approval.

2.24.3 Class C Maintenance Procedures

PAM performs maintenance on components in accordance with Approval Schedule Class CExtension of the class rating will require approval from S-CAA. The different part numbers are listed in the capability list. The repair shops are at Stockholm Arlanda under the responsibility of the WorkshopManager.Engineering Manager is responsible for the approved data. Each shop has its dedicatedcertifying staff.

Maintenance Procedures

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A repair order is required for PAM to perform maintenance on a component.When a component arrives, PAM performs a receiving inspection and Planning issues aPAM work order to reflect the repair order.Work shop planning will determine if the component is included in the capability list.If the component is listed under its C rating but not listed in the Capability list Engineeringwill subscribe the Component Manual CMM.Engineering will assess the CMM and after verification of the capability to perform themaintenance it will approve and add the new PN on the list.When the procedure is completed the list is sent to the Quality Manager for verification, bymean of an audit, and then the revised list is sent to S-CAA.

All material batch numbers and separate work orders will be connected and included in thepackage for traceability.When the repair/inspection is finished a final AD check is performed and an EASA FormOne is issued. If the component is to be installed by PAM also a PAM serviceable tag isissued.

2.24.4 Class NDT D1 Rating Maintenance Procedures

PAM performs NDT inspections in methods PT, MT and ET. Inspections are performed oncomponents and A/C at ARN or at other locations upon customer request. Work isperformed under the responsibility of the Work shop Manager.A repair order is required for PAM to perform NDT inspection.After a repair order has been submitted to Work shop planning. Work shop planning willdetermine if the intended NDT inspection is within the PAM scope of workFor NDT inspections at other facilities than ARN e.g., due to AOG situation or supportingoccasional line station. The following procedures apply.

2.24.5 Rules for establishment and approval of line stations

Within PAM technical department, the functional control of the line stations has been assigned to the Line Maintenance Manager. Details of the operation and PAM obligations are set in the, AMC MA-708.c, agreement between parties.

PAM and the operator will assess the setup of the station depending on: Location of the station. Extent of operation. Number of aircrafts. Need of maintenance and tools.

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Manpower resource.

The authority to approve the technical activities has been assigned to the Quality Manager. Line Stations with more than 30 days of operation must be approved by S-CAA. On stations with more than 30 days of operation all documentation must be sent to S-CAA within 15 days from the date of the activity start. Application for approval must be sent to S-CAA at the start up of the operation.

All items on the station setup data sheet, part of chapter L2, shall be accounted for and filled with relevant data. Contracts/agreements, equipment list supporting the activity shall be included. All procedures in chapter L2 applies on all stations. If any procedure differs from PAM MOE it must be stated on the station set up sheet and checked to be in compliance with Part 145.

All equipment/support will be supplied and controlled from Main Station Arlanda. If any issue is contracted a copy of the contract will be included as an appendix to the station set up data sheet.

Specific information about the station will be described on the station set up data sheet and will be used as a guide for the set up and the following audit.The Line Station must be audited by the Quality Manager, or by an auditor appointed by the Quality Manager (MOE 3.6), before the activity is started.Occasional Line Stations may be audited only by review the data presented on thestation set up data sheet.

All maintenance performed on line stations has to be assessed for applicability to be performed at the specific location. If the operator uses progressive maintenance program must an assessment procedure be developed. The procedure must determine that all requested tasks can be performed safely to required standard. The procedure must be described in the Station set up data sheet, or in an appendix to Station set up data sheet.

2.24.6 Engine run up procedure

Engine run procedures Ref: Applicable AMM

When performing an engine run up there must always be two persons in the cockpit because of safety aspects. The person sitting in the left seat is responsible and in charge of the engine run up. PAM is only responsible for engine run ups performed where the person in charge in the left seat is a PAM employee. No passengers are allowed on-board the aircraft during the time when an engine run up is performed by PAM.

The person on the left hand side in the cockpit which is responsible for the engine run up

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must be a B1 certified technician with a company approval on engine run and a radio license. This person is also responsible for the right hand side person in the cockpit who must be informed about the situation and his/her duties.

The person on the right hand side in the cockpit does not need to be a PAM employee, he/she must however be able to operate the brakes, shut of the engines, enable the fire protection system and call for help in a pre-set radio.

2.24.7 Aircraft pressure run procedure

Aircraft pressure run procedures Ref: Applicable AMM

When a pressure run is performed there must always be two persons in the cockpit because of safety aspects. The person sitting in the left seat is responsible, in charge and should always be a PAM employee if PAM is responsible for the pressure run.

