ANO-145-AWRG-2.1 (01 Dec 2017)

APPROVED MAINTENANCE ORGANISATIONS
AIR NAVIGATION ORDER
VERSION : 2.1
DATE OF IMPLEMENTATION : 01-12-2017
OFFICE OF PRIME INTEREST : AIRWORTHINESS DIRECTORATE
01/12/2017 ANO-145-AWRG-2.1
ANO-145 APPROVED MAINTENANCE ORGANISATIONS
Foreword
FOREWORD
1. The Civil Aviation Authorities of South Asian Regional Initiative (SARI) members (here in after
referred as “Member State Country”) have agreed to a common comprehensive and detailed
aviation requirements, with a view to make it compatible for maintenance carried out in one
Member State to be accepted by the Civil Aviation Authority in another Member State.
ANO-145-AWRG, (herein also referred as ANO 145), requirements for ‘Approved Maintenance
Organisations’ has been developed on the basis of Master Document of SARI Part-145. The
ANO 145 is applicable to maintenance organisations involved in the maintenance of large
aircraft or of aircraft used for commercial air transport, and components intended for fitment
thereto. The ANO 145 has been divided in to Two Sections:
Section A: Implementing Regulations, Acceptable Means of Compliance & Guidance

Material (Technical Requirements)
Section B: Procedures for PCAA & Acceptable Means of Compliance to ANO 145
(Published separately as PCAA Manual MNL-145-AWRG)
2. EASA Part 145 (EU regulations 2042/003 amended by 1149/2011, 962/2010, 127/2010, EC
1056/2008, EC 376/2007, EC 707/2006 as well as EASA ED Decision 2003/19/RM amended
by Decision 2012/002/R, 2011/011/R, 2010/006/R, 2010/002/R, 2009/007/R, 2007/002/R &
2006/011/R for the AMC and GM) has been selected to provide the basic content of ANO 145,
but with appropriate customization for the needs of Pakistan. The paragraph numbering is as
per SARI Part-145 Master document. When technical differences exist with respect to EASA
Part-145, the text in italics is to be taken as the wordings of ANO-145.
3. Future development of the requirements of ANO 145 will be in accordance with the Notice of
Proposed Amendment (NPA) procedures agreed among Member States usually after industry
consultation. This procedure will allow for the amendment of ANO 145 to be proposed by the
Civil Aviation Authority of Pakistan and will include provision for changes to be made with
amendments to ICAO SARPS, and EASA Part 145.
4. Pakistan Civil Aviation Authority has agreed to adapt SARI 145 into its national codes with
National Variants and it shall NOT unilaterally initiate amendment of its national codes without
having made a proposal for amendment of SARI Part 145 in accordance with the agreed
procedure.
5. Definitions and abbreviations of terms used in ANO 145 that are specific to this ANO are given
in Para.A.1 of this ANO and covered under respective clauses of the ANO.
6. Amendments to the text in ANO 145 are issued as amendment pages containing revised
paragraphs, following NPA adoption.
7. New, amended and corrected text will be enclosed within heavy brackets until a subsequent
‘Amendment’ is issued.
8. The editing practices used in this document are as follows:
(a) ‘Shall’ is used to indicate a mandatory requirement and may appear in this ANO.
01/08/2017 FWD-1 ANO-145-AWRG-2.0

Foreword
(b) ‘Should’ is used to indicate a recommendation and normally appears in AMCs and GM.
(c) ‘May’ is used to indicate discretion by the Authority, the industry or the applicant, as
appropriate.
(d) ‘Will’ indicates a mandatory requirement and is used to advise industry of action incumbent
on the Authority.
9. Following amended paragraphs, a summary of the amendments made to the paragraph is

indicated in square brackets.
(This text has no regulatory status.)
NOTE: The use of the male gender implies the female gender and vice a versa.
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I. List of Amendments
I. LIST OF AMENDMENTS
Amendment Section and Date Inserted Date Removed

Issue date:
No.: Page No.: Inserted: By: Removed: By:
Issue 1 All 1st Oct 12
LOA-1, TOC-1,
1-1, 1-7,
Revision 1 1-13, 1-14, 15th Jan 13
1-28 to 1-35,
2-36
LEP-1, LEP-2, 20th Jan,14
TOC-1,TOC-2,
1-4,1-5,1-6, 1-7,
1-8,1-16, 1-17, 1-
Revision 2
18, 1-19, 1-20, 1-
21, 1-27,
2-9, 2-10, 2-12,
2-13, 2-14, 2-36
LOA-1, LEP-1, 1st Dec, 14
Revision 3
1-1
LOA-1, LEP-1,
LEP-2, 1-1, 1-5, 1st Jan, 16
Revision 4
1-16, 2-22, 2-32,
2-41
Issue 2 1st Aug 17
LOA-1, LEP-1,
Issue 2 LEP-2, TOC-3, 1,
1st Dec 17
Revision 1 53, 68, 71, 76, 83,
84, 87
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II. List of Effective Pages
II. LIST OF EFFECTIVE PAGES
Section Page Amendment No. Date

Foreword FWD-1 Issue 2 1st Aug 2017
FWD-2 Issue 2 1st Aug 2017
List of Amendments LOA-1 Issue 2 Revision 1 1st Dec 2017
List of Effective Pages LEP-1 Issue 2 Revision 1 1st Dec 2017
LEP-2 Issue 2 Revision 1 1st Dec 2017
Table of Contents TOC-1 Issue 2 1st Aug 2017
TOC-2 Issue 2 1st Aug 2017
TOC-3 Issue 2 Revision 1 1st Dec, 2017
Section A : Technical Requirements
1. Issue 2 Revision 1 1st Dec 2017
2. Issue 2 1st Aug 2017
BLANK 26. Issue 2 1st Aug 2017
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II. List of Effective Pages

Appendices to Implementing Rules 70. Issue 2 1st Aug 2017
Appendices to AMC’s 88. Issue 2 1st Aug 2017
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TABLE OF CONTENTS
I. LIST OF AMENDMENTS
II. LIST OF EFFECTIVE PAGES
III. TABLE OF CONTENTS
SECTION A TECHNICAL REQUIREMENTS
ANO 145.A.1 General

ANO 145.A.2 Authority
ANO 145.A.3 Implementation
ANO 145.A.5 Applicability
ANO 145.A.10 Scope
AMC 145.A.10 Scope
GM 145.A.10 Scope
ANO 145.A.15 Application
AMC 145.A.15 Application
ANO 145.A.20 Terms of Approval
AMC 145.A.20 Terms of approval
ANO 145.A.25 Facility requirements
AMC 145.A.25 (a) Facility requirements
AMC 145.A.25 (b) Facility requirements
AMC 145.A.25 (d) Facility requirements
ANO 145.A.30 Personnel requirements
AMC 145.A.30 (a) Personnel requirements
AMC 145.A.30 (b) Personnel requirements
AMC 145.A.30 (c) Personnel requirements
AMC 145.A.30 (d) Personnel requirements
AMC 1 145.A.30(e) Personnel requirements
AMC 145.A.30 (f) Personnel requirements
AMC 145.A.30 (g) Personnel requirements
AMC 145.A.30 (h) (1) Personnel requirements
AMC 145.A.30 (j) (4) Personnel requirements
AMC 145.A.30 (j) (5) Personnel requirements
AMC 145.A.30 (j) (5) (i) Personnel requirements
AMC 145.A.30 (j) (5) (ii) Personnel requirements
GM 1 145.A.30 (e) Personnel requirements (Training syllabus for initial human factors
training)
GM 2 145.A.30 (e) Competence assessment procedure
GM 3 145.A.30 (e) Template for recording experience/training
GM 145.A.30 (j) (4) Personnel requirements (Flight crew)
ANO 145.A.35 Certifying staff and support staff
AMC 145.A.35 (a) Certifying staff and support staff.
AMC 145.A.35 (b) Certifying staff and support staff.
AMC 145.A.35 (c) Certifying staff and support staff
AMC 145.A.35 (d) Certifying staff and support staff.
AMC 145.A.35 (e) Certifying staff and support staff.
AMC 145.A.35 (f) Certifying staff and support staff.
AMC 145.A.35 (j) Certifying staff and support staff.
AMC 145.A.35 (n) Certifying staff and support staff.
AMC 145.A.35 (o) Certifying staff and support staff.
ANO 145.A.40 Equipment, tools and material
AMC 145.A.40 (a) Equipment, tools and material
AMC 145.A.40 (b) Equipment, tools and material
ANO 145.A.42 Acceptance of components
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AMC 145.A.42 (a) Acceptance of components

AMC 145.A.42 (b) Acceptance of components
AMC 145.A.42 (c) Acceptance of components
AMC 145.A.42 (d) Acceptance of components
ANO 145.A.45 Maintenance data
AMC 145.A.45 (b) Maintenance data
AMC 145.A.45 (c) Maintenance data
AMC 145.A.45 (d) Maintenance data
AMC 145.A.45 (e) Maintenance data
AMC 145.A.45 (f) Maintenance data
AMC 145.A.45 (g) Maintenance data
ANO 145.A.47 Production planning
AMC 145.A.47 (a) Production planning
AMC 145.A.47 (b) Production planning
AMC 145.A.47 (c) Production planning
ANO 145.A.50 Certification of maintenance
AMC 145.A.50 (a) Certification of maintenance
AMC 145.A.50 (b) Certification of maintenance
AMC No 1 145.A.50 (d) Certification of maintenance
AMC No 2 145.A.50 (d) Certification of maintenance
AMC 145.A.50 (e) Certification of maintenance
AMC 145.A.50 (f) Certification of maintenance
GM 145.A.50 (d) EASA Form 1 Block 12 ‘Remarks’
ANO 145.A.55 Maintenance records
AMC 145.A.55 (c) Maintenance records
GM 145.A.55 (a) Maintenance records
ANO 145.A.60 Occurrence reporting
AMC 145.A.60 (a) Occurrence reporting
AMC 145.A.60 (b) Occurrence reporting
GM 145.A.60 (a) Occurrence reporting
GM 145.A.60 (b) Occurrence reporting
GM 145.A.60 (c) Occurrence reporting
ANO 145.A.65 Safety and quality policy, maintenance procedures and
quality system
AMC 145.A.65 (a) Safety and quality policy, maintenance procedures and quality
system
AMC 145.A.65 (b) Safety and quality policy, maintenance procedures and quality
system
AMC 145.A.65 (b) (2) Safety and quality policy, maintenance procedures and quality
system
AMC 145.A.65 (b) (3) Safety and quality policy, maintenance procedures and quality
system
AMC 145.A.65 (c) (1) Safety and quality policy, maintenance procedures and quality
system
AMC 145.A.65 (c) (2) Safety and quality policy, maintenance procedures and quality
system
GM 145.A.65(c) (1) Safety and quality policy, maintenance procedures and quality
system
ANO 145.A.70 Maintenance organisation exposition
AMC 145.A.70 (a) Maintenance organisation exposition
GM 145.A.70(a) Maintenance organisation exposition
ANO 145.A.75 Privileges of the organization
AMC 145.A.75 (b) Privileges of the organisation
ANO 145.A.80 Limitations on the organization
AMC 145.A.80 Limitations on the organisation
ANO 145.A.85 Changes to the organization
ANO 145.A.90 Continued validity
ANO 145.A.95 Findings
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APPENDICES TO THE IMPLEMENTING RULES
Appendix I Use of the PCAA Form 1 for maintenance

Appendix II Organizations approval class and rating system
Appendix III PCAA Form 3 – Approval Certificate
Appendix IV Conditions for the use of staff not qualified to PCAA ANO-066 in
accordance with ANO.145.A.30 (j) 1 & 2
Appendix V Safety Management System
APPENDICES TO AMCs
APPENDIX I PCAA Form 4

APPENDIX II PCAA Form 6
APPENDIX III PCAA Form 2
APPENDIX IV Fuel Tank Safety training
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SECTION A: TECHNICAL REQUIREMENTS

ANO 145.A.1 General
Within the scope of this regulation, the following definitions shall apply:
(a) ‘Aircraft’ means any machine that can derive support in the atmosphere from the reactions of the air
other than reactions of the air against the earth's surface;
(b) ‘Certifying staff’ means personnel responsible for the release of an aircraft or a component after
maintenance;
(c) ‘Component’ means any engine, propeller, part or appliance;
(d) ‘large aircraft’ means an aircraft, classified as an aeroplane with a maximum take-off mass of more
than 5 700 kg (12 500 pounds), or a multi-engine helicopter;
(e) ‘large aeroplane’ means an aeroplane of more than 5,700 kg (12,500 pounds) maximum certificated
take-off weight. The category ‘Large Aeroplane’ does not include the commuter aeroplane category.
(f) ‘Commuter category aeroplane’ means a propeller driven twin engined aeroplane that has a seating
configuration, excluding the pilot seat(s) of nineteen or fewer and a maximum certified takeoff
weight of 8618 Kg (19000 lbs).
(g) ‘Maintenance’ means in relation to aircraft or an aircraft component, the performance of tasks
required to ensure the continuring airworthiness of an aircraft or an aircraft component including
any one or combination or overhaul inspection, replacement, defect rectification and the
embodiment of a modification or repair.
(h) ‘Organisation’ means a natural person, a legal person or part of a legal person. Such an
organisation may hold more than one Part 145 approval;
(i) ‘Pre-flight inspection’ means the inspection carried out before flight to ensure that the aircraft is fit
for the intended flight;
(j) “Principle place of business” means the head office or the registered office of the undertaking
within which the principle financial functions and operational control of the activities referred to
in this Regulation are exercised.
ANO 145.A.2 Authority
This Air Navigation order is issued by Director General Civil Aviation Authority of Pakistan in pursuance
of powers vested in him under Rules 4, 5, 25 thru 30, Rule 32, 33, sub-rule (2) of 51, sub-rule (3) and
(5) of 333, Rule 341, 360 and all other enabling provisions of the Civil Aviation Rules, 1994.
ANO 145.A.3 Implementation
This Air Navigation Order shall be effective wef 1st December, 2017 and supersedes earlier revisions of
ANO-145 and ANO-001-AWRG-5.0 dated 4th April, 2011 on ‘Approval of Maintenance Organisations’
specific to organisations defined under Para 145.A.5 of this ANO. Phase wise implementation of this
ANO for the organizations which have been carrying out the Maintenance under ANO-001-AWRG-5.0
or previously enforced regulations shall be in accordance with the latest directive issued by
Airworthiness Directoarte.
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ANO 145.A.5 Applicability
Organisations involved in the maintenance of large aircraft or of aircraft used for commercial air
transport, and components intended for fitment thereto, shall be approved in accordance with the
provisions of this ANO.
ANO 145.A.10 Scope
This Section establishes the requirements to be met by an organisation to qualify for the issue or
continuation of an approval for the maintenance of aircraft and components.
AMC 145.A.10 Scope

