Issuance of ARC/Form 1
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Issuance of ARC/Form 1
Hi the airline that we are servicing has got this practice of removing one of the serviceable engine so that the engines on-wing do not expire at the same date.
We will do all the servicing (MPD task) , BSI & some special Inspection (SB/AD) on the remove engine and this removed engine will be fitted onto another airplane (Tail) after having completed all MPD tasks. We are required to issue an ARC/Form 1 for this serviced engine and my queries is
1) are we allowed use AMM task to service this engine and quote the AMM tasks inside the ARC/Form 1?
2) is it must to use Engine Manual for all maintenance task carried out on the off-wing engine or AMM task is allowed?
Thankyou very much
We will do all the servicing (MPD task) , BSI & some special Inspection (SB/AD) on the remove engine and this removed engine will be fitted onto another airplane (Tail) after having completed all MPD tasks. We are required to issue an ARC/Form 1 for this serviced engine and my queries is
1) are we allowed use AMM task to service this engine and quote the AMM tasks inside the ARC/Form 1?
2) is it must to use Engine Manual for all maintenance task carried out on the off-wing engine or AMM task is allowed?
Thankyou very much
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Short answer: Yes and AMM allowed.
Appendix IV, part M...
A category 'A' class rating means that the approved maintenance organisation may carry out maintenance on the aircraft and any component (including engines and/or Auxiliary Power Units (APUs), in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the aircraft. Nevertheless, such A-rated approved maintenance organisation may temporarily remove a component for maintenance, in order to improve access to that component, except when such removal generates the need for additional maintenance not eligible for the provisions of this point. This will be subject to a control procedure in the maintenance organisation exposition to be approved by the competent authority. The limitation section will specify the scope of such maintenance thereby indicating the extent of approval.
And...
9. The limitation section is intended to give the competent authorities the flexibility to customise the approval to any particular organisation. Ratings shall be mentioned on the approval only when appropriately limited. The table referred to in point 13 specifies the types of limitation possible. Whilst maintenance is listed last in each class rating it is acceptable to stress the maintenance task rather than the aircraft or engine type or manufacturer, if this is more appropriate to the organisation (an example could be avionic systems installations and related maintenance). Such mention in the limitation section indicates that the maintenance organisation is approved to carry out maintenance up to and including this particular type/task.
10. When reference is made to series, type and group in the limitation section of class A and B, series means a specific type series such as Airbus 300 or 310 or 319 or Boeing 737-300 series or RB211-524 series...etc.
So check with your QA dept if the work is covered under your overseas Part 145 approval. As long as fitting the engine to the tail position does not require any 'additional' maintenance, its ok.
You can only use engine/component manual if the task or manual is on your organisations capability list, i.e. it is approved to do it.
Appendix IV, part M...
A category 'A' class rating means that the approved maintenance organisation may carry out maintenance on the aircraft and any component (including engines and/or Auxiliary Power Units (APUs), in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the aircraft. Nevertheless, such A-rated approved maintenance organisation may temporarily remove a component for maintenance, in order to improve access to that component, except when such removal generates the need for additional maintenance not eligible for the provisions of this point. This will be subject to a control procedure in the maintenance organisation exposition to be approved by the competent authority. The limitation section will specify the scope of such maintenance thereby indicating the extent of approval.
And...
9. The limitation section is intended to give the competent authorities the flexibility to customise the approval to any particular organisation. Ratings shall be mentioned on the approval only when appropriately limited. The table referred to in point 13 specifies the types of limitation possible. Whilst maintenance is listed last in each class rating it is acceptable to stress the maintenance task rather than the aircraft or engine type or manufacturer, if this is more appropriate to the organisation (an example could be avionic systems installations and related maintenance). Such mention in the limitation section indicates that the maintenance organisation is approved to carry out maintenance up to and including this particular type/task.
10. When reference is made to series, type and group in the limitation section of class A and B, series means a specific type series such as Airbus 300 or 310 or 319 or Boeing 737-300 series or RB211-524 series...etc.
So check with your QA dept if the work is covered under your overseas Part 145 approval. As long as fitting the engine to the tail position does not require any 'additional' maintenance, its ok.
You can only use engine/component manual if the task or manual is on your organisations capability list, i.e. it is approved to do it.
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Bro Thankyou very much!
Short answer: Yes and AMM allowed.
Appendix IV, part M...
A category 'A' class rating means that the approved maintenance organisation may carry out maintenance on the aircraft and any component (including engines and/or Auxiliary Power Units (APUs), in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the aircraft. Nevertheless, such A-rated approved maintenance organisation may temporarily remove a component for maintenance, in order to improve access to that component, except when such removal generates the need for additional maintenance not eligible for the provisions of this point. This will be subject to a control procedure in the maintenance organisation exposition to be approved by the competent authority. The limitation section will specify the scope of such maintenance thereby indicating the extent of approval.
And...