The person sitting on the left side in the cockpit must be a B1 certified technician and have a radio license. The second person on the right hand side in the cockpit must have knowledge of how to turn of the pressure in the cabin.

2.24.8 Aircraft taxiing and towing procedure

Aircraft taxiing and towing procedures Ref: Operator MME And PAM MOE

PAM personnel performing aircraft taxiing must be approved by the customer and shall also be the holder of a radio license. All taxiing performed will be in accordance with the customers procedures.

2.24.9 Control/supervision of de-icing systems

The PAM maintenance staff is trained in the costumer’s de-icing procedure which always must be followed.

2.24.10 Handling and control of waste materials

Cleanliness standards, handling and control of waste materials are described in sub-chapter 2.7 of this Exposition.2.24.11 Scrapping of parts

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The Logistic Manager is responsible for scrapping of parts and for the issuance of a Scrapping Report. The scrapping of parts is handled by personnel with company approval on scrapping of parts. They are informed of the routines and procedures that apply and must sign that they have understood and that these procedures will be followed.

When it is decided that a part is to be scrapped, it is removed from the Quantum data system. It shall thereafter be ensured that the part cannot be used on an aircraft in the future by conducting a physical deformation of the part.

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2.25 Procedures to detect and rectify Maintenance Errors

2.25.1 Required Inspection Item (RII) procedure

The RII procedure is designed to discover and eliminate maintenance errors that endanger or could endanger the flight safety of the aircraft, prior to release to service. It is the responsibility of the maintenance personnel who performs the maintenance work to be aware of when a RII is required and call for an inspector.

The inspector who shall perform the RII procedure must be a PAM maintenance personnel with adequate competence and hold one of the following categories: A, B1 or B2. It shall not be acceptable for the Certifying Staff signing the release to show the person performing the independent inspection how to perform the inspection at the time the work is completed.

In the event when no other maintenance personnel is available to perform the RII after a completed maintenance task, the person who performed the task is allowed to conduct the RII if he leaves the workplace and take a short break before the inspection.

The following maintenance tasks shall be considered as RII when inspecting aircraft control systems that have been disturbed in any way after:

installation, rigging and adjustment of flight controls. installation of aircraft power plant or rigging of power controls. overhaul, calibration or rigging of components such as engines, propellers,

transmissions and gearboxes. installation of landing gears or rigging of landing gear controls. installation of wheels and brakes. maintenance on pitot static system. maintenance on the fuel system or other CDCCL / ALI components. aircraft weighing. critical tasks performed by the same person.

Consideration should also be given to: previous experience of maintenance errors, depending on the consequences of the

failure. information arising from the occurrence reporting system.

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When checking control systems that have undergone maintenance, the person performing the RII should consider the following points independently:

all those parts of the system that have actually been disconnected or disturbed should be inspected for correct assembly and locking.

the system as a whole should be inspected for full and free movement over the complete range.

cables should be tensioned correctly with adequate clearance at secondary stops. the operation of the control system as a whole should be observed to ensure that the

controls are operating in the correct sense. if the control system is duplicated to provide redundancy, each system should be

checked separately. if different control systems are interconnected so that they affect each other, all

interactions should be checked through the full range of the applicable controls. on CDCCL / ALI items: verify compliance in accordance with aircraft manual

instructions. figures and procedures shall be reviewed after aircraft weighing.

The PAM OCR reporting system is described in sub-chapter 2.18 of this MOE.

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2.26 Shift / Task Handover Procedures

2.26.1 Base Maintenance handover procedure

If shifts are initiated during base maintenance checks each team leader from every zone will write down all relevant information and hand it over to the responsible check leader. The outgoing check leader will then summarize all information for the incoming check leader. In those cases base maintenance is performed and it is not a check e.g. landing gear changes, engine change or other tasks considered base maintenance according to EASA Part-145 or customer AMP, the responsible technician for that task will do the handover to the incoming shift. All relevant information must be communicated between outgoing and incoming shifts.

If a maintenance task has not been finished at the end of the work day it must be written clearly on the Task Card what has been done by signing off and drawing a line to mark the finished work.