1. Line Maintenance should be understood as any maintenance that is carried out before flight
to ensure that the aircraft is fit for the intended flight.
(a) Line Maintenance may include:
• Trouble shooting.
• Defect rectification.
• Component replacement with use of external test equipment if required.
Component replacement may include components such as engines and propellers.
• Scheduled maintenance and/or checks including visual inspections that will
detect obvious unsatisfactory conditions/discrepancies but do not require
extensive in depth inspection. It may also include internal structure, systems and
powerplant items which are visible through quick opening access panels/doors.
• Minor repairs and modifications which do not require extensive disassembly and can
be accomplished by simple means.
(b) For temporary or occasional cases (ADs, SBs) the Quality Manager may accept base
maintenance tasks to be performed by a line maintenance organisation provided all
requirements are fulfilled as defined by PCAA.
(c) Maintenance tasks falling outside these criteria are considered to be Base Maintenance.
(d) Aircraft maintained in accordance with ‘progressive’ type programmes should be
individually assessed in relation to this paragraph. In principle, the decision to allow
some ‘progressive’ checks to be carried out should be determined by the assessment
that all tasks within the particular check can be carried out safely to the required
standards at the designated line maintenance station.
2. Where the organisation uses facilities both inside and outside the Member State such as
satellite facilities, sub-contractors, line stations etc., such facilities may be included in the
approval without being identified on the approval certificate subject to the maintenance
organisation exposition identifying the facilities and containing procedures to control such
facilities and the competent authority being satisfied that they form an integral part of the
approved maintenance organisation.
GM 145.A.10 Scope
This Guidance Material (GM) provides guidance on how the smallest organisations satisfy the intent
of ANO‐145:
1. By inference, the smallest maintenance organisation would only be involved in a limited
number of light aircraft, or aircraft components, used for commercial air transport. It is
therefore a matter of scale; light aircraft do not demand the same level of resources,
facilities or complex maintenance procedures as the large organisation.
2. It is recognised that a ANO‐145 approval may be required by two quite different types of small
organisations, the first being the light aircraft maintenance hangar, the second being the
component maintenance workshop, e.g. small piston engines, radio equipment, etc.
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3. Where only one person is employed (in fact having the certifying function and others),
these organisations approved under ANO‐145 may use the alternatives provided in point 3.1
limited to the following:
Class A2 Base and Line maintenance of aeroplanes of 5700 kg and below (piston
engines only).
Class A3 Base and Line maintenance of single-engined helicopters of less than 3175 kg.
Class A4 Aircraft other than A1, A2 and A3
Class B2 Piston engines with maximum output of less than 450 HP.
Class C Components.
Class D1 Non-destructive Testing.
3.1 145.A.30 (b): The minimum requirement is for one fulltime person who meets the ANO-066
requirements for certifying staff and holds the position of ‘accountable manager,
maintenance engineer and is also certifying staff’. No other person may issue a
certificate of release to service and therefore if absent, no maintenance may be
released during such absence.
3.1.1 The quality monitoring function of 145.A.65(c) may be contracted to an
appropriate organisation approved under ANO-145 or to a person with
appropriate technical knowledge and extensive experience of quality audits
employed on a part‐time basis, with the agreement of PCAA.
Note: Fulltime for the purpose of ANO-145 means not less than 35 hours per
week except during vacation periods.
3.1.2 145.A.35. In the case of an approval based on one person using a
subcontracted quality monitoring arrangement, the requirement for a record of
certifying staff is satisfied by the submission to and acceptance by the PCAA
of the PCAA Form 4. With only one person the requirement for a separate
record of authorisation is unnecessary because the PCAA Form 3 approval
schedule defines the authorisation. An appropriate statement, to reflect this
situation, should be included in the exposition.
3.1.3 145.A.65(c). It is the responsibility of the contracted quality monitoring
organisation or person to make a minimum of 2 visits per 12 months and it is
the responsibility of this organisation or person to carry out such monitoring on
the basis of 1 pre‐announced visit and 1 not announced visit to the
organisation. It is the responsibility of the organisation to comply with the
findings of the contracted quality monitoring organisation or the person.
CAUTION: it should be understood that if the contracted organisation or the
above mentioned person loses or gives up its approval, then the organisation’s
approval will be suspended.
4. Recommended operating procedure for ANO-145 approved maintenance organisation
based upon up to 10 persons involved in maintenance.
4.1 145.A.30 (b): The normal minimum requirement is for the employment on a fulltime basis
of two persons who meet the competent authorities’ requirements for certifying staff,
whereby one holds the position of ‘maintenance engineer’ and the other holds the
position of ‘quality audit engineer’.
Either person can assume the responsibilities of the accountable manager providing that
they can comply in full with the applicable elements of 145.A.30(a), but the
‘maintenance engineer’ should be the certifying person to retain the independence of
the ‘quality audit engineer’ to carry out audits. Nothing prevents either engineer from
undertaking maintenance tasks providing that the ‘maintenance engineer’ issues the
certificate of release to service.
The ‘quality audit engineer’ should have similar qualifications and status to the
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‘maintenance engineer’ for reasons of credibility, unless he/she has a proven track-
record in aircraft quality assurance, in which case some reduction in the extent of
maintenance qualifications may be permitted.
In cases where the PCAA agrees that it is not practical for the organisation to
nominate a post-holder for the quality monitoring function, this function may be
contracted in accordance to paragraph 3.1.1.
ANO 145.A.15 Application
An application for the issue, change or continuation of an approval shall be made to PCAA in a form
and manner established by Authority.
AMC 145.A.15 Application
In a form and in a manner established by the PCAA means that the application should be made
on a PCAA Form 2 (refer to Appendix III to AMC to ANO-145) as mentioned in latest revision of
AWNOT-088-AWRG.
ANO 145.A.20 Terms of Approval
The organisation shall specify the scope of work deemed to constitute approval in its exposition
(Appendix II to Implementing rules contains a table of all classes and ratings).
AMC 145.A.20 Terms of approval

The following table identifies the ATA Specification 2200 chapter for the category C
component rating. If the maintenance manual (or equivalent document) does not follow the
ATA Chapters, the corresponding subjects still apply to the applicable C rating.
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CLASS RATING ATA CHAPTERS
C1 Air Cond & Press 21

COMPONENTS
C2 Auto Flight 22
OTHER THAN
COMPLETE C3 Comms and Nav 23 - 34
ENGINES OR APUs
C4 Doors --‐ Hatches 52
C5 Electrical Power & Lights 24 - 33 - 85
C6 Equipment 25 ‐ 38 - 44 - 45 - 50
C7 Engine – APU 49 - 71 - 72 - 73 ‐ 74 - 75 - 76 -
77 - 78 - 79 - 80 - 81 - 82 - 83
C8 Flight Controls 27 - 55 ‐ 57.40 ‐ 57.50 ‐57.60

5.70
C9 Fuel 28 - 47
C10 Helicopters --‐ Rotors 62 - 64 - 66 - 67
C11 Helicopter --‐ Trans 63 ‐ 65
C12 Hydraulic Power 29
C13 Indicating/Recording 31 - 42 - 46
Systems
C14 Landing Gear 32
C15 Oxygen 35
C16 Propellers 61
C17 Pneumatic & Vacuum 36 ‐ 37
C18 Protection ice/rain/fire 26 ‐ 30
C19 Windows 56
C20 Structural 53 - 54 ‐ 57.10 ‐ 57.20 -57.30
C21 Water Ballast 41
C22 Propulsion Augmentation 84
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ANO 145.A.25 Facility Requirements
The organisation shall ensure that:
(a) Facilities are provided appropriate for all planned work, ensuring in particular, protection from the
weather elements. Specialized workshops and bays are segregated as appropriate, to ensure that
environmental and work area contamination is unlikely to occur.
1. For base maintenance of aircraft, aircraft hangars are both available and large enough to
accommodate aircraft on planned base maintenance;
2. For component maintenance, component workshops are large enough to accommodate the
components on planned maintenance.
(b) Office accommodation is provided for the management of the planned work referred to in
paragraph (a), and certifying staff so that they can carry out their designated tasks in a manner
that contributes to good aircraft maintenance standards.
(c) The working environment including aircraft hangars, component workshops and office
accommodation is appropriate for the task carried out and in particular special requirements
observed. Unless otherwise dictated by the particular task environment, the working environment
must be such that the effectiveness of personnel is not impaired:
1. Temperatures must be maintained such that personnel can carry out required tasks without
undue discomfort.
2. Dust and any other airborne contamination are kept to a minimum and not be permitted to
reach a level in the work task area where visible aircraft/component surface contamination is
evident. Where dust/other airborne contamination results in visible surface contamination, all
susceptible systems are sealed until acceptable conditions are re-established.
3. Lighting is such as to ensure each inspection and maintenance task can be carried out in an
effective manner.
4. Noise shall not distract personnel from carrying out inspection tasks. Where it is impractical to
control the noise source, such personnel are provided with the necessary personal equipment
to stop excessive noise causing distraction during inspection tasks.
5. Where a particular maintenance task requires the application of specific environmental

conditions different to the foregoing, then such conditions are observed. Specific conditions
are identified in the maintenance data.
6. The working environment for line maintenance is such that the particular maintenance or
inspection task can be carried out without undue distraction. Therefore, where the working
environment deteriorates to an unacceptable level in respect of temperature, moisture, hail,
ice, snow, wind, light, dust/other airborne contamination, the particular maintenance or
inspection tasks must be suspended until satisfactory conditions are re-established.
(d) Secure storage facilities are provided for components, equipment, tools and material. Storage
conditions ensure segregation of serviceable components and material from unserviceable
aircraft components, material, equipment and tools. The conditions of storage are in accordance
with the manufacturer's instructions to prevent deterioration and damage of stored items. Access
to storage facilities is restricted to authorised personnel.
AMC 145.A.25(a) Facility requirements

1. Where the hangar is not owned by the organisation, it may be necessary to establish
proof of tenancy. In addition, sufficiency of hangar space to carry out planned base
maintenance should be demonstrated by the preparation of a projected aircraft hangar visit
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plan relative to the maintenance programme. The aircraft hangar visit plan should be updated
on a regular basis.
2. Protection from the weather elements relates to the normal prevailing local weather elements
that are expected throughout any twelve month period. Aircraft hangar and component
workshop structures should prevent the ingress of rain, hail, ice, snow, wind and dust etc.
Aircraft hangar and component workshop floors should be sealed to minimise dust
generation.
3. For line maintenance of aircraft, hangars are not essential but it is recommended that
access to hangar accommodation be demonstrated for usage during inclement weather for
minor scheduled work and lengthy defect rectification.
4. Aircraft maintenance staff should be provided with an area where they may study
maintenance instructions and complete maintenance records in a proper manner.
AMC 145.A.25(b) Facility requirements

It is acceptable to combine any or all of the office accommodation requirements into one office
subject to the staff having sufficient room to carry out the assigned tasks.
In addition, as part of the office accommodation, aircraft maintenance staff should be provided
with an area where they may study maintenance instructions and complete maintenance records
in a proper manner.
AMC 145.A.25(d) Facility requirements

Storage facilities for serviceable aircraft components should be clean, well-ventilated and
maintained at a constant dry temperature to minimise the effects of condensation.
Manufacturer’s storage recommendations should be followed for those aircraft components
identified in such published recommendations.
1. Storage racks should be strong enough to hold aircraft components and provide sufficient
support for large aircraft components such that the component is not distorted during
storage.
2. All aircraft components, wherever practicable, should remain packaged in protective
material to minimise damage and corrosion during storage.
ANO 145.A.30 Personnel Requirements
(a) The organisation shall appoint an accountable manager who has corporate authority for
ensuring that all maintenance required by the customer can be financed and carried out
to the standard required by this ANO. The accountable manager shall:
1. ensure that all necessary resources are available to accomplish maintenance in
accordance with 145.A.65(b) to support the organisation approval.
2. establish and promote the safety and quality policy specified in 145.A.65(a).
3. demonstrate a basic understanding of this ANO.
(b) The organisation shall nominate a person or group of persons, whose responsibilities
include ensuring that the organisation complies with this ANO. Such person(s) shall
ultimately be responsible to the accountable manager.
1. The person or persons nominated shall represent the maintenance management
structure of the organisation and be responsible for all functions specified in this ANO.
2. The person or persons nominated shall be identified and their credentials submitted in a
form and manner established by PCAA.
3. The person or persons nominated shall be able to demonstrate relevant knowledge,
background and satisfactory experience related to aircraft or component
maintenance and demonstrate a working knowledge of this ANO.
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4. Procedures shall make clear who deputizes for any particular person in the case of
lengthy absence of the said person.
(c) The accountable manager under paragraph (a) shall appoint a person with responsibility
for monitoring the quality system, including the associated feedback system as required by
145.A.65(c). The appointed person shall have direct access to the accountable manager
to ensure that the accountable manager is kept properly informed on quality and
compliance matters.
(d) The organisation shall have a maintenance manhour plan showing that the organisation has
sufficient staff to plan, perform, supervise, inspect and quality monitor the organisation
in accordance with the approval. In addition, the organisation shall have a procedure to
reassess work intended to be carried out when actual staff availability is less than the
planned staffing level for any particular work shift or period.
(e) The organisation shall establish and control the competence of personnel involved in any
maintenance, management and/or quality audits in accordance with a procedure and to a
standard agreed by the competent authority. In addition to the necessary expertise
related to the job function, competence must include an understanding of the application
of human factors and human performance issues appropriate to that person's function in
the organisation.
"Human factors" means principles, w h i c h apply to aeronautical design, certification,
training, operations and maintenance and which seek safe interface between the
human and other system components by proper consideration of human performance.
"Human performance" means human capabilities and limitations, which have an
impact on the safety and efficiency of aeronautical operations.
(f) The organisation shall ensure that personnel who carry out and/or control a continued
airworthiness non-destructive test of aircraft structures and/or components are appropriately
qualified for the particular non-destructive test in accordance with the European or equivalent
Standard recognised by PCAA. Personnel who carry out any other specialised task shall be
appropriately qualified in accordance with officially recognised Standards. By derogation to
this paragraph those personnel specified in paragraphs (g) and (h)(1) and (h)(2), qualified in
category B1 or B3 in accordance with ANO-066 may carry out and/or control colour contrast
dye penetrant tests.
(g) Any organisation maintaining aircraft, except where stated otherwise in point (j), shall in the
case of aircraft line maintenance, have appropriate aircraft rated certifying staff qualified as
category B1, B2, B3, as appropriate, in accordance with ANO-066 and point 145.A.35.
In addition, such organisations may also use appropriately task trained certifying staff
holding the privileges described in points 66.A.20(a)(1) and 66.A.20(a)(3)(ii) and
qualified in accordance with ANO-066 and point 145.A.35 to carry out minor scheduled line
maintenance and simple defect rectification. The availability of such certifying staff shall not
replace the need for category B1, B2, B3 certifying staff, as appropriate.
(h) Any organisation maintaining aircraft, except where stated otherwise in paragraph (j) shall:
1. in the case of base maintenance of large aircraft, have appropriate aircraft type
rated certifying staff qualified as category C in accordance with ANO-066 and
145.A.35. In addition the organisation shall have sufficient aircraft type rated staff
qualified as category B1, B2 as appropriate in accordance with ANO-066 and 145.A.35
to support the category C certifying staff.
(i) B1 and B2 support staff shall ensure that all relevant tasks or inspections have
been carried out to the required standard before the category C certifying
staff issues the certificate of release to service.
(ii) The organisation shall maintain a register of any such B1 and B2 support staff.
(iii) The category C certifying staff shall ensure that compliance with paragraph (i) has
been met and that all work required by the customer has been accomplished
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during the particular base maintenance check or work package, and shall also
assess the impact of any work not carried out with a view to either requiring its
accomplishment or agreeing with the operator to defer such work to another
specified check or time limit.
2. in the case of base maintenance of aircraft other than large aircraft have either:
(i) appropriate aircraft rated certifying staff qualified as category B1, B2, B3, as
appropriate, in accordance with ANO-066 and point 145.A.35 or,
(ii) appropriate aircraft rated certifying staff qualified in category C assisted by support
staff as specified in point 145.A.35(a)(i).
(i) Component certifying staff shall comply with latest revision of AWNOT-025-AWEG.
(j) By derogation to paragraphs (g) and (h), in relation to the obligation to comply with
ANO-066, the organisation may use certifying staff qualified in accordance with the following
provisions:
1. For organisation facilities located outside Pakistan the certifying staff may be qualified in
accordance with the national aviation regulations of the State in which the
organisation facility is registered subject to the conditions specified in Appendix IV to
this ANO.
2. For line maintenance carried out at a line station of an organisation which is located
outside Pakistan, the certifying staff may be qualified in accordance with the national
aviation regulations of the State in which the line station is based, subject to the
conditions specified in Appendix IV to this ANO.
3. For a repetitive pre‐flight airworthiness directive which specifically states that the flight
crew may carry out such airworthiness directive, the organisation may issue a limited
certification authorisation to the aircraft commander and/or the flight engineer on the
basis of the flight crew license held. However, the organisation shall ensure that
sufficient practical training has been carried out to ensure that such aircraft
commander or flight engineer can accomplish the airworthiness directive to the required
standard.
4. In the case of aircraft operating away from a supported location the organisation
may issue a limited certification authorisation to the commander and/or the flight
engineer on the basis of the flight crew license held subject to being satisfied that
sufficient practical training has been carried out to ensure that the commander or flight
engineer can accomplish the specified task to the required standard. The provisions of
this paragraph shall be detailed in an exposition procedure.
5. In the following unforeseen cases, where an aircraft is grounded at a location other
than the main base where no appropriate certifying staff is available, the organisation
contracted to provide maintenance support may issue a one-off certification
authorisation:
(i) to one of its employees holding equivalent type authorisations on aircraft of
similar technology, construction and systems; or
(ii) to any person with not less than five years maintenance experience and holding a
valid ICAO aircraft maintenance license rated for the aircraft type requiring
certification provided there is no organisation appropriately approved under this
ANO at that location and the contracted organisation obtains and holds on file
evidence of the experience and the license of that person.
All such cases as specified in this subparagraph shall be reported to PCAA within seven
days of the issuance of such certification authorisation. The organisation issuing the
one-off authorisation shall ensure that any such maintenance that could affect flight
safety is rechecked by an appropriately approved organisation.
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AMC 145.A.30(a) Personnel requirements

With regard to the accountable manager, it is normally intended to mean the chief executive officer
of the approved maintenance organisation, who by virtue of position has overall (including in
particular financial) responsibility for running the organisation. The accountable manager may be
the accountable manager for more than one organisation and is not required to be necessarily
knowledgeable on technical matters as the maintenance organisation exposition defines the
maintenance standards. When the accountable manager is not the chief executive officer PCAA
will need to be assured that such an accountable manager has direct access to chief executive
officer and has a sufficiency of ‘maintenance funding’ allocation.
AMC 145.A.30(b) Personnel requirements

1. Dependent upon the size of the organisation, the ANO-145 functions may be subdivided
under individual managers or combined in any number of ways.
2. The organisation should have, dependent upon the extent of approval, a base
maintenance manager, a line maintenance manager, a workshop manager and a quality
manager, all of whom should report to the accountable manager except in small ANO-145
organisation where any one manager may also be the accountable manager, as
determined by PCAA, he/she may also be the line maintenance manager or the workshop
manager.
3. The base maintenance manager is responsible for ensuring that all maintenance required to
be carried out in the hangar, plus any defect rectification carried out during base
maintenance, is carried out to the design and quality standards specified in 145.A.65 (b). The
base maintenance manager is also responsible for any corrective action resulting from the
quality compliance monitoring of 145.A.65(c).
4. The line maintenance manager is responsible for ensuring that all maintenance required to
be carried out on the line including line defect rectification is carried out to the standards
specified in 145.A.65(b) and also responsible for any corrective action resulting from the
quality compliance monitoring of 145.A.65(c).
5. The workshop manager is responsible for ensuring that all work on aircraft components is
carried out to the standards specified in 145.A.65(b) and also responsible for any
corrective action resulting from the quality compliance monitoring of 145.A.65(c).
6. The quality manager’s responsibility is specified in 145.A.30(c).
7. Notwithstanding the example sub-paragraphs 2 - 6 titles, the organisation may adopt any title
for the foregoing managerial positions but should identify to PCAA the titles and persons
chosen to carry out these functions.
8. Where an organisation chooses to appoint managers for all or any combination of the
identified ANO-145 functions because of the size of the undertaking, it is necessary that
these managers report ultimately through either the base maintenance manager or line
maintenance manager or workshop manager or quality manager, as appropriate, to the
accountable manager.
NOTE: Certifying staff may report to any of the managers specified depending upon which
type of control the approved maintenance organisation uses (for example licensed
engineers/independent inspection/dual function supervisors etc.) so long as the quality
compliance monitoring staff specified in 145.A.65(c)(1) remain independent.
AMC 145.A.30(c) Personnel requirements

Monitoring the quality system includes requesting remedial action as necessary by the accountable
manager and the nominated persons referred to in 145.A.30 (b).
AMC 145.A.30(d) Personnel requirements
1. Has sufficient staff means that the organisation employs or contracts competent staff, as
detailed in the man-hour plan, of which at least half the staff that perform maintenance in
each workshop, hangar or flight line on any shift should be employed to ensure
01/08/2017 10 ANO-145-AWRG-2.0
organisational stability. For the purpose of meeting a specific operational necessity, a

temporary increase of the proportion of contracted staff may be permitted to the organisation
by PCAA, in accordance with an approved procedure which should describe the extent,
specific duties, and responsibilities for ensuring adequate organisation stability. For the
purpose of this subparagraph, employed means the person is directly employed as an
individual by the maintenance organisation approved under ANO-145, whereas contracted
means the person is employed by another organisation and contracted by that organisation
to the maintenance organisation approved under ANO-145.
2. The maintenance man-hour plan should take into account all maintenance activities carried
out outside the scope of the ANO-145 approval. The planned absence (for training, vacations,
etc.) should be considered when developing the man-hour plan.
3. The maintenance man-hour plan should relate to the anticipated maintenance workload
except that when the organisation cannot predict such workload, due to the short-term
nature of its contracts, then such plan should be based upon the minimum maintenance
workload needed for commercial viability. Maintenance workload includes all necessary
work such as, but not limited to, planning, maintenance record checks, production of
worksheets/cards in paper or electronic form, accomplishment of maintenance, inspection
and the completion of maintenance records.
4. In the case of aircraft base maintenance, the maintenance man-hour plan should relate to
the aircraft hangar visit plan as specified in AMC 145.A.25 (a).
5. In the case of aircraft component maintenance, the maintenance man-hour plan should
relate to the aircraft component planned maintenance as specified in 145.A.25 (a) (2).
6. The quality monitoring compliance function man-hours should be sufficient to meet the
requirement of 145.A.65(c) which means taking into account AMC 145.A.65(c). Where
quality monitoring staff perform other functions, the time allocated to such functions needs to
be taken into account in determining quality monitoring staff numbers.
7. The maintenance man-hour plan should be reviewed at least every 3 months and updated
when necessary.
8. Significant deviation from the maintenance man-hour plan should be reported through
the departmental manager to the quality manager and the accountable manager for review.
Significant deviation means more than a 25% shortfall in available man-hours during a
calendar month for any one of the functions specified in 145.A.30(d).
AMC 1 145.A.30(e)
Competence should be defined as a measurable skill or standard of performance, knowledge

and understanding, taking into consideration attitude and behaviour.
The referenced procedure requires amongst others that planners, mechanics, specialised services
staff, supervisors, certifying staff and support staff, whether employed or contracted, are assessed
for competence before unsupervised work commences and competence is controlled on a
continuous basis.
Competence should be assessed by evaluation of:

— on-the‐job performance and/or testing of knowledge by appropriately qualified personnel, and
— records for basic, organisational, and/or product type and differences training, and
— experience records.
Validation of the above could include a confirmation check with the organisation(s) that issued
such document(s). For that purpose, experience/training may be recorded in a document
such as a log book or based on the suggested template in GM 3 to 145.A.30(e).
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As a result of this assessment, an individual’s qualification should determine:

— which level of ongoing supervision would be required or whether unsupervised work could
be permitted.
— whether there is a need for additional training.
A record of such qualification and competence assessment should be kept.

This should include copies of all documents that attest to qualification, such as the license and/or
any authorisation held, as applicable.
For a proper competence assessment of its personnel, the organisation should consider that:
1. In accordance with the job function, adequate initial and recurrent training should be
provided and recorded to ensure continued competence so that it is maintained
throughout the duration of employment/contract.
2. All staff should be able to demonstrate knowledge of and compliance with the
maintenance organisation procedures, as applicable to their duties.
3. All staff should be able to demonstrate an understanding of human factors and human
performance issues in relation with their job function and be trained as per AMC 2
145.A.30 (e).
4. To assist in the assessment of competence and to establish the training needs analysis,
job descriptions are recommended for each job function in the organisation. Job
descriptions should contain sufficient criteria to enable the required competence
assessment.
5. Criteria should allow the assessment to establish that, among others (titles might be
different in each organisation):
— Managers are able to properly manage the work output, processes, resources and
priorities described in their assigned duties and responsibilities in a safe compliant
manner in accordance with regulations and organisation procedures.
— Planners are able to interpret maintenance requirements into maintenance tasks,
and have an understanding that they have no authority to deviate from the
maintenance data.
— Supervisors are able to ensure that all required maintenance tasks are carried
out and, where not completed or where it is evident that a particular
maintenance task cannot be carried out to the maintenance data, then such
problems will be reported to the 145.A.30(c) person for appropriate action. In
addition, for those supervisors, who also carry out maintenance tasks, that they
understand such tasks should not be undertaken when incompatible with their
management responsibilities.
— Mechanics are able to carry out maintenance tasks to any standard specified in the
maintenance data and will notify supervisors of defects or mistakes requiring
rectification to re‐establish required maintenance standards.
— Specialised services staff are able to carry out specialised maintenance tasks to the
standard specified in the maintenance data. They should be able to communicate
with supervisors and report accurately when necessary.
— Support staff are able to determine that relevant tasks or inspections have been
carried out to the required standard.
— Certifying staff are able to determine when the aircraft or aircraft component is
ready to release to service and when it should not be released to service.
— Quality audit staff are able to monitor compliance with ANO-145 identifying non-
compliance in an effective and timely manner so that the organisation may remain in
compliance with ANO-145.
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Competence assessment should be based upon the procedure specified in GM 2 to 145.A.30(e).

AMC 2 145.A.30(e)
In respect to the understanding of the application of human factors and human performance
issues, all maintenance organisation personnel should have received an initial and continuation
human factors training. This should concern to a minimum:
— Post holders, managers, supervisors;
— Certifying staff, support staff and mechanics;
— Technical support personnel such as planners, engineers, technical record staff;
— Quality control/assurance staff;
— Specialised services staff;
— Human factors staff/human factors trainers;
— Store department staff, purchasing department staff;
— Ground equipment operators.
1. Initial human factors training should cover all the topics of the training syllabus specified
in GM 145.A.30(e) either as a dedicated course or else integrated within other training.
The syllabus may be adjusted to reflect the particular nature of the organisation. The
syllabus may also be adjusted to meet the particular nature of work for each function
within the organisation. For example:
— small organisations not working in shifts may cover in less depth subjects related to
teamwork and communication;
— planners may cover in more depth the scheduling and planning objective of the
syllabus and in less depth the objective of developing skills for shift working.
All personnel, including personnel being recruited from any other organisation should
receive initial human factors training compliant with the organisation’s training standards
prior to commencing actual job function, unless their competence assessment justifies
that there is no need for such training. Newly directly employed personnel working under
direct supervision may receive training within 6 months after joining the maintenance
organisation.
2. The purpose of human factors continuation training is primarily to ensure that staff remain
current in terms of human factors and also to collect feedback on human factors issues.
Consideration should be given to the possibility that such training has the involvement of
the quality department. There should be a procedure to ensure that feedback is formally
passed from the trainers to the quality department to initiate action where necessary.
Human factors continuation training should be of an appropriate duration in each two year
period in relation to relevant quality audit findings and other internal/external sources of
information on human errors in maintenance available to the organisation.
3. Human factors training may be conducted by the maintenance organisation itself, or
independent trainers, or any training organisations acceptable to PCAA.
4. The human factors training procedures should be specified in the maintenance organisation
exposition.
AMC 3 145.A.30(e)
Additional training in fuel tank safety as well as associated inspection standards and maintenance
procedures should be required for maintenance organisations’ technical personnel, especially
technical personnel involved in the compliance of CDCCL tasks.
Guidance is provided for training to maintenance organisation personnel in Appendix IV to AMC
to 145.A.30(e) and 145.B.10(3).
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AMC 4 145.A.30(e)
Competence assessment should include the verification for the need of additional EWIS training
when relevant.
In the absence of specific PCAA guidance, guidance of EASA AMC 20-22 may be used for EWIS
training programme to maintenance organisation personnel.
AMC 145.A.30(f) Personnel requirements

1. Continued airworthiness non-destructive testing means such testing specified by the
type certificate holder/aircraft or engine or propeller manufacturer in accordance with the
maintenance data as specified in 145.A.45 for in-service aircraft/aircraft components for the
purpose of determining the continued fitness of the product to operate safely.
2. Appropriately qualified means to Level 1, 2 or 3 as defined by the European Standard EN
4179 dependent upon the non-destructive testing function to be carried out or any standard
recognised as equivalent by PCAA.
3. Notwithstanding the fact that Level 3 personnel may be qualified via EN 4179 or any
standard recognised by PCAA to establish and authorise methods, techniques, etc., this
does not permit such personnel to deviate from methods and techniques published by the
type certificate holder/manufacturer in the form of continued airworthiness data, such as in
nondestructive test manuals or service bulletins, unless the manual or service bulletin
expressly permits such deviation.
4. All examinations should be conducted by personnel or organisations under the control of an
organisation (NDT Board for example) recognised by PCAA.
5. Particular nondestructive test means any one or more of the following; Dye penetrant,
magnetic particle, eddy current, ultrasonic and radiographic methods including X ray and
gamma ray.
6. It should be noted that new methods are and will be developed, such as, but not limited to
thermography and shearography, which are not specifically addressed in the standards
recognised by PCAA. Until the time this agreed standard is established, such methods
should be carried out in accordance with the particular equipment manufacturer’s
recommendations including any training and examination process to ensure
competence of the personnel in the process.
7. Any maintenance organisation approved under ANO-145 that carries out NDT should
establish NDT specialist qualification procedures detailed in the exposition and accepted by
PCAA.
8. Boroscoping and other techniques such as delamination coin tapping are non destructive
inspections rather than non destructive testing. Notwithstanding such differentiation, the
maintenance organisation should establish an exposition procedure accepted by the PCAA
to ensure that personnel who carry out and interpret such inspections are properly trained
and assessed for their competence in the process. Non destructive inspections, not being
considered as NDT by ANO-145 are not listed in Appendix II under class rating D1.
9. The referenced standards, methods, training and procedures should be specified in the
maintenance organisation exposition.
10. Any such personnel who intend to carry out and/or control a non-destructive test for which they
were not qualified prior to the effective date of ANO-145 should qualify for such non-
destructive test in accordance with EN 4179 or a standard recognised as equivalent or
acceptable to PCAA.
11. In this context officially recognised standard means those standards established or
published by an official body whether having legal personality or not, which are widely
recognised by the air transport sector as constituting good practice.
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AMC 145.A.30(g) Personnel requirements

1. For the purposes of ANO.066.A.20(a)(1) and A.20(a)(3)(ii) personnel, minor scheduled line
maintenance means any minor scheduled inspection/check up to and including a weekly
check specified in the aircraft maintenance programme. For aircraft, maintenance
programs that do not specify a weekly check, PCAA will determine the most significant check
that is considered equivalent to a weekly check.
2. Typical tasks permitted after appropriate task training to be carried out by the
A N O . 0 6 6 . A.20(a)(1) and the 066.A.20(a)(3)(ii) personnel for the purpose of these
personnel issuing an aircraft certificate of release to service as specified in 145.A.50 as part
of minor scheduled line maintenance or simple defect rectification are contained in the
following list:
(a) Replacement of wheel assemblies.
(b) Replacement of wheel brake units.
(c) Replacement of emergency equipment.
(d) Replacement of ovens, boilers and beverage makers.
(e) Replacement of internal and external lights, filaments and flash tubes.
(f) Replacement of windscreen wiper blades.
(g) Replacement of passenger and cabin crew seats, seat belts and harnesses.
(h) Closing of cowlings and refitment of quick access inspection panels.
(i) Replacement of toilet system components but excluding gate valves.
(j) Simple repairs and replacement of internal compartment doors and placards but
excluding doors forming part of a pressure structure.
(k) Simple repairs and replacement of overhead storage compartment doors and cabin
furnishing items.
(l) Replacement of static wicks.
(m) Replacement of aircraft main and APU aircraft batteries.
(n) Replacement of in-flight entertainment system components other than public address.
(o) Routine lubrication and replenishment of all system fluids and gases.
(p) The de-activation only of sub‐systems and aircraft components as permitted by the
operator's minimum equipment list where such de‐activation is agreed by the PCAA as a
simple task.
(q) Inspection for and removal of de-icing/anti-icing fluid residues, including removal/closure of
panels, cowls or covers or the use of special tools.
(r) Any other task agreed by PCAA as a simple task for a particular aircraft type. This may
include defect deferment when all the following conditions are met:
• There is no need for troubleshooting; and
• The task is in the MEL; and
• The maintenance action required by the MEL is agreed by PCAA to be simple.
In the particular case of helicopters, and in addition to the items above, the following:
(s) removal and installation of Helicopter Emergency Medical Service (HEMS)

simple internal medical equipment.
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(t) removal and installation of external cargo provisions (i.e., external hook, mirrors) other
than the hoist.
(u) removal and installation of quick release external cameras and search lights.
(v) removal and installation of emergency float bags, not including the bottles.
(w) removal and installation of external doors fitted with quick release attachments.
(x) removal and installation of snow pads/skid wear shoes/slump protection pads.
No task which requires troubleshooting should be part of the authorised maintenance

actions. Release to service after rectification of deferred defects should be permitted as
long as the task is listed above.
3. The requirement of having appropriate aircraft rated certifying staff qualified as category B1,
B2, B3, as appropriate; in the case of aircraft line maintenance does not imply that the
organisation must have B1, B2 and B3 personnel at every line station. The MOE should
have a procedure on how to deal with defects requiring B1, B2 or B3 certifying staff.
4. PCAA may accept that in the case of aircraft line maintenance an organisation has only B1,
B2 or B3 certifying staff, as appropriate, provided that PCAA is satisfied that the scope of
work, as defined in the Maintenance Organisation Exposition, does not need the availability
of all B1, B2 and B3 certifying staff. Special attention should be taken to clearly limit the
scope of scheduled and non-scheduled line maintenance (defect rectification) to only
those tasks that can be certified by the available certifying staff category.
AMC 145.A.30(h) Personnel requirements

In accordance with 145.A.30(h) and 145.A.35, the qualification requirements (basic licence,
aircraft ratings, recent experience and continuation training) are identical for certifying staff and
for support staff. The only difference is that support staff cannot hold certification privileges when
performing this role since during base maintenance the release to service will be issued by
category C certifying staff.
Nevertheless, the organisation may use as support staff (for base maintenance) persons who
already hold certification privileges for line maintenance.
AMC 145.A.30(j)(4) Personnel requirements

1. For the issue of a limited certification authorisation the commander or flight engineer should
hold either a valid air transport pilots license (ATPL), commercial pilots license (CPL) or
flight engineer (F/EL) licence in accordance with the Competent Authority flight crew
licensing system on the aircraft type. In addition the limited certification authorisation is
subject to the maintenance organisation exposition containing procedures to address
the personnel requirements of 145.A.30 (e) and associated AMC and guidance material.
Such procedures should include as a minimum:
(a) Completion of adequate maintenance airworthiness regulation training.
(b) Completion of adequate task training for the specific task on the aircraft. The task
training should be of sufficient duration to ensure that the individual has a thorough
understanding of the task to be completed and will involve training in the use of
associated maintenance data.
(c) Completion of the procedural training as specified in ANO-‐145.
The above procedures should be specified in the maintenance organisation exposition and
be accepted by PCAA.
2.(i) Typical tasks that may be certified and/or carried out by the commander holding an
ATPL or CPL are minor maintenance or simple checks included in the following list:
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(a) Replacement of internal lights, filaments and flash tubes.

(b) Closing of cowlings and refitment of quick access inspection panels.
(c) Role changes e.g. stretcher fit, dual controls, FLIR, doors, photographic equipment
etc.
(d) Inspection for and removal of deicing/anti-icing fluid residues, including removal/closure
of panels, cowls or covers that are easily accessible but not requiring the use of
special tools.
(e) Any check / replacement involving simple techniques consistent with this AMC
and as agreed by PCAA.
2.(ii) Holders of a valid Flight engineers license meeting PCAA Flight Crew Licensing System, or
a national equivalent acceptable to PCAA, on the aircraft type may only exercise this
limited certification authorisation privilege when performing the duties of a flight engineer.
In addition to paragraph 2(i)(a) to (e) other typical minor maintenance or simple defect
rectification tasks that may be carried out are included in the following list:
(a) Replacement of wheel assemblies.
(b) Replacement of simple emergency equipment that is easily accessible.
(c) Replacement of ovens, boilers and beverage makers.
(d) Replacement of external lights.
(e) Replacement of passenger and cabin crew seats, seat belts and harnesses.
(f) Simple replacement of overhead storage compartment doors and cabin furnishing
items.
(g) Replacement of static wicks.
(h) Replacement of aircraft main and APU aircraft batteries.
(i) Replacement of in-flight entertainment system components other than public address.
(j) The de-activation only of sub-systems and aircraft components as permitted by the
operator's minimum equipment list where such de-activation is agreed by the
Competent Authority as a simple task.
(k) Re-setting of tripped circuit breakers under the guidance of maintenance control.
(l) Any other task agreed by the Competent Authority as a simple task for a particular
aircraft type.
3. The authorisation should have a finite life of twelve months subject to satisfactory re-current
training on the applicable aircraft type.
AMC 145.A.30(j)(5) Personnel requirements

1. For the purposes of this subparagraph “unforeseen” means that the aircraft grounding could
not reasonably have been predicted by the operator because the defect was unexpected due
to being part of a hitherto reliable system.
2. A one‐off authorisation should only be considered for issue by the quality department of the
contracted organisation after it has made a reasoned judgement that such a requirement is
appropriate under the circumstances and at the same time maintaining the required
airworthiness standards. The organisation’s quality department will need to assess each
situation individually prior to the issuance of a one-off authorisation
3. A one-off authorisation should not be issued where the level of certification required
could exceed the knowledge and experience level of the person it is issued to. In all
cases, due consideration should be given to the complexity of the work involved and the
01/08/2017 17 ANO-145-AWRG-2.0
availability of required tooling and/or test equipment needed to complete the work.
AMC 145.A.30(j)(5)(i) Personnel requirements

In those situations where the requirement for a one-off authorisation to issue a CRS for a task on
an aircraft type for which certifying staff does not hold a type rated authorisation has been
identified, the following procedure is recommended:
1. Flight crew should communicate full details of the defect to the operator’s supporting
maintenance organisation. If necessary, the supporting maintenance organisation will then
request the use of a one-off authorisation from the quality department.
2. When issuing a one-off authorisation, the quality department of the organisation should verify
that:
(a) Full technical details relating to the work required to be carried out have been
established and passed on to the certifying staff.
(b) The organisation has an approved procedure in place for coordinating and
controlling the total maintenance activity undertaken at the location under the authority
of the one-off authorisation.
(c) The person to whom a one-off authorisation is issued has been provided with all the
necessary information and guidance relating to maintenance data and any special
technical instructions associated with the specific task undertaken. A detailed step by
step worksheet has been defined by the organisation, communicated to the one-off
authorisation holder.
(d) The person holds authorisations of equivalent level and scope on other aircraft type of
similar technology, construction and systems.
3. The one-off authorisation holder should sign off the detailed step by step worksheet when
completing the work steps. The completed tasks should be verified by visual examination
and/or normal system operation upon return to an appropriately approved ANO-145
maintenance facility.
AMC 145.A.30(j)(5)(ii) Personnel requirements

This paragraph addresses staff not employed by the maintenance organisation who meet the
requirements of 145.A.30 (j) (5). In addition to the items listed in AMC 145.A.30(j) (5) (i),
paragraph 1, 2(a), (b) and (c) and 3 the quality department of the organisation may issue such
one‐off authorisation providing full qualification details relating to the proposed certifying personnel
are verified by the quality department and made available at the location.
GM 1 145.A.30(e) Personnel requirements

TRAINING SYLLABUS FOR INITIAL HUMAN FACTORS TRAINING
The training syllabus below identifies the topics and subtopics to be addressed during the human
factors training.
The maintenance organisation may combine, divide, change the order of any subject of the
syllabus to suit its own needs, as long as all subjects are covered to a level of detail appropriate to
the organisation and its personnel.
Some of the topics may be covered in separate training (health and safety, management,
supervisory skills, etc.) in which case duplication of training is not necessary.
Where possible, practical illustrations and examples should be used, especially accident and
incident reports.
Topics should be related to existing legislation, where relevant. Topics should be related to existing
guidance/advisory material, where relevant (e.g. ICAO HF Digests and Training Manual).
01/08/2017 18 ANO-145-AWRG-2.0
Topics should be related to maintenance engineering where possible; too much unrelated theory
should be avoided.
1 General/Introduction to human factors
1.1 Need to address human factors
1.2 Statistics
1.3 Incidents
2 Safety Culture/Organisational factors
3 Human Error
3.1 Error models and theories
3.2 Types of errors in maintenance tasks
3.3 Violations
3.4 Implications of errors
3.5 Avoiding and managing errors
3.6 Human reliability
4 Human performance & limitations
4.1 Vision
4.2 Hearing
4.3 Information--‐processing
4.4 Attention and perception
4.5 Situational awareness
4.6 Memory
4.7 Claustrophobia and physical access
4.8 Motivation
4.9 Fitness/Health
4.10 Stress
4.11 Workload management
4.12 Fatigue
4.13 Alcohol, medication, drugs
4.14 Physical work
4.15 Repetitive tasks/complacency
5 Environment
5.1 Peer pressure
5.2 Stressors
5.3 Time pressure and deadlines
5.4 Workload
5.5 Shift Work
5.6 Noise and fumes
5.7 Illumination
01/08/2017 19 ANO-145-AWRG-2.0
5.8 Climate and temperature

5.9 Motion and vibration
5.10 Complex systems
5.11 Hazards in the workplace
5.12 Lack of manpower
5.13 Distractions and interruptions
6 Procedures, information, tools and practices
6.1 Visual Inspection
6.2 Work logging and recording
6.3 Procedure --‐ practice/mismatch/norms
6.4 Technical documentation --‐ access and quality
7 Communication
7.1 Shift/Task handover
7.2 Dissemination of information
7.3 Cultural differences
8 Teamwork
8.1 Responsibility
8.2 Management, supervision and leadership
8.3 Decision making
9 Professionalism and integrity
9.1 Keeping up to date; currency
9.2 Error provoking behaviour
9.3 Assertiveness
10 Organisation’s HF program
10.1 Reporting errors
10.2 Disciplinary policy
10.3 Error investigation
10.4 Action to address problems
10.5 Feedback
GM 2 145.A.30 (e) Competence assessment procedure

The organisation should develop a procedure describing the process of competence assessment
of personnel. The procedure should specify:
— persons responsible for this process,
— when the assessment should take place,
— credits from previous assessments,
— validation of qualification records,
— means and methods for the initial assessment,
— means and methods for the continuous control of competence including feedback on
01/08/2017 20 ANO-145-AWRG-2.0
personnel performance,
— competences to be observed during the assessment in relation with each job function,
— actions to be taken when assessment is not satisfactory,
— recording of assessment results.
For example, according to the job functions and the scope, size and complexity of the
organisation, the assessment may consider the following (the table is not exhaustive):
01/08/2017 21 ANO-145-AWRG-2.0
support staff
Quality audit
Service staff
Specialized
Supervisor
Mechanics
Managers
Certifying
Planners
staff and
staff
Knowledge of applicable officially recognized standards X X
Knowledge of auditing techniques: planning,

X
conducting and reporting
Knowledge of human factors, human performance and

X X X X X X X
limitations
Knowledge of logistics processes X X X
Knowledge of organization capabilities, privileges and

X X X X X X
limitations
Knowledge of ANO‐M, ANO‐145 and any other relevant

X X X X X
regulations
Knowledge of relevant parts of the maintenance

X X X X X X X
organization exposition and procedures
Knowledge of occurrence reporting system and

understanding of the importance of reporting
X X X X X
occurrences, incorrect maintenance data and existing
or potential defects
Knowledge of safety risks linked to the working

X X X X X X X
environment
Knowledge on CDCCL when relevant X X X X X X X
Knowledge on EWIS when relevant X X X X X X X
Understanding of professional integrity, behavior and
X X X X X X X
attitude towards safety
Understanding of conditions for ensuring continuing

X X
airworthiness of aircraft and components
Understanding of his/her own human performance and

X X X X X X X
limitations
Understanding of personnel authorizations’ and

X X X X X X X
limitations
Understanding critical task X X X X X
Ability to compile and control completed work cards X X X
Ability to consider human performance and limitations. X X X X X
Ability to determine required qualifications for task

X X X
performance
01/08/2017 22 ANO-145-AWRG-2.0
support staff
Quality audit
Service staff
Specialized
Supervisor
Mechanics
Managers
Certifying
Planners
staff and
staff
Ability to identify and rectify existing and
X X X X X
potential unsafe conditions
Ability to manage third parties involved in maintenance
X X
activity
Ability to confirm proper accomplishment of
X X X X
maintenance tasks
Ability to identify and properly plan performance of
critical task
X X X
Ability to prioritise tasks and report discrepancies X X X X
Ability to process the work requested by the operator X X X
Ability to promote the safety and quality policy X X

Ability to properly process removed, uninstalled
X X X X
and rejected parts
Ability to properly record and sign for work
X X X X
accomplished
Ability to recognise the acceptability of parts to be
X X
installed prior to fitment
Ability to split complex maintenance tasks into clear
X
stages
Ability to understand work orders, work cards and refer
X X X X X X
to and use applicable maintenance data
Ability to use information systems X X X X X X X
Ability to use, control and be familiar with required
tooling and/or equipment X X X X
Adequate communication and literacy skills X X X X X X X
Analytical and proven auditing skills (for example,

objectivity, fairness, open--‐mindedness, determination,
X
…)
Maintenance error investigation skills X
Resources management and production planning skills X X X
Teamwork, decision--‐making and leadership skills X X
GM 3 145.A.30 (e) Template for recording experience/training

The following template may be used to record the professional experience gained in an
organisation and the training received and be considered during the competence assessment of
the individual in another organisation.
01/08/2017 23 ANO-145-AWRG-2.0
Aviation Maintenance personnel experience credential
Name Given name

Address
Telephone Email
Independent worker
Trade Group: airframe engine electric avionics other (specify) ……… …………
Employer’s details (when applicable)

Name Address
Telephone
Maintenance Organization details

Name
Address
Telephone
Approval Number
Period of employment From: To:
Domain of employment
Planning Engineering Technical records
Store department Purchasing
Mechanics/Technician
Line Maintenance Base Maintenance Component Maintenance
Servicing Removal/installation
Testing/inspection
Scheduled Maintenance Inspection Repair
Trouble-shooting Trouble‐shooting Overhaul
Repair Re‐treatment
Reassembly
A/C type A/C type Component
type
Certifying Staff and support staff

Cat. A Cat. B1 Cat. B2 Cat. C Component/Other (e.g
NDT)
A/C Type A/C Type A/C Type A/C Type Component Type
Specify
Certification privileges: Yes / No

Specialized services Specialty (NDT, composites, welding, etc.):
Skilled personnel Specialty (sheet metal, structures, wireman, upholstery, etc.):
Ground equipment operation

Quality control Quality assurance Training
Total number of check boxes ticked:
01/08/2017 24 ANO-145-AWRG-2.0
Details of employment
Certified
Name Date
Position Signature
Contact
GM 145.A.30(j)(4) Personnel requirements (Flight crew)
Refer to applicable flight crew National licensing requirements
Advisory A copy of the present credential will be kept for at least 3 years from its issuance
by the Organization
01/08/2017 25 ANO-145-AWRG-2.0
INTENTIONALLY LEFT BLANK
01/08/2017 26 ANO-145-AWRG-2.0
ANO 145.A.35 Certifying staff and Support staff

(a) In addition to the appropriate requirements of 145.A.30(g) and (h), the organisation shall
ensure that certifying staff and support staff have an adequate understanding of the relevant
aircraft and/or components to be maintained together with the associated organisation
procedures. In the case of certifying staff, this shall be accomplished before the issue or re-
issue of the certification authorisation.
(i) ‘Support staff’ means those staff holding a ANO-066 aircraft maintenance license in
category B1, B2 and/or B3 with the appropriate aircraft ratings, working in a base
maintenance environment while not necessarily holding certification privileges.
(ii) ‘Relevant aircraft and/or components’, means those aircraft or components
specified in the particular certification authorisation.
(iii) ‘Certification authorisation’ means the authorisation issued to certifying staff by the
organisation and which specifies the fact that they may sign certificates of release
to service within the limitations stated in such authorisation on behalf of the
approved organisation.
(b) Excepting those cases listed in ANO-145.A.30(j) and ANO-066.A.20(a)3(ii) the organisation
may only issue a certification authorisation to certifying staff in relation to the basic
categories or subcategories and any type rating listed on the aircraft maintenance licence
as required by ANO-066, subject to the license remaining valid throughout the validity
period of the authorisation and the certifying staff remaining in compliance with ANO-066.
(c) The organisation shall ensure that all certifying staff and support staff are involved in at
least six months of actual relevant aircraft or component maintenance experience in any
consecutive two year period.
For the purpose of this paragraph "involved in actual relevant aircraft or component
maintenance" means that the person has worked in an aircraft or component
maintenance environment and has either exercised the privileges of the certification
authorisation and/or has actually carried out maintenance on at least some of the aircraft
type or aircraft group systems specified in the particular certification authorisation.
(d) The organisation shall ensure that all certifying staff and support staff receive sufficient
continuation training in each two year period to ensure that such staff have up-to‐date
knowledge of relevant technology, organisation procedures and human factor issues.
(e) The organisation shall establish a programme for continuation training for certifying staff
and support staff, including a procedure to ensure compliance with the relevant
paragraphs of 145.A.35 as the basis for issuing certification authorisations under this
ANO to certifying staff, and a procedure to ensure compliance with ANO-066.
(f) Except where any of the unforeseen cases of 145.A.30(j)(5) apply, the organisation shall
assess all prospective certifying staff for their competence, qualification and capability to
carry out their intended certifying duties in accordance with a procedure as specified in
the exposition prior to the issue or re-issue of a certification authorisation under this ANO.
(g) When the conditions of paragraphs (a), (b), (d), (f) and, where applicable, paragraph (c) have
been fulfilled by the certifying staff, the organisation shall issue a certification authorisation
that clearly specifies the scope and limits of such authorisation. Continued validity of the
certification authorisation is dependent upon continued compliance with paragraphs (a), (b),
(d), and where applicable, paragraph (c).
(h) The certification authorisation must be in a style that makes its scope clear to the certifying
staff and any official of PCAA who has the responsibility for oversight of maintained
aircraft or component, who may require to examine the authorisation.
(i) The person responsible for the quality system shall also remain responsible on behalf of
the organisation for issuing certification authorisations to certifying staff. Such person may
nominate other persons to actually issue or revoke the certification authorisations in
01/08/2017 27 ANO-145-AWRG-2.0
accordance with a procedure as specified in the exposition.

(j) The organisation shall maintain a record of all certifying staff and support staff, which shall
contain:
1. the details of any aircraft maintenance licence held under ANO-066; and
2. all relevant training completed; and
3. the scope of the certification authorisations issued, where relevant; and
4. particulars of staff with limited or one-off certification authorisations.

The organisation shall retain the record for at least three years after the staff referred to in
this paragraph have ceased employment with the organisation or as soon as the
authorisation has been withdrawn. In addition, upon request, the maintenance organisation
shall furnish the staff referred to in this paragraph with a copy of their personal record on
leaving the organisation.
The staff referred to in this paragraph shall be given access on request to their personal
records as detailed above.
(k) The organisation shall provide certifying staff with a copy of their certification authorisation in
either a documented or electronic format.
(l) Certifying staff shall produce their certification authorisation to any authorised person within 24
hours.
(m) The minimum age for certifying staff and support staff is 21 years.
(n) The holder of a category A aircraft maintenance license may only exercise certification
privileges on a specific aircraft type following the satisfactory completion of the relevant
category A aircraft task training carried out by an organisation appropriately approved in
accordance with ANO-145 or ANO-147. This training shall include practical hands on training
and theoretical training as appropriate for each task authorised. Satisfactory completion of
training shall be demonstrated by an examination or by workplace assessment carried out by
the organisation.
(o) The holder of a category B2 aircraft maintenance licence may only exercise the certification
privileges described in point 66.A.20(a)(3)(ii) of ANO‐066 following the satisfactory
completion of (i) the relevant category A aircraft task training and (ii) six months of
documented practical experience covering the scope of the authorisation that will be issued.
The task training shall include practical hands on training and theoretical training as
appropriate for each task authorised. Satisfactory completion of training shall be
demonstrated by an examination or by workplace assessment. Task training and
examination/assessment shall be carried out by the maintenance organisation issuing
the certifying staff authorisation. The practical experience shall be also obtained within such
maintenance organisation.
AMC 145.A.35(a) Certifying staff and support staff
1. Holding an ANO-66 license with the relevant type/group rating, or a national qualification in
the case of components, does not mean by itself that the holder is qualified to be
authorised as certifying staff and/or support staff. The organisation is responsible to
assess the competence of the holder for the scope of maintenance to be authorised.
2. The sentence “the organisation shall ensure that certifying staff and support staff have an
adequate understanding of the relevant aircraft and/or components to be maintained
together with the associated organisation procedures” means that the person has received
training and has been successfully assessed on:
• the type of aircraft or component;
• the differences on:
01/08/2017 28 ANO-145-AWRG-2.0
- the particular model/variant;

- the particular configuration.
The organisation should specifically ensure that the individual competencies have been
established with regard to:
• relevant knowledge, skills and experience in the product type and configuration to be
maintained, taking into account the differences between the generic aircraft type
rating training that the person received and the specific configuration of the aircraft to
be maintained.
• appropriate attitude towards safety and observance of procedures.
• knowledge of the associated organisation and operator procedures (i.e. handling
and identification of components, MEL use, Technical Log use, independent checks,
etc.).
3. Some special maintenance tasks may require additional specific training and experience,
including but not limited to:
• in-depth troubleshooting;
• very specific adjustment or test procedures;
• rigging;
• engine run-up, starting and operating the engines, checking engine performance
characteristics, normal and emergency engine operation, associated safety
precautions and procedures;
• extensive structural/system inspection and repair;
• other specialised maintenance required by the maintenance programme. For engine
run-up training, simulators and/or real aircraft should be used.
4. The satisfactory assessment of the competence should be conducted in accordance with a

procedure approved by the competent authority (item 3.4 of the MOE, as described in AMC
145.A.70(a)).
5. The organisation should hold copies of all documents that attest the competence and recent
experience for the period described in 145.A.35(j).
Additional information is provided in AMC 66.A.20(b)3
AMC 145.A.35(b) Certifying staff and support staff

The organisation issues the certification authorisation when satisfied that compliance has been
established with the appropriate paragraphs of ANO-145 and ANO-066. In granting the certification
authorisation the maintenance organisation approved under ANO-145 needs to be satisfied that the
person holds a valid ANO-066 aircraft maintenance licence.
AMC 145.A.35(c) Certifying staff and support staff

For the interpretation of “6 months of actual relevant aircraft maintenance experience in any
consecutive 2-year period”, the provisions of AMC 066.A.20(b)2 are applicable.
AMC 145.A.35(d) Certifying staff and support staff

1. Continuation training is a two way process to ensure that certifying staff remain current in terms of
procedures, human factors and technical knowledge and that the organisation receives feedback
on the adequacy of its procedures and maintenance instructions. Due to the interactive nature of
this training, consideration should be given to the possibility that such training has the involvement
of the quality department to ensure that feedback is actioned. Alternatively, there should be a
procedure to ensure that feedback is formally passed from the training department to the quality
department to initiate action.
01/08/2017 29 ANO-145-AWRG-2.0
2. Continuation training should cover changes in relevant requirements such as ANO-145, changes in
organisation procedures and the modification standard of the products being maintained plus
human factor issues identified from any internal or external analysis of incidents. It should also
address instances where staff failed to follow procedures and the reasons why particular
procedures are not always followed. In many cases the continuation training will reinforce the need
to follow procedures and ensure that incomplete or incorrect procedures are identified to the
company in order that they can be corrected. This does not preclude the possible need to carry out
a quality audit of such procedures.
3. Continuation training should be of sufficient duration in each 2 year period to meet the intent of
145.A.35(d) and may be split into a number of separate elements. 145.A.35(d) requires such
training to keep certifying staff updated in terms of relevant technology, procedures and human
factors issues which means it is one part of ensuring quality. Therefore sufficient duration should
be related to relevant quality audit findings and other internal / external sources of information
available to the organisation on human errors in maintenance. This means that in the case of an
organisation that maintains aircraft with few relevant quality audit findings, continuation training
could be limited to days rather than weeks, whereas a similar organisation with a number of
relevant quality audit findings, such training may take several weeks. For an organisation that
maintains aircraft components, the duration of continuation training would follow the same
philosophy but should be scaled down to reflect the more limited nature of the activity. For example
certifying staff who release hydraulic pumps may only require a few hours of continuation training
whereas those who release turbine engine may only require a few days of such training. The
content of continuation training should be related to relevant quality audit findings and it is
recommended that such training is reviewed at least once in every 24 month period.
4. The method of training is intended to be a flexible process and could, for example, include an
ANO‐147 continuation training course, aeronautical college courses, internal short duration
courses, seminars, etc. The elements, general content and length of such training should be
specified in the maintenance organisation exposition unless such training is undertaken by an
organisation approved under ANO-147 when such details may be specified under the approval and
cross-referenced in the maintenance organisation exposition.
AMC 145.A.35(e) Certifying staff and support staff

The programme for continuation training should list all certifying staff and support staff and when
training will take place, the elements of such training and an indication that it was carried out
reasonably on time as planned. Such information should subsequently be transferred to the
certifying staff and support staff record as required by 145.A.35 (j).
AMC 145.A.35(f) Certifying staff and support staff

As stated in 145.A.35 (f), except where any of the unforeseen cases of 145.A.30(j)(5) applies, all
prospective certifying staff and support staff should be assessed for competence related to their
intended duties in accordance with AMCs 1, 2, 3 and 4 to 145.A.30 (e), as applicable.
AMC 145.A.35 (j) Certifying staff and support staff

1. The following minimum information as applicable should be kept on record in respect of each
certifying staff and support staff:
(a) Name
(b) Date of Birth
(c) Basic Training
(d) Type Training
(e) Continuation Training
(f) Experience
(g) Qualifications relevant to the authorisation.
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(h) Scope of the authorisation

(i) Date of first issue of the authorisation
(j) If appropriate ‐ expiry date of the authorisation
(k) Identification Number of the authorisation
2. The record may be kept in any format but should be controlled by the organisation's quality
department. This does not mean that the quality department should run the record system.
3. Persons authorised to access the system should be maintained at a minimum to ensure that
records cannot be altered in an unauthorised manner or that such confidential records become
accessible to unauthorised persons.
4. PCAA is authorised when investigating the records system for initial and continued approval
or when PCAA has cause to doubt the competence of a particular person.
AMC 145.A.35(n) Certifying staff and support staff

1. It is the responsibility of the ANO-145 organisation issuing the category A certifying staff
authorisation to ensure that the task training received by this person covers all the tasks to be
authorised. This is particularly important in those cases where the task training has been
provided by an ANO‐147 organisation or by an ANO-145 organisation different from the one
issuing the authorisation.
2. “Appropriately approved in accordance with ANO-147” means an organisation holding an
approval to provide category A task training for the corresponding aircraft type.
3. “Appropriately approved in accordance with ANO-145” means an organisation holding a
maintenance organisation approval for the corresponding aircraft type.
AMC 145.A.35(o) Certifying staff and support staff

1. The privilege for a B2 license holder to release minor scheduled line maintenance and
simple defect rectification in accordance with 66.A.20(a)(3)(ii) can only be granted by the
ANO‐145 approved organisation where the licence holder is employed/contracted after meeting
all the requirements specified in 145.A.35(o). This privilege cannot be transferred to another
ANO-145 approved organisation.
2. When a B2 license holder already holds a certifying staff authorisation containing minor
scheduled line maintenance and simple defect rectification for a particular aircraft type, new
tasks relevant to category A can be added to that type without requiring another 6 months of
experience. However, task training (theoretical plus practical hands-on) and
examination/assessment for these additional tasks is still required.
3. When the certifying staff authorisation intends to cover several aircraft types, the experience
may be combined within a single 6 month period.
For the addition of new types to the certifying staff authorisation, another 6 months should be
required unless the aircraft is considered similar per AMC 66.A.20(b)2 to the one already held.
4. The term “6 months of experience” may include full‐time employment or part‐time
employment. The important aspect is that the person has been involved during a period of 6
months (not necessarily every day) in those tasks which are going to be part of the authorisation.
ANO 145.A.40 Equipment, tools and material

(a) The organisation shall have available and use the necessary equipment, tools and
material to perform the approved scope of work.
1. Where the manufacturer specifies a particular tool or equipment, the organisation shall
use that tool or equipment, unless the use of alternative tooling or equipment is
agreed by the Competent Authority via procedures specified in the exposition.
2. Equipment and tools must be permanently available, except in the case of any tool or
01/08/2017 31 ANO-145-AWRG-2.0
equipment that is so infrequently used that its permanent availability is not

necessary. Such cases shall be detailed in an exposition pr oc ed ur e.
3. An organisation approved for base maintenance shall have sufficient aircraft access
equipment and inspection platforms/docking such that the aircraft can be properly
inspected.
(b) The organisation shall ensure that all tools, equipment and particularly test equipment, as
appropriate, are controlled and calibrated according to an officially recognised standard at
a frequency to ensure serviceability and accuracy. Records of such calibrations and
traceability to the standard used shall be kept by the organisation.
AMC 145.A.40(a) Equipment, tools and material

Once the applicant for approval has determined the intended scope of approval for consideration
by the Competent Authority, it will be necessary to show that all tools and equipment as specified
in the maintenance data can be made available when needed. All such tools and equipment that
require to be controlled in terms of servicing or calibration by virtue of being necessary to
measure specified dimensions and torque figures etc., should be clearly identified and listed in a
control register including any personal tools and equipment that the organisation agrees can be
used.
AMC 145.A.40(b) Equipment, tools and material
1. The control of these tools and equipment requires that the organisation has a procedure to
inspect/service and, where appropriate, calibrate such items on a regular basis and indicate
to users that the item is within any inspection or service or calibration time‐limit. A clear
system of labelling all tooling, equipment and test equipment is therefore necessary giving
information on when the next inspection or service or calibration is due and if the item is
unserviceable for any other reason where it may not be obvious. A register should be
maintained for all precision tooling and equipment together with a record of calibrations and
standards used.
2. Inspection, service or calibration on a regular basis should be in accordance with the
equipment manufacturers' instructions except where the organisation can show by results
that a different time period is appropriate in a particular case.
3. In this context officially recognised standard means those standards established or published
by an official body whether having legal personality or not, which are widely recognised by
the air transport sector as constituting good practice and by PCAA.
ANO 145.A.42 Acceptance of components

(a) All components shall be classified and appropriately segregated into the following categories:
1. Components which are in a satisfactory condition, released on PCAA Form-1 or
equivalent and marked in accordance with a standard acceptable to PCAA.
2. Unserviceable components which shall be maintained in accordance with this section.
3. Unsalvageable components which are classified in accordance with ANO 145.A.42(d).
4. Standard parts used on an aircraft, engine, propeller or other aircraft component
when specified in the manufacturer's illustrated parts catalogue and/or the
maintenance data.
5. Material both raw and consumable used in the course of maintenance when the
organisation is satisfied that the material meets the required specification and has
appropriate traceability. All material must be accompanied by documentation clearly
relating to the particular material and containing a conformity to specification
statement plus both the manufacturing and supplier source.
(b) Prior to installation of a component, the organisation shall ensure that the particular
component is eligible to be fitted when different modification and/or airworthiness directive
01/08/2017 32 ANO-145-AWRG-2.0
standards may be applicable.

(c) The organisation may fabricate a restricted range of parts to be used in the course of
undergoing work within its own facilities provided procedures are identified in the exposition.
(d) Components which have reached their certified life limit or contain a non‐repairable defect
and shall not be permitted to re‐enter the component supply system unless certified shall be
classified as unsalvageable life limits have been extended or a repair solution has been
approved according to a standard acceptable to PCAA.
AMC 145.A.42(a) Acceptance of components

1. A document equivalent to an PCAA Form 1 may be:
(a) a release document issued by an organisation under the terms of a bilateral agreement
signed by PCAA;
(b) EASA Form 1;
(c) FAA Form 8130-3;
(d) Transport Canada TCCA 24-0078 or Authorised Release Certificate Form One;
(e) Any other release document subject to acceptance of PCAA.”
2. For acceptance of standard parts, raw material and consumable material, refer to AMC
M.A.501(c) and AMC M.A.501 (d).
AMC 145.A.42(b) Acceptance of components

PCAA Form 1 or equivalent identifies the eligibility and status of an aircraft component. Block 12
‘Remarks’ on the PCAA Form 1 in some cases contains vital airworthiness related information
which may need appropriate and necessary actions.
The receiving organisation should be satisfied that the component in question is in satisfactory
condition and has been appropriately released to service. In addition, the organisation should
ensure that the component meets the approved data/standard, such as the required design
and modification standard. This may be accomplished by reference to the manufacturer’s
parts catalogue or other approved data (i.e. Service Bulletin). Care should also be taken in
ensuring compliance with applicable airworthiness directives, the status of any life-limited parts
fitted to the aircraft component as well as Critical Design Configuration Control Limitations.
AMC 145.A.42(c) Acceptance of components

1. The agreement by PCAA for the fabrication of parts by the approved maintenance
organisation should be formalized through the approval of a detailed procedure in the
Maintenance Organisation Exposition. This AMC contains principles and conditions to be
taken into account for the preparation of an acceptable procedure.
2. Fabrication, inspection assembly and test should be clearly within the technical and
procedural capability of the organisation.
3. All necessary data to fabricate the part should be approved either by the PCAA or the
type certificate (TC) holder or design organisation acceptable to the PCAA or
supplemental type certificate (STC) holder.
4. Items fabricated by an organisation approved under ANO‐145 may only be used by that
organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or
components undergoing work within its own facility. The permission to fabricate does not
constitute approval for manufacture, or to supply externally and the parts do not qualify for
certification on PCAA Form-1. This prohibition also applies to the bulk transfer of surplus
inventory, in that locally fabricated parts are physically segregated and excluded from any
delivery certification.
5. Fabrication of parts, modification kits etc, for onward supply and/or sale may not be
01/08/2017 33 ANO-145-AWRG-2.0
conducted by an organisation approved under ANO‐145.

6. The data specified in paragraph 3 may include repair procedures involving the fabrication
of parts. Where the data on such parts is sufficient to facilitate fabrication, the parts may be
fabricated by an organisation approved under ANO-145. Care should be taken to ensure
that the data include details of part numbering, dimensions, materials, processes, and any
special manufacturing techniques, special raw material specification or/and incoming
inspection requirement and that the approved organisation has the necessary capability.
That capability should be defined by way of exposition content. Where special processes or
inspection procedures are defined in the approved data which are not available at the
organisation the organisation cannot fabricate the part unless the TC/STC holder gives an
approved alternative.
7. Examples of fabrication under the scope of an ANO‐145 approval can include but are not
limited to the following:
(a) Fabrication of bushes, sleeves and shims.
(b) Fabrication of secondary structural elements and skin panels.
(c) Fabrication of control cables.
(d) Fabrication of flexible and rigid pipes.
(e) Fabrication of electrical cable looms and assemblies.
(f) Formed or machined sheet metal panels for repairs.
All the above fabricated parts should be in accordance with data provided in overhaul or
repair manuals, modification schemes and service bulletins, drawings or otherwise approved
by PCAA.
Note: It is not acceptable to fabricate any item to pattern unless an engineering drawing of
the item is produced which includes any necessary fabrication processes and which is
acceptable to PCAA.
8. Where a TC‐holder or an approved production organisation is prepared to make available
complete data, which is not referred to in aircraft manuals or service bulletins, but provides
manufacturing drawings for items specified in parts lists, the fabrication of these items is not
considered to be within the scope of an approval unless agreed otherwise by PCAA in
accordance with a procedure specified in the exposition.
9. Inspection and Identification.
Any locally fabricated part should be subjected to an inspection stage before,
separately, and preferably independently from, any inspection of its installation. The
inspection should establish full compliance with the relevant manufacturing data and the
part should be unambiguously identified as fit for use by stating conformity to the
approved data. Adequate records should be maintained of all such fabrication processes
including, heat treatment and the final inspections. All parts, except those having not enough
space, should carry a part number which clearly relates it to the manufacturing/inspection
data. Additional to the part-number the organisation's identity should be marked on the part
for traceability purposes.
AMC 145.A.42(d) Acceptance of components

1. The following type of components should typically be classified as unsalvageable:
(a) Components with non‐repairable defects, whether visible or not to the naked eye;
(b) Components that do not meet design specifications, and cannot be brought into
conformity with such specifications;
(c) Components subjected to unacceptable modification or rework that is irreversible;
(d) Certified life-limited parts that have reached or exceeded their certified life limits, or
have missing or incomplete records;
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(e) Components that cannot be returned to airworthy condition due to exposure to

extreme forces, heat or adverse environment;
(f) Components for which conformity with an applicable airworthiness directive cannot be
accomplished;
(g) Components for which maintenance records and/or traceability to the manufacturer
cannot be retrieved.
2. It is common practice for possessors of aircraft components to dispose of unsalvageable
components by selling, discarding, or transferring such items. In some instances, these
items have reappeared for sale and in the active parts inventories of the aviation
community. Misrepresentation of the status of components and the practice of making such
items appear serviceable have resulted in the use of unsalvageable nonconforming
components. Therefore, organisations disposing of unsalvageable aircraft components
should consider the possibility of such components later being misrepresented and sold
as serviceable components. Caution should be exercised to ensure that unsalvageable
components are disposed of in a manner that does not allow them to be returned to
service.
3. The acceptable standards for PCAA are standards approved either by the type certificate
(TC) holder or design organisations acceptable to PCAA, or supplemental type certificate
(STC) holders as applicable.
ANO 145.A.45 Maintenance data

(a) The organisation shall hold and use applicable current maintenance data in the
performance of maintenance, including modifications and repairs. "Applicable" means
relevant to any aircraft, component or process specified in the organisation's approval class
rating schedule and in any associated capability list.
In the case of maintenance data provided by an operator or customer, the organisation
shall hold such data when the work is in progress, with the exception of the need to comply
with 145.A.55(c).
(b) For the purposes of this ANO, applicable maintenance data shall be any of the following:
1. Any applicable requirement, procedure, operational directive or information issued by
the authority responsible for the oversight of the aircraft or component;
2. Any applicable airworthiness directive issued by the authority responsible for the
oversight of the aircraft or component;
3. Instructions for continuing airworthiness, issued by type certificate holders,
supplementary type certificate holders, any other organisation required to publish
such data by Organizations acceptable to PCAA and in the case of aircraft or
components from third countries the airworthiness data mandated by the authority
responsible for the oversight of the aircraft or component;
4. Any applicable standard, such as but not limited to, maintenance standard practices
recognised by the Agency as a good standard for maintenance;
5. Any applicable data issued in accordance with paragraph (d).
(c) The organisation shall establish procedures to ensure that if found, any inaccurate,
incomplete or ambiguous procedure, practice, information or maintenance instruction
contained in the maintenance data used by maintenance personnel is recorded and notified
to the author of the maintenance data.
(d) The organisation may only modify maintenance instructions in accordance with a
procedure specified in the maintenance organisation's exposition. With respect to those
changes, the organisation shall demonstrate that they result in equivalent or improved
maintenance standards and shall inform the type‐certificate holder of such changes.
Maintenance instructions for the purposes of this paragraph means instructions on how to
carry out the particular maintenance task: they exclude the engineering design of repairs and
01/08/2017 35 ANO-145-AWRG-2.0
modifications.
(e) The organisation shall provide a common work card or worksheet system to be used
throughout relevant parts of the organisation. In addition, the organisation shall either
transcribe accurately the maintenance data contained in paragraphs (b) and (d) onto such
work cards or worksheets or make precise reference to the particular maintenance task
or tasks contained in such maintenance data. Work cards and worksheets may be
computer generated and held on an electronic database subject to both adequate
safeguards against unauthorised alteration and a back-up electronic database which shall
be updated within 24 hours of any entry made to the main electronic database. Complex
maintenance tasks shall be transcribed onto the work cards or worksheets and subdivided
into clear stages to ensure a record of the accomplishment of the complete maintenance
task.
Where the organisation provides a maintenance service to an aircraft operator who requires
their work card or worksheet system to be used then such work card or worksheet system
may be used. In this case, the organisation shall establish a procedure to ensure correct
completion of the aircraft operators' work cards or worksheets.
(f) The organisation shall ensure that all applicable maintenance data is readily available for
use when required by maintenance personnel.
(g) The organisation shall establish a procedure to ensure that maintenance data it controls is
kept up to date. In the case of operator/customer controlled and provided maintenance
data, the organisation shall be able to show that either it has written confirmation from the
operator/customer that all such maintenance data is up to date or it has work orders
specifying the amendment status of the maintenance data to be used or it can show that it is
on the operator/customer maintenance data amendment list.
AMC 145.A.45(b) Maintenance data

1. Except as specified in sub-paragraph 5, each maintenance organisation approved under
ANO‐145 should hold and use the following minimum maintenance data relevant to the
organisation’s approval class rating. All maintenance related Implementing Rules and
associated AMCs, approval specifications and Guidance Material, all applicable national
maintenance requirements and notices and all applicable State of Design and PCAA
airworthiness directives.
2. In addition to sub-paragraph 1, an organisation with an approval class rating in category A -
Aircraft, should hold and use the following maintenance data where published. The
appropriate sections of the operator’s aircraft maintenance programme, aircraft
maintenance manual, repair manual, supplementary structural inspection document,
corrosion control document, service bulletins, service letters, service instructions,
modification leaflets, NDT manual, parts catalogue, type certificate data sheet and any
other specific document issued by the type certificate or supplementary type certificate
holder as maintenance data.
3. In addition to subparagraph 1, an organisation with an approval class rating in category B
- Engines/APUs, should hold and use the following maintenance data where published.
The appropriate sections of the engine/APU maintenance and repair manual, service
bulletins, service letters, modification leaflets, non destructive testing (NDT) manual, parts
catalogue, type certificate data sheet and any other specific document issued by the type
certificate holder as maintenance data.
4. In addition to sub-paragraph 1, an organisation with an approval class rating in category C -
Components other than complete engines/APUs, should hold and use the following
maintenance data where published. The appropriate sections of the vendor maintenance and
repair manual, service bulletins and service letters plus any document issued by the type
certificate holder as maintenance data on whose product the component may be fitted when
applicable.
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5. Appropriate sections of the sub‐paragraphs 2 to 4 additional maintenance data means

in relation to the maintenance work scope at each particular maintenance facility. For
example, a base maintenance facility should have almost complete set(s) of the
maintenance data whereas a line maintenance facility may need only the maintenance
manual and the parts catalogue.
6. An organisation only approved in class rating category D - Specialised services, should hold
and use all applicable specialised service(s) process specifications.
AMC 145.A.45(c) Maintenance data

1 The referenced procedure should ensure that when maintenance personnel discover
inaccurate, incomplete or ambiguous information in the maintenance data they should
record the details. The procedure should then ensure that the ANO‐145 approved
maintenance organisation notifies the problem to the author of the maintenance data in
a timely manner. A record of such communications to the author of the maintenance data
should be retained by the ANO‐145 approved organisation until such time as the type
certificate holder has clarified the issue by e.g. amending the maintenance data.
2 The referenced procedure should be specified in the maintenance organisation exposition.
AMC 145.A.45(d) Maintenance data

The referenced procedure should address the need for a practical demonstration by the
mechanic to the quality personnel of the proposed modified maintenance instruction. When
satisfied the quality personnel should approve the modified maintenance instruction and ensure
that the type certificate or supplementary type certificate holder is informed of the modified
maintenance instruction. The procedure should include a paper/electronic traceability of the
complete process from start to finish and ensure that the relevant maintenance instruction clearly
identifies the modification. Modified maintenance instructions should only be used in the following
circumstances;
(a) Where the type certificate / supplementary type certificate holder’s original intent can be
carried out in a more practical or more efficient manner.
(b) Where the type certificate / supplementary type certificate holder’s original intent cannot
be achieved by following the maintenance instructions. For example, where a
component cannot be replaced following the original maintenance instructions.
(c) For the use of alternative tools / equipment
Important Note: Critical Design Configuration Control Limitations (CDCCL) are airworthiness
limitations. Any modification of the maintenance instructions linked to CDCCL constitutes an
aircraft modification that should be approved in accordance with a standard acceptable to PCAA.
AMC 145.A.45(e) Maintenance data

1. The maintenance organisation should:
• transcribe accurately the maintenance data onto such work cards or worksheets, or
• make precise reference to the particular maintenance task(s) contained in such
maintenance data, which already identifies the task as a CDCCL where applicable.
2. Relevant parts of the organisation means with regard to aircraft base maintenance, aircraft
line maintenance, engine workshops, mechanical workshops and avionic workshops.
Therefore, engine workshops for example should have a common system throughout such
engine workshops that may be different to that in the aircraft base maintenance.
3. The work cards should differentiate and specify, when relevant, disassembly,
accomplishment of task, reassembly and testing. In the case of a lengthy maintenance
task involving a succession of personnel to complete such a task, it may be necessary to
use supplementary work cards or worksheets to indicate what was actually accomplished by
each individual person.
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AMC 145.A.45(f) Maintenance data

1. Data being made available to personnel maintaining aircraft means that the data should be
available in close proximity to the aircraft being maintained for supervisors, mechanics and
certifying staff to study.
2. Where computer systems are used, the number of computer terminals should be sufficient in
relation to the size of the work programme to enable easy access, unless the computer
system can produce paper copies. Where microfilm or microfiche readers/printers are used,
a similar requirement is applicable.
AMC 145.A.45(g) Maintenance data
1. To keep data up‐to‐date, a procedure should be set up to monitor the amendment status of all
data and maintain a check that all amendments are being received by being a subscriber
to any document amendment scheme. Special attention should be given to TC related data
such as certification life‐limited parts, airworthiness limitations and Airworthiness Limitation
Items (ALI), etc.
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01/08/2017 39 ANO-145-AWRG-2.0
ANO 145.A.47 Production Planning

(a) The organisation shall have a system appropriate to the amount and complexity of work to
plan the availability of all necessary personnel, tools, equipment, material, maintenance data
and facilities in order to ensure the safe completion of the maintenance work.
(b) The planning of maintenance tasks, and the organising of shifts, shall take into account
human performance limitations.
(c) When it is required to hand over the continuation or completion of maintenance tasks for
reasons of a shift or personnel changeover, relevant information shall be adequately
communicated between outgoing and incoming personnel.
AMC 145.A.47(a) Production planning

1. Depending on the amount and complexity of work generally performed by the maintenance
organisation, the planning system may range from a very simple procedure to a
complex organisational set-up including a dedicated planning function in support of the
production function.
2. For the purpose of ANO-145, the production planning function includes two complementary
elements:
• scheduling the maintenance work ahead, to ensure that it will not adversely interfere
with other work as regards the availability of all necessary personnel, tools,
equipment, material, maintenance data and facilities.
• during maintenance work, organising maintenance teams and shifts and provide all
necessary support to ensure the completion of maintenance without undue time
pressure.
3. When establishing the production planning procedure, consideration should be given to the
following:
• logistics,
• inventory control,
• square meters of accommodation,
• man-hours estimation,
• man-hours availability,
• preparation of work,
• hangar availability,
• environmental conditions (access, lighting standards and cleanliness),
• co-ordination with internal and external suppliers, etc.
• scheduling of safety-critical tasks during periods when staff are likely to be most alert.
AMC 145.A.47(b) Production planning

Limitations of human performance, in the context of planning safety related tasks, refers to the
upper and lower limits, and variations, of certain aspects of human performance (Circadian
rhythm / 24 hours’ body cycle) which personnel should be aware of when planning work and
shifts.
AMC 145.A.47(c) Production planning
The primary objective of the changeover / handover information is to ensure effective
communication at the point of handing over the continuation or completion of maintenance
actions. Effective task and shift handover depends on three basic elements:
• The outgoing person’s ability to understand and communicate the important elements of
01/08/2017 40 ANO-145-AWRG-2.0
the job or task being passed over to the incoming person.

• The incoming person’s ability to understand and assimilate the information being provided by
the outgoing person.
• A formalized process for exchanging information between outgoing and incoming persons
and a planned shift overlap and a place for such exchanges to take place.
ANO 145.A.50 Certification of maintenance

(a) A certificate of release to service shall be issued by appropriately authorised certifying staff
on behalf of the organisation when it has been verified that all maintenance ordered has
been properly carried out by the organisation in accordance with the procedures specified in
point 145.A.70, taking into account the availability and use of the maintenance data specified
in point 145.A.45 and that there are no non-compliances which are known to endanger flight
safety.
(b) A certificate of release to service shall be issued before flight at the completion of any
maintenance.
(c) New defects or incomplete maintenance work orders identified during the above
maintenance shall be brought to the attention of the aircraft operator for the specific
purpose of obtaining agreement to rectify such defects or completing the missing
elements of the maintenance work order. In the case where the aircraft operator declines
to have such maintenance carried out under this paragraph, paragraph (e) is applicable.
(d) A certificate of release to service shall be issued at the completion of any maintenance on a
component whilst off the aircraft. The authorised release certificate PCAA Form 1 referred
to in Appendix I of this ANO constitutes the component certificate of release to service.
When an organisation maintains a component for its own use, a PCAA Form 1 may not be
necessary depending upon the organisation’s internal release procedures defined in the
exposition.
(e) By derogation to paragraph (a), when the organisation is unable to complete all
maintenance ordered, it may issue a certificate of release to service within the approved
aircraft limitations. The organisation shall enter such fact in the aircraft certificate of release
to service before the issue of such certificate.
(f) By derogation to paragraph (a) and 145.A.42, when an aircraft is grounded at a location other
than the main line station or main maintenance base due to the non-availability of a
component with the appropriate release certificate, it is permissible to temporarily fit a
component without the appropriate release certificate for a maximum of 30 flight hours or
until the aircraft first returns to the main line station or main maintenance base, whichever
is the sooner, subject to the aircraft operator agreement and said component having a
suitable release certificate but otherwise in compliance with all applicable maintenance and
operational requirements. Such components shall be removed by the above prescribed
time limit unless an appropriate release certificate has been obtained in the meantime under
paragraph (a) and 145.A.42.
AMC 145.A.50(a) Certification of maintenance

’Endangers the flight safety’ means any instances where safe operation could not be assured or
which could lead to an unsafe condition. It typically includes, but is not limited to, significant
cracking, deformation, corrosion or failure of primary structure, any evidence of burning,
electrical arcing, significant hydraulic fluid or fuel leakage and any emergency system or total
system failure. An airworthiness directive overdue for compliance is also considered a hazard
to flight safety.
AMC 145.A.50(b) Certification of maintenance

1. The certificate of release to service should contain the following statement:
01/08/2017 41 ANO-145-AWRG-2.0
‘Certifies that the work specified, except as otherwise specified, was carried out in accordance
with ANO-145 and in respect to that work the aircraft/aircraft component is considered ready
for release to service’.
Reference should also be made to the PCAA ANO-145 approval number.
2. It is acceptable to use an alternate abbreviated certificate of release to service
consisting of the following statement ‘ANO-145 release to service’ instead of the full
certification statement specified in paragraph 1. When the alternate abbreviated certificate
of release to service is used, the introductory section of the technical log should include
an example of the full certification statement from paragraph 1.
3. The certificate of release to service should relate to the task specified in the (S)TC
holder’s or operator’s instructions or the aircraft maintenance programme which itself may
cross-refer to maintenance data.
4. The date such maintenance was carried out should include when the maintenance took
place relative to any life or overhaul limitation in terms of date/flying hours/cycles/landings
etc., as appropriate.
5. When extensive maintenance has been carried out, it is acceptable for the certificate of
release to service to summarise the maintenance as long as there is a unique cross-
reference to the work package containing full details of maintenance carried out.
Dimensional information should be retained in the work-pack record.
AMC No 1 to 145.A.50(d) Certification of maintenance

The purpose of the certificate is to release assemblies/items/components/parts (hereafter
referred to as ‘item(s)’) after maintenance and to release maintenance work carried out on such
items under the approval of a Competent Authority and to allow items removed from one
aircraft/aircraft component to be fitted to another aircraft/aircraft component.
The certificate is to be used for export/import purposes, as well as for domestic purposes, and
serves as an official certificate for items from the manufacturer/maintenance organisation to
users.
It can only be issued by organisations approved by the particular Competent Authority within
the scope of the approval.
The certificate may be used as a rotable tag by utilising the available space on the reverse side
of the certificate for any additional information and dispatching the item with two copies of the
certificate so that one copy may be eventually returned with the item to the maintenance
organisation. The alternative solution is to use existing rotable tags and also supply a copy of the
certificate.
A certificate should not be issued for any item when it is known that the item is unserviceable
except in the case of an item undergoing a series of maintenance processes at several
maintenance organisations approved under ANO-145 and the item needs a certificate for the
previous maintenance process carried out for the next maintenance organisation approved under
ANO-145 to accept the item for subsequent maintenance processes. In such a case, a clear
statement of limitation should be endorsed in Block 12.
AMC No 2 to 145.A.50(d) Certification of maintenance

1. A component which has been maintained off the aircraft needs the issuance of a certificate
of release to service for such maintenance and another certificate of release to service in
regard to being installed properly on the aircraft when such action occurs.
When an organisation maintains a component for use by the same organisation, a PCAA
Form 1 may not be necessary depending upon the organisation’s internal release
procedures defined in the maintenance organisation exposition.
2. In the case of the issue of a PCAA Form 1 for components in storage before ANO‐145 became
effective and not released on an EASA / PCAA Form 1 or equivalent in accordance with
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145.A.42(a) or removed serviceable from a serviceable aircraft or an aircraft which has

been withdrawn from service the following applies:
2.1. A PCAA Form 1 may be issued for an aircraft component which has been:
• Maintained before ANO-145 became effective.
• Used on an aircraft and removed in a serviceable condition. Examples include
leased and loaned aircraft components.
• Removed from aircraft which have been withdrawn from service, or from aircraft
which have been involved in abnormal occurrences such as accidents, incidents,
heavy landings or lightning strikes.
• Maintained by an unapproved organisation.
2.2. An appropriately rated maintenance organisation approved under ANO-145 may issue
PCAA Form 1 as detailed in this AMC subparagraph 2.5 to 2.9, as appropriate, in
accordance with procedures detailed in the exposition as approved by PCAA. The
appropriately rated organisation is responsible for ensuring that all reasonable
measures have been taken to ensure that only approved and serviceable aircraft
components are issued PCAA Form 1 under this paragraph.
2.3. For the purposes of this AMC No 2 only, appropriately rated means an organisation
with an approval class rating for the type of component or for the product in which it
may be installed.
2.4. A PCAA Form 1 issued in accordance with this paragraph 2 should be issued by
signing in block 14b and stating ‘Inspected’ in block 11. In addition, block 12 should
specify:
2.4.1. When the last maintenance was carried out and by whom.
2.4.2. If the component is unused, when the component was manufactured and by
whom with a cross-reference to any original documentation which should be
included with the Form.
2.4.3. A list of all airworthiness directives, repairs and modifications known to have
been incorporated. If no airworthiness directives or repairs or modifications
are known to be incorporated, then this should be so stated.
2.4.4. Detail of life used for service life-limited parts being any combination of fatigue,
overhaul or storage life.
2.4.5. For any aircraft component having its own maintenance history record,
reference to the particular maintenance history record as long as the record
contains the details that would otherwise be required in block 12. The
maintenance history record and acceptance test report or statement, if
applicable, should be attached to the PCAA Form 1.
2.5. New/unused aircraft components
2.5.1 Any unused aircraft component in storage without a PCAA Form 1 that was
manufactured by an organisation acceptable to PCAA at that time may be
issued with a PCAA Form 1 by an appropriately rated maintenance
organisation approved under ANO-145. PCAA Form 1 should be issued in
accordance with the following subparagraphs which should be included in a
procedure within the maintenance organisation manual.
Note 1: It should be understood that the release of a stored but unused
aircraft component in accordance with this paragraph represents a
maintenance release under ANO-145 and not a production release. It is not
intended to bypass the production release procedure agreed by the Member
State for parts and subassemblies intended for fitment on the
manufacturers’ own production line.
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(a) An acceptance test report or statement should be available for all

used and unused aircraft components that are subjected to
acceptance testing after manufacturing or maintenance as
appropriate.
(b) The aircraft component should be inspected for compliance with the
manufacturer’s instructions and limitations for storage and condition
including any requirement for limited storage life, inhibitors,
controlled climate and special storage containers. In addition, or in the
absence of specific storage instructions the aircraft component should
be inspected for damage, corrosion and leakage to ensure good
condition.
(c) The storage life used of any storage life-limited parts should be
established.
2.5.2. If it is not possible to establish satisfactory compliance with all applicable
conditions specified in subparagraph 2.5.1 (a) to (c) inclusive, the aircraft
component should be disassembled by an appropriately rated organisation
and subjected to a check for incorporated airworthiness directives, repairs
and modifications and inspected/tested in accordance with the maintenance
data to establish satisfactory condition and, if relevant, all seals, lubricants
and life-‐limited parts should be replaced. Upon satisfactory completion after
reassembly, PCAA Form 1 may be issued stating what was carried out and
the reference of the maintenance data included.
2.6. Used aircraft components removed from a serviceable aircraft
2.6.1. Serviceable aircraft components removed from a PCAA registered aircraft
may be issued with a PCAA Form 1 by an appropriately rated organisation
subject to compliance with this subparagraph.
(a) The organisation should ensure that the component was removed
from the aircraft by an appropriately qualified person.
(b) The aircraft component may only be deemed serviceable if the last
flight operation with the component fitted revealed no faults on that
component/related system.
(c) The aircraft component should be inspected for satisfactory condition
including in particular damage, corrosion or leakage and compliance
with any additional maintenance data.
(d) The aircraft record should be researched for any unusual events that
could affect the serviceability of the aircraft component such as
involvement in accidents, incidents, heavy landings or lightning
strikes. Under no circumstances may a PCAA Form 1 be issued in
accordance with this paragraph 2.6 if it is suspected that the aircraft
component has been subjected to extremes of stress, temperatures or
immersion which could affect its operation.
(e) A maintenance history record should be available for all used serialised
aircraft components.
(f) Compliance with known modifications and repairs should be established.
(g) The flight hours/cycles/landings as applicable of any service life-
limited parts including time since overhaul should be established.
(h) Compliance with known applicable airworthiness directives should be
established.
(i) Subject to satisfactory compliance with this subparagraph 2.6.1, a
PCAA Form 1 may be issued and should contain the information as
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specified in paragraph 2.4 including the aircraft from which the aircraft
component was removed.
2.6.2. Serviceable aircraft components removed from a non-PCAA registered aircraft
may only be issued with a PCAA Form 1 if the components are leased or
loaned from the maintenance organisation approved under ANO-145 who
retains control of the airworthiness status of the components. A PCAA Form
1 may be issued and should contain the information as specified in
paragraph 2.4 including the aircraft from which the aircraft component was
removed.
2.7. Used aircraft components removed from an aircraft withdrawn from service.
Serviceable aircraft components removed from a Member State registered aircraft
withdrawn from service may be issued with a PCAA Form 1 by a maintenance
organisation approved under ANO-145 subject to compliance with this subparagraph.
(a) Aircraft withdrawn from service are sometimes dismantled for spares. This
is considered to be a maintenance activity and should be accomplished
under the control of an organisation approved under ANO-145, employing
procedures approved by the Competent Authority.
(b) To be eligible for installation, components removed from such aircraft may be
issued with a PCAA Form 1 by an appropriately rated organisation following
a satisfactory assessment.
(c) As a minimum, the assessment will need to satisfy the standards set out in
paragraphs 2.5 and 2.6 as appropriate. This should, where known, include
the possible need for the alignment of scheduled maintenance that may be
necessary to comply with the maintenance programme applicable to the
aircraft on which the component is to be installed.
(d) Irrespective of whether the aircraft holds a certificate of airworthiness or
not, the organisation responsible for certifying any removed component
should ensure that the manner in which the components were removed and
stored are compatible with the standards required by ANO-145.
(e) A structured plan should be formulated to control the aircraft disassembly
process. The disassembly is to be carried out by an appropriately rated
organisation under the supervision of certifying staff who will ensure that the
aircraft components are removed and documented in a structured manner in
accordance with the appropriate maintenance data and disassembly plan.
(f) All recorded aircraft defects should be reviewed and the possible effects
these may have on both normal and standby functions of removed
components are to be considered.
(g) Dedicated control documentation is to be used as detailed by the disassembly
plan, to facilitate the recording of all maintenance actions and component
removals performed during the disassembly process. Components found to
be unserviceable are to be identified as such and quarantined pending a
decision on the actions to be taken. Records of the maintenance
accomplished to establish serviceability are to form part of the component
maintenance history.
(h) Suitable ANO-145 facilities for the removal and storage of removed
components are to be used which include suitable environmental
conditions, lighting, access equipment, aircraft tooling and storage facilities
for the work to be undertaken. While it may be acceptable for components to
be removed, given local environmental conditions, without the benefit of an
enclosed facility, subsequent disassembly (if required) and storage of the
components should be in accordance with the manufacturer’s
recommendations.
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2.8. Used aircraft components maintained by organisations not approved in accordance with
ANO-145. For used components maintained by a maintenance organisation not
approved under ANO-145, due care should be taken before acceptance of such
components. In such cases an appropriately rated maintenance organisation
approved under ANO-‐145 should establish satisfactory conditions by:
(a) dismantling the component for sufficient inspection in accordance with the
appropriate maintenance data;
(b) replacing all service life‐limit components when no satisfactory evidence of
life used is available and/or the components are in an unsatisfactory
condition;
(c) reassembling and testing as necessary the component;
(d) completing all certification requirements as specified in 145. A.50.
2.9. Used aircraft components removed from an aircraft involved in an accident or incident.
Such components should only be issued with a PCAA Form 1 when processed in
accordance with paragraph 2.7 and a specific work order including all additional
necessary tests and inspections deemed necessary by the accident or incident. Such
a work order may require input from the TC holder or original manufacturer as
appropriate. This work order should be referenced in block 12.
AMC 145.A.50(e) Certification of maintenance

1. Being unable to establish full compliance with sub‐paragraph ANO-145.A.50(a) means that
the maintenance required by the aircraft operator could not be completed due either to
running out of available aircraft maintenance downtime for the scheduled check or by virtue
of the condition of the aircraft requiring additional maintenance downtime.
2. The aircraft operator is responsible for ensuring that all required maintenance has been
carried out before flight and therefore 145.A.50(e) requires such operator to be informed in
the case where full compliance with 145.A.50(a) cannot be achieved within the operator’s
limitations. If the operator agrees to the deferment of full compliance, then the certificate of
release to service may be issued subject to details of the deferment, including the operator’s
authority, being endorsed on the certificate.
Note: Whether or not the aircraft operator does have the authority to defer maintenance is
an issue between the aircraft operator and the competent authority of the State of Registry or
State of operator, as appropriate. In case of doubt concerning such a decision of the
operator, the approved maintenance organisation should inform PCAA on such doubt,
before issuing the certificate of release to service. This will allow PCAA to investigate the
matter as appropriate.
3. The procedure should draw attention to the fact that 145.A.50 (a) does not normally permit
the issue of a certificate of release to service in the case of non-compliance and should state
what action the mechanic, supervisor and certifying staff should take to bring the matter to
the attention of the relevant department or person responsible for technical co-ordination with
the aircraft operator so that the issue may be discussed and resolved with the aircraft
operator. In addition, the appropriate person(s) as specified in 145.A.30(b) should be kept
informed in writing of such possible non-compliance situations and this should be included in
the procedure.
AMC 145.A.50(f) Certification of maintenance

1. Suitable release certificate means a certificate which clearly states that the aircraft
component is serviceable; that clearly specifies the organisation releasing said
component together with details of the authority under whose approval the organisation
works including the approval or authorisation reference.
2. Compliance with all other ANO-145 and operator requirements means making an
appropriate entry in the aircraft technical log, checking for compliance with type design
01/08/2017 46 ANO-145-AWRG-2.0
standards, modifications, repairs, airworthiness directives, life limitations and condition of

the aircraft component plus information on where, when and why the aircraft was grounded
GM 145.A.50(d) PCAA Form 1 Block 12 ‘Remarks’

Examples of data to be entered in this block as appropriate:
• Maintenance documentation used, including the revision status, for all work performed and
not limited to the entry made in block 11.
• A statement such as ‘in accordance with the CMM’ is not acceptable.
• NDT methods with appropriate documentation used when relevant.
• Compliance with airworthiness directives or service bulletins.
• Repairs carried out.
• Modifications carried out.
• Replacement parts installed.
• Life--‐limited parts status.
• Shelf life limitations.
• Deviations from the customer work order.
• Release statements to satisfy a foreign Civil Aviation Authority maintenance requirement.
• Information needed to support shipment with shortages or re--‐assembly after delivery.
• References to aid traceability, such as batch numbers.
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lksd
ANO 145.A.55 Maintenance Records

(a) The organisation shall record all details of maintenance work carried out. As a minimum, the
organisation shall retain records necessary to prove that all requirements have been met
for issuance of the certificate of release to service, including subcontractor's release
documents.
(b) The organisation shall provide a copy of each certificate of release to service to the aircraft
operator, together with a copy of any specific repair/modification data used for
repairs/modifications carried out.
(c) The organisation shall retain a copy of all detailed maintenance records and any associated
maintenance data for three years from the date the aircraft or component to which the work
relates was released from the organisation.
1. The records under this paragraph shall be stored in a manner that ensures
protection from damage, alteration and theft.
2. Computer backup discs, tapes etc. shall be stored in a different location from that
containing the working discs, tapes etc., in an environment that ensures they remain in
good condition.
3. Where an organisation approved under this ANO terminates its operation, all retained
maintenance records covering the last two years shall be distributed to the last owner
or customer of the respective aircraft or component or shall be stored as specified by
PCAA.
AMC 145.A.55(c) Maintenance records

Associated maintenance data is specific information such as repair and modification data. This
does not necessarily require the retention of all Aircraft Maintenance Manual, Component
Maintenance Manual, IPC etc. issued by the TC holder or STC holder. Maintenance records
should refer to the revision status of the data used.
GM 145.A.55(a) Maintenance records
1. Properly executed and retained records provide owners, operators and maintenance
personnel with information essential in controlling unscheduled and scheduled
maintenance, and troubleshooting to eliminate the need for re-inspection and rework to
establish airworthiness.
The prime objective is to have secure and easily retrievable records with comprehensive
and legible contents. The aircraft record should contain basic details of all serialised
aircraft components and all other significant aircraft components installed, to ensure
traceability to such installed aircraft component documentation and associated
maintenance data as specified in 145.A.45.
2. Some gas turbine engines are assembled from modules and a true total time in service for a
total engine is not kept. When owners and operators wish to take advantage of the modular
design, then total time in service and maintenance records for each module is to be
maintained. The maintenance records as specified are to be kept with the module and
should show compliance with any mandatory requirements pertaining to that module.
3. Reconstruction of lost or destroyed records can be done by reference to other records which
reflect the time in service, research of records maintained by repair facilities and
reference to records maintained by individual mechanics etc. When these things have
been done and the record is still incomplete, the owner/operator may make a statement in
the new record describing the loss and establishing the time in service based on the
research and the best estimate of time in service. The reconstructed records should be
submitted to the competent authority for acceptance.
Note: Additional maintenance may be required.
4. The maintenance record can be either a paper or computer system or any combination of
01/08/2017 49 ANO-145-AWRG-2.0
both.
5. Paper systems should use robust material which can withstand normal handling and filing.
The record should remain legible throughout the required retention period.
6 Computer systems may be used to control maintenance and/or record details of maintenance
work carried out. Computer systems used for maintenance should have at least one
backup system which should be updated at least within 24 hours of any maintenance.
Each terminal is required to contain programme safeguards against the ability of
unauthorised personnel to alter the database.
ANO 145.A.60 Occurrence Reporting

(a) The organisation shall report to PCAA, the state of registry and the organisation responsible
for the design of the aircraft or component any condition of the aircraft or component
identified by the organisation that has resulted or may result in an unsafe condition that
hazards seriously the flight safety.
(b) The organisation shall establish an internal occurrence reporting system as detailed in the
exposition to enable the collection and evaluation of such reports, including the
assessment and extraction of those occurrences to be reported under paragraph (a). This
procedure shall identify adverse trends, corrective actions taken or to be taken by the
organisation to address deficiencies and include evaluation of all known relevant
information relating to such occurrences and a method to circulate the information as
necessary.
(c) The organisation shall make such reports in a form and manner established by PCAA and
ensure that they contain all pertinent information about the condition and evaluation
results known to the organisation.
(d) Where the organisation is contracted by a commercial operator to carry out maintenance, the
organisation shall also report to the operator any such condition affecting the operator's
aircraft or component.
(e) The organisation shall produce and submit such reports as soon as practicable but in any
case within 48 hours of the organisation identifying the condition to which the report relates.
AMC 145.A.60(a) Occurrence reporting

In the absence of PCAA’s specific guidance, EASA AMC 20-8 General Acceptable Means of
Compliance for Airworthiness of Products, Parts and Appliances provides further guidance on
occurrence reporting.
AMC 145.A.60(b) Occurrence reporting
1. The aim of occurrence reporting is to identify the factors contributing to incidents, and to
make the system resistant to similar errors.
2. An occurrence reporting system should enable and encourage free and frank reporting of
any (potentially) safety related occurrence. This will be facilitated by the establishment of a
just culture. An organisation should ensure that personnel are not inappropriately punished
for reporting or co-operating with occurrence investigations.
3. The internal reporting process should be closed loop, ensuring that actions are taken internally
to address safety hazards.
4. Feedback to reportees, both on an individual and more general basis, is important to
ensure their continued support for the scheme.
GM 145.A.60(a) Occurrence reporting

The organisation responsible for the design is normally the TC holder of the aircraft, engine or
propeller and/or if known the STC holder.
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GM 145.A.60(b) Occurrence reporting

The following examples can be considered occurrence reporting in a ANO-145 environment but
should not be considered as the only case of occurrence reporting:
a) A defect detected on the aircraft during a maintenance inspection (scheduled or
non‐scheduled) which may have its origin in a maintenance or design error.
During routine inspection: Damage found to number 4 engine inlet cowl acoustic lining
During routine inspection: Rivets found loose on vertical stabiliser
Found during after flight inspection: Excessive play in tail rotor blade pitch link bearing at the
attachment to the tail rotor blade horn due to bearing migration.
b) A deviation of maintenance procedure (company manual or manufacturer documentation)
Safety pin being left installed in a component, such as an escape slide
Alleged inappropriate repair carried out with damage outside of SRM limits.
Torch left in intake causing damage to inlet cowl during engine start
Part Number of replaced part not properly recorded
GM 145.A.60(c) Occurrence reporting

Each report should contain at least the following information:
(i) Organisation name and approval reference.
(ii) Information necessary to identify the subject aircraft and / or component.
(iii) Date and time relative to any life or overhaul limitation in terms of flying
hours/cycles/landings etc.as appropriate.
(iv) Details of the condition as required by 145.A.60(b).
(v) Any other relevant information found during the evaluation or rectification of the condition.
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nm
ANO 145.A.65 Safety and Quality Policy, Maintenance Procedures and Quality System
(a) The organisation shall establish a safety and quality policy for the organisation to be
included in the exposition under 145.A.70.
(b) The organisation shall establish procedures agreed by PCAA taking into account human
factors and human performance to ensure good maintenance practices and compliance with
this ANO which shall include a clear work order or contract such that aircraft and
components may be released to service in accordance with point 145. A.50.
1. The maintenance procedures under this paragraph apply to points 145.A.25 to 145.A.95.
2. The maintenance procedures established or to be established by the organisation under
this paragraph shall cover all aspects of carrying out the maintenance activity,
including the provision and control of specialised services and lay down the
standards to which the organisation intends to work.
3. With regard to aircraft line and base maintenance, the organisation shall establish
procedures to minimise the risk of multiple errors and capture errors on critical
systems, and to ensure that no person is required to carry out and inspect in relation
to a maintenance task involving some element of disassembly/ reassembly of several
components of the same type fitted to more than one system on the same aircraft
during a particular maintenance check. However, when only one person is available to
carry out these tasks then the organisation’s work card or worksheet shall include an
additional stage for re-inspection of the work by this person after completion of all the
same tasks.
4. Maintenance procedures shall be established to ensure that damage is assessed and
modifications and repairs are carried out using data approved by PCAA or by a
design organisation acceptable to PCAA, as appropriate.
(c) The organisation shall establish a quality system that includes the following:
1. Independent audits in order to monitor compliance with required aircraft/aircraft
component standards and adequacy of the procedures to ensure that such
procedures invoke good maintenance practices and airworthy aircraft/aircraft
components. In the smallest organisations the independent audit part of the quality
system may be contracted to another organisation approved under this ANO or a
person with appropriate technical knowledge and proven satisfactory audit experience;
and
2. A quality feedback reporting system to the person or group of persons specified
in 145.A.30(b) and ultimately to the accountable manager that ensures proper and
timely corrective action is taken in response to reports resulting from the independent
audits established to meet paragraph (1).
(d) The organization shall establish (as applicable) a Safety Management System (SMS) as per the
requirements mentioned in the latest revision of ANO-001-RGSP.
AMC 145.A.65(a) Safety and quality policy, maintenance procedures and quality system
The safety and quality policy should as a minimum include a statement committing the organisation
to:
• Recognise safety as a prime consideration at all times.
• Apply Human factors principles.
• Encourage personnel to report maintenance related errors/incidents.
• Recognise that compliance with procedures, quality standards, safety standards and
regulations is the duty of all personnel.
• Recognise the need for all personnel to cooperate with the quality auditors.
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AMC 145.A.65(b) Safety and quality policy, maintenance procedures and quality system
1. Maintenance procedures should be held current such that they reflect best practice within the
organisation. It is the responsibility of all organisation’s employees to report any
differences via their organisation’s internal occurrence reporting mechanisms.
2. All procedures, and changes to those procedures, should be verified and validated before use
where practicable.
3. All technical procedures should be designed and presented in accordance with good human
factors principles.
AMC 145.A.65(b)(2) Safety and quality policy, maintenance procedures and quality system
Specialised services include any specialised activity, such as, but not limited to non-destructive
testing requiring particular skills and/or qualification. ANO145.A.30(f) covers the qualification of
personnel but, in addition, there is a need to establish maintenance procedures that cover the
control of any specialised process.
AMC 145.A.65(b)(3) Safety and quality policy, maintenance procedures and quality system
1. The purpose of this procedure is to minimise the rare possibility of an error being
repeated whereby the identical aircraft components are not reassembled thereby
compromising more than one system. One example is the remote possibility of failure to
reinstall engine gearbox access covers or oil filler caps on all engines of a multi‐engined
aircraft resulting in major oil loss from all engines.
Another example is the case of removal and refitment of oil filler caps, which should require a
re-inspection of all oil filler caps after the last oil filler cap has supposedly been refitted.
2. Procedures should be established to detect and rectify maintenance errors that could, as
minimum, result in a failure, malfunction, or defect endangering the safe operation of the
aircraft if not performed properly. The procedure should identify the method for capturing
errors, and the maintenance tasks or processes concerned.
In order to determine the work items to be considered, the following maintenance tasks
should primarily be reviewed to assess their impact on safety:
• Installation, rigging and adjustments of flight controls,
• Installation of aircraft engines, propellers and rotors,
• Overhaul, calibration or rigging of components such as engines, propellers, transmissions
and gearboxes but additional information should also be processed, such as:
• Previous experiences of maintenance errors, depending on the consequence of the
failure,
• Information arising from the ‘occurrence reporting system’ required by 145.A.60,
• PCAA requirements for error capturing, if applicable.
3. In order to prevent omissions, every maintenance task or group of tasks should be signed-off.
To ensure the task or group of tasks is completed it should only be signed-off after
completion. Work by unauthorised personnel (i.e. temporary staff, trainee,) should be
checked by authorised personnel before they sign-off. The grouping of tasks for the purpose
of signing-off should allow critical steps to be clearly identified
Note: A “sign-off” is a statement by the competent person performing or supervising the work, that
the task or group of tasks has been correctly performed. A sign-off relates to one step in the
maintenance process and is therefore different to the release to service of the aircraft.
“Authorised personnel” means personnel formally authorised by the maintenance
organisation approved under ANO-145 to sign-off tasks. “Authorised personnel” are not
necessarily “certifying staff”.
4. The maintenance organisation should ensure that when carrying out a modification, repair
01/08/2017 54 ANO-145-AWRG-2.0
or maintenance, Critical Design Configuration Control Limitations are not compromised;

this will require the development of appropriate procedures where necessary by the
maintenance organisation. The maintenance organisation should pay particular attention
to possible adverse effects of any wiring change to the aircraft, even a change not
specifically associated with the fuel tank system. For example, it should be common
practice to identify segregation of fuel gauging system wiring as a Critical Design
Configuration Control Limitation.
Maintenance organisations can prevent adverse effects associated with wiring changes by
standardising maintenance practices through training, rather than by periodic inspection.
Training should be provided to end indiscriminate routing and splicing of wire and to provide
comprehensive knowledge of critical design features of fuel tank systems that would be
controlled by a Critical Design Configuration Control Limitation. Guidance is provided for
training to maintenance organisation personnel in Appendix IV to AMC to ANO-145.
The maintenance of ignition prevention features is necessary for the inherent safety
and reliability of an aircraft’s fuel tank system. The aircraft cannot be operated indefinitely
with the failure of an ignition prevention feature. The failure will have a direct adverse effect
on operational safety. It could prevent the continued safe flight and landing of the aircraft
or cause serious or fatal injury to the occupants. The fuel system review required will
identify ignition prevention features of the design. The failure of any of these features may
not immediately result in an unsafe condition, but it may warrant certain maintenance
to support continued airworthiness.
AMC 145.A.65(c)(1) Safety and quality policy, maintenance procedures and quality system
1. The primary objectives of the quality system are to enable the organisation to ensure that it
can deliver a safe product and that organisation remains in compliance with the
requirements.
2. An essential element of the quality system is the independent audit
3. The independent audit is an objective process of routine sample checks of all aspects of the
organisation’s ability to carry out all maintenance to the required standards and includes
some product sampling as this is the end result of the maintenance process. It represents an
objective overview of the complete maintenance related activities and is intended to
complement the 145.A.50 (a) requirement for certifying staff to be satisfied that all required
maintenance has been properly carried out before issue of the certificate of release to
service. Independent audits should include a percentage of random audits carried out on a
sample basis when maintenance is being carried out. This means some audits during the
night for those organisations that work at night.
4. Except as specified in sub-paragraphs 7 and 9, the independent audit should ensure that all
aspects of ANO-145 compliance are checked every 12 months and may be carried out as
a complete single exercise or subdivided over the 12 month period in accordance with a
scheduled plan. The independent audit does not require each procedure to be checked
against each product line when it can be shown that the particular procedure is
common to more than one product line and the procedure has been checked every 12
months without resultant findings. Where findings have been identified, the particular
procedure should be rechecked against other product lines until the findings have been
rectified after which the independent audit procedure may revert back to 12 monthly for the
particular procedure.
5. Except as specified otherwise in subparagraph 7, the independent audit should sample
check one product on each product line every 12 months as a demonstration of the
effectiveness of maintenance procedures compliance. It is recommended that procedures
and product audits be combined by selecting a specific product example, such as an aircraft
or engine or instrument and sample checking all the procedures and requirements
associated with the specific product example to ensure that the end result should be an
airworthy product.
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For the purpose of the independent audit, a product line includes any product under an
Appendix II approval class rating as specified in the approval schedule issued to the
particular organisation.
It therefore follows for example that a maintenance organisation approved under ANO-145
with a capability to maintain aircraft, repair engines, brakes and autopilots would need to
carry out four complete audit sample checks each year except as specified otherwise in
subparagraphs 5, 7 or 9.
6. The sample check of a product means to witness any relevant testing and visually
inspect the product and associated documentation. The sample check should not involve
repeat disassembly or testing unless the sample check identifies findings requiring such
action.
7. Except as specified otherwise in sub-paragraph 9, where the smallest organisation, that is an
organisation with a maximum of 10 personnel actively engaged in maintenance, chooses to
contract the independent audit element of the quality system in accordance with 145.A.65
(c)(1) it is conditional on the audit being carried out twice in every 12 month period.
8. Except as specified otherwise in sub‐paragraph 9, where the organisation has line stations
listed as per 145.A.75 the quality system should describe how these are integrated into the
system and include a plan to audit each listed line station at a frequency consistent with the
extent of flight activity at the particular line station. Except as specified otherwise in
sub‐paragraph 9 the maximum period between audits of a particular line station should not
exceed 12 months.
9. Except as specified otherwise in sub-paragraph 5, PCAA may agree to increase any of the
audit time periods specified in this AMC 145.A.65 (c)(1) by up to 100% provided that there is
no safety related findings and subject to being satisfied that the organisation has a good
record of rectifying findings in a timely manner.
10. A report should be raised each time an audit is carried out describing what was checked
and the resulting findings against applicable requirements, procedures and products.
11. The independence of the audit should be established by always ensuring that audits are
carried out by personnel not responsible for the function, procedure or products being
checked. It therefore follows that a large maintenance organisation approved under
ANO-145, being an organisation with more than about 500 maintenance staff should have
a dedicated quality audit group whose sole function is to conduct audits, raise finding
reports and follow up to check that findings are being rectified. For the medium sized
maintenance organisation approved under ANO‐145, being an organisation with less than
about 500 maintenance staff, it is acceptable to use competent personnel from one
section/department not responsible for the production function, procedure or product to
audit the section/department that is responsible subject to the overall planning and
implementation being under the control of the quality manager. Organisations with a
maximum of 10 maintenance staff actively engaged in carrying out maintenance may
contract the independent audit element of the quality system to another organisation or a
qualified and competent person approved by the Competent Authority.
AMC 145.A.65(c)(2) Safety and quality policy, maintenance procedures and quality system
1. An essential element of the quality system is the quality feedback system.
2. The quality feedback system may not be contracted to outside persons. The principle
function of the quality feedback system is to ensure that all findings resulting from the
independent quality audits of the organisation are properly investigated and corrected in a
timely manner and to enable the accountable manager to be kept informed of any safety
issues and the extent of compliance with ANO-145.
3. The independent quality audit reports referenced in AMC 145.A.65(c)(1) sub-paragraph 10
should be sent to the relevant department(s) for rectification action giving target
rectification dates. Rectification dates should be discussed with such department(s)
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before the quality department or nominated quality auditor confirms such dates in the
report. The relevant department(s) are required by 145.A.65(c)(2) to rectify findings and
inform the quality department or nominated quality auditor of such rectification.
4. The accountable manager should hold regular meetings with staff to check progress on
rectification except that in the large organisations such meetings may be delegated on a
day to day basis to the quality manager subject to the accountable manager meeting at
least twice per year with the senior staff involved to review the overall performance and
receiving at least a half yearly summary report on findings of non-compliance.
5. All records pertaining to the independent quality audit and the quality feedback system should
be retained for at least 2 years after the date of clearance of the finding to which they
refer or for such periods as to support changes to the AMC 145.A.65(c)(1) sub-paragraph 9
audit time periods, whichever is the longer.
GM 145.A.65(c)(1) Safety and quality policy, maintenance procedures and quality system
1. The purpose of this GM is to give guidance on just one acceptable working audit plan to
meet part of the needs of 145.A.65 (c)1. There is any number of other acceptable working
audit plans.
2. The proposed plan lists the subject matter that should be covered by the audit and
attempts to indicate applicability in the various types of workshops and aircraft facilities.
The list should therefore be tailored for the particular situation and more than one list may
be necessary. Each list should be shown against a timetable to indicate when the particular
item is scheduled for audit and when the audit was completed.
ENGINE MECH AVIONIC

PARA Comment HANGAR
Workshop Workshop Workshop
145.A.25 Yes Yes Yes Yes
2.1 MOE Yes Yes Yes Yes
2.10 MOE Yes No No No
2.17 MOE if appl if appl if appl if appl
01/08/2017 57 ANO-145-AWRG-2.0

2.22 MOE Yes Yes No No
L2.1 MOE if appl No No No
3.11 MOE if appl if appl if appl No
3.12 MOE Yes Yes No No
145.A.95 if appl if appl if appl if appl
Note 1: ‘if appl’ means if applicable or relevant.
Note 2: In the line station case all line stations should be audited at the frequency agreed
with the Competent Authority within the limits of AMC 145.A.65(c)(1).
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mn
ANO 145.A.70 Maintenance Organisation Exposition

(a) "Maintenance organisation exposition" means the document or documents that contain the
material specifying the scope of work deemed to constitute approval and showing how the
organisation intends to comply with this Part. The organisation shall provide PCAA with a
maintenance organisation exposition, containing the following information:
1. A statement signed by the accountable manager confirming that the maintenance
organisation exposition and any referenced associated manuals define the
organisation's compliance with this ANO and will be complied with at all times.
When the accountable manager is not the chief executive officer of the
organisation then such chief executive officer shall countersign the statement;
2. the organisation's safety and quality policy as specified by 145.A.65;
3. the title(s) and name(s) of the persons nominated under 145.A.30(b);
4. the duties and responsibilities of the persons nominated under 145.A.30(b),
including matters on which they may deal directly with the competent authority on
behalf of the organisation;
5. an organisation chart showing associated chains of responsibility between the
persons nominated under 145.A.30(b);
6. a list of certifying staff and support staff;
7. a general description of manpower resources;
8. a general description of the facilities located at each address specified in the
organisation's approval certificate;
9. a specification of the organisation's scope of work relevant to the extent of approval;
10. the notification procedure of 145.A.85 for organisation changes;
11. the maintenance organisation exposition amendment procedure;
12. the procedures and quality system established by the organisation under 145.A.25 to
145.A.90;
13. a list of commercial operators, where applicable, to which the organisation
provides an aircraft maintenance service;
14. a list of subcontracted organisations, where applicable, as specified in 145.A.75(b);
15. a list of line stations, where applicable, as specified in 145.A.75(d);
16. a list of contracted organisations, where applicable.
(b) The exposition shall be amended as necessary to remain an up-to-date description of the
organisation. The exposition and any subsequent amendment shall be approved by the
PCAA.
(c) Notwithstanding paragraph (b) minor amendments to the exposition may be approved
through an exposition procedure (hereinafter called indirect approval).
(d) The exposition shall refer to the Safety Management System Manual (SMSM).
AMC 145.A.70(a) Maintenance organisation exposition

The following information should be included in the maintenance organisation exposition:
The information specified in 145.A.70(a) subparagraphs (6) and (12) to (16) inclusive, whilst a part
of the maintenance organisation exposition, may be kept as separate documents or on
separate electronic data files subject to the management part of said exposition containing a
clear cross-reference to such documents or electronic data files.
The exposition should contain the information, as applicable, specified in this AMC. The
information may be presented in any subject order as long as all applicable subjects are
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covered. Where an organisation uses a different format, for example, to allow the exposition to
serve for more than one approval, then the exposition should contain a cross-reference Annex
using this list as an index with an explanation as to where the subject matter can be found in the
exposition.
The exposition should contain information, as applicable, on how the maintenance organisation
complies with Critical Design Configuration Control Limitations’ (CDCCL) instructions.
Small maintenance organisations may combine the various items to form a simple exposition
more relevant to their needs.
The operator may use electronic data processing (EDP) for publication of the maintenance
organisation exposition. The maintenance organisation exposition should be made available to
PCAA in a form acceptable to the Authority. Attention should be paid to the compatibility of
EDP publication systems with the necessary dissemination of the maintenance organisation
exposition, both internally and externally.
PART 0 GENERAL ORGANISATION
This section is reserved for those maintenance organisations approved under ANO-145 who are
also operators within PCAA.
PART 1 MANAGEMENT
1.1 Corporate commitment by the accountable manager
1.2 Safety and quality policy
1.3 Management personnel
1.4 Duties and responsibilities of the management personnel
1.5 Management organisation chart
1.6 List of certifying staff and support staff
1.7 Manpower resources
1.8 General description of the facilities