9. The limitation section is intended to give the competent authorities the flexibility to customise the approval to any particular organisation. Ratings shall be mentioned on the approval only when appropriately limited. The table referred to in point 13 specifies the types of limitation possible. Whilst maintenance is listed last in each class rating it is acceptable to stress the maintenance task rather than the aircraft or engine type or manufacturer, if this is more appropriate to the organisation (an example could be avionic systems installations and related maintenance). Such mention in the limitation section indicates that the maintenance organisation is approved to carry out maintenance up to and including this particular type/task.
10. When reference is made to series, type and group in the limitation section of class A and B, series means a specific type series such as Airbus 300 or 310 or 319 or Boeing 737-300 series or RB211-524 series...etc.
So check with your QA dept if the work is covered under your overseas Part 145 approval. As long as fitting the engine to the tail position does not require any 'additional' maintenance, its ok.
You can only use engine/component manual if the task or manual is on your organisations capability list, i.e. it is approved to do it.
Appendix IV, part M...
A category 'A' class rating means that the approved maintenance organisation may carry out maintenance on the aircraft and any component (including engines and/or Auxiliary Power Units (APUs), in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only whilst such components are fitted to the aircraft. Nevertheless, such A-rated approved maintenance organisation may temporarily remove a component for maintenance, in order to improve access to that component, except when such removal generates the need for additional maintenance not eligible for the provisions of this point. This will be subject to a control procedure in the maintenance organisation exposition to be approved by the competent authority. The limitation section will specify the scope of such maintenance thereby indicating the extent of approval.
And...
9. The limitation section is intended to give the competent authorities the flexibility to customise the approval to any particular organisation. Ratings shall be mentioned on the approval only when appropriately limited. The table referred to in point 13 specifies the types of limitation possible. Whilst maintenance is listed last in each class rating it is acceptable to stress the maintenance task rather than the aircraft or engine type or manufacturer, if this is more appropriate to the organisation (an example could be avionic systems installations and related maintenance). Such mention in the limitation section indicates that the maintenance organisation is approved to carry out maintenance up to and including this particular type/task.
10. When reference is made to series, type and group in the limitation section of class A and B, series means a specific type series such as Airbus 300 or 310 or 319 or Boeing 737-300 series or RB211-524 series...etc.
So check with your QA dept if the work is covered under your overseas Part 145 approval. As long as fitting the engine to the tail position does not require any 'additional' maintenance, its ok.
You can only use engine/component manual if the task or manual is on your organisations capability list, i.e. it is approved to do it.
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You'll need to be very careful with the Form1 in my opinion. You will be certifying an engine as "removed serviceable" with the additional MPD tasks that you will perform to also be stated on the release. It's not a shop release and it needs to be clearly stated on the Form1 in order to remove any ambiguity.
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Hi, thanks all for your precious advice.
Over here we have RR OWC team that carry out maintenance on the engines and will issue a Form 1 for the work they have accomplished as they are not authorized to certify on our job card but now after I hv completed the MPD tasks and issue a Form 1, is this Form 1 certify for the complete serviceability of the engine or for the MPD task that I have completed before hooking this engine on another tail?
Over here we have RR OWC team that carry out maintenance on the engines and will issue a Form 1 for the work they have accomplished as they are not authorized to certify on our job card but now after I hv completed the MPD tasks and issue a Form 1, is this Form 1 certify for the complete serviceability of the engine or for the MPD task that I have completed before hooking this engine on another tail?
You'll need to be very careful with the Form1 in my opinion. You will be certifying an engine as "removed serviceable" with the additional MPD tasks that you will perform to also be stated on the release. It's not a shop release and it needs to be clearly stated on the Form1 in order to remove any ambiguity.
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Short answer, you only sign/stamp a form 1 for the work you/your AMO was contracted to do. You cannot issue a form 1 for the OWC task.
Form 1, when used post maintenance, does not certify anything as SERVICEABLE!!!
Its purpose is to certify your work has been carried out to the standard required under the organisations approval and to provide for traceability for the end user. It can not be "serviceable" until the other partys complete and certify their work also.
So, the work needing to be done should be explicit, may be divided between different organisations and certified on several form 1's. Altogether the collective documents assure the operator that ALL the work has been carried out to the required standard before the aircraft is released to service with this engine fitted.
As mono says, the wording should be clear on the form 1 so the person(AMO) certifying the engine fitment knows where it came from and what you did to it
Form 1, when used post maintenance, does not certify anything as SERVICEABLE!!!
Its purpose is to certify your work has been carried out to the standard required under the organisations approval and to provide for traceability for the end user. It can not be "serviceable" until the other partys complete and certify their work also.
So, the work needing to be done should be explicit, may be divided between different organisations and certified on several form 1's. Altogether the collective documents assure the operator that ALL the work has been carried out to the required standard before the aircraft is released to service with this engine fitted.
As mono says, the wording should be clear on the form 1 so the person(AMO) certifying the engine fitment knows where it came from and what you did to it