Minutes of meeting is held daily where the customer’s representative, Check Leader, the Material Coordinator, Team Leaders and the assigned planner for the check are present. It is the check leaders responsibility to present all necessary information. This meeting is established to inform the customer about the progress of the work and to clarify any issues that have arisen. This meeting also helps the check leader to get an overview of the check and if the responsible check leader for any reason is not able to continue the work it is in this way possible to handover all the necessary information that is required for the incoming check leader.

2.26.2 Line Maintenance handover procedure

The handover procedure of shifts are carried out by the use of a computer based handover system where the outgoing certifying staff is responsible for filling in all the relevant data needed for the incoming shift. The data filled in is e.g. the performed work and the remaining work that has not been done. The handover form is then automatically sent to the Line Maintenance Manager, Line Maintenance Coordinator and Planning, in addition the customer receives a lighter version of the form with only data relevant to the customer. All line maintenance staff has access to the handover computer system.

The same handover procedure as described above is used if task handovers for any reasons are needed in the line maintenance.

2.26.3 Engine Maintenance handover procedure

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If a maintenance task has not been finished at the end of the work day it must be written clearly on the Task Card what has been done by signing off and drawing a line to mark the finished work.

There are usually no shift changes in PAM engine maintenance, if there by any reason should become necessary to use shift work occasionally, the base maintenance shift handover procedure will be followed as described in sub-chapter 2.26.1 of this Exposition.

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2.27 Procedures for Notification of Maintenance Data Inaccuracies and Ambiguities to the Type Certificate Holder

All personnel are instructed to write an OCR when an inaccuracy or ambiguity is found in the maintenance data. The procedure for OCR is described in sub-chapter 2.18 of this Exposition. Engineering department must immediately be informed and the particular maintenance actions stopped until the correct procedure has been identified.

When the inaccuracy or ambiguity has been processed in accordance with the above, all involved personnel will be notified through the publishing of a CCS and a copy of the correct procedure will be put in front of the faulty pages by the Engineering Department.

If the inaccuracy or ambiguity is found in the maintenance data provided by the customer, Engineering Department will send the OCR to the customer, as the customer is the subscriber of the questioned maintenance data. The revision status will be verified and if no changes are found the subscriber will be asked to send the OCR and manufacturer report form to the TC holder. Priority will also send a copy to the TC holder.

If the inaccuracy or ambiguity is found in the maintenance data subscribed by Priority the same procedures described will apply and the OCR will be sent to the TC holder or component manufacturer.

Engineering will monitor the procedure until the inaccuracy or ambiguity is corrected and will then close the OCR as per sub-chapter 2.18 of this Exposition.

Some types of inaccuracies in maintenance data may be subject to mandatory reporting in accordance with sub-chapter 2.18 of this Exposition. Therefore, always report inaccuracies via the OCR system.

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2.28 Production Planning Procedures

2.28.1 Procedures for establishing all necessary resources

When the Sales Manager receives a work proposal from a customer, it is verified that it is within the PAM capability to perform the required maintenance work. To verify that the proposed work is feasible, an estimation of the workload, hangar slot and available manpower is performed. It is estimated through a company spreadsheet template system how many man hours will be needed together with a preliminary cost which is forwarded to the customer. If a particular task or work is not described detailed enough by the customer, the cost will not be defined in this stage. In the case when PAM is not capable in any way of performing a task or work, the information will be forwarded to the customer before an eventual deal is made.

If the offer is accepted by PAM the Planning Department will receive the W/O with the work package and perform a detailed research to identify the need of tools, equipment, material, components and eventual contracting of other companies.

Before the maintenance work is initiated, PAM sends out a Maintenance Data Form in which the customer must specify the maintenance data that is to be used. When the work order from the customer arrives to the planning department, it is verified by comparison to the information from the Maintenance Data Form and entered in the quantum computer system.

2.28.2 Procedures for organizing maintenance personnel and providing all necessary support during maintenance

Minutes of meeting is held daily where any questions or problems are discussed with the customer’s representative on site. For further description of minutes of meeting, read sub-chapter 2.26.1 of this Exposition.

The work pack is divided into groups and assigned to a group leader. The group leaderwill lead and monitor the check under it’s progress. An assessment of the check is presented every day to the Line and Base Maintenance Managers to monitor the time schedule, manpower resource and material needs.

2.28.3 Planning of critical tasks

PAM tries in the planning stage to avoid assignment of maintenance work on different systems with the same functions, which is considered to be Critical Tasks, to the same person or at the same maintenance opportunity. This applies not only to large components, but also to oil caps, filters, chip detectors, etc.

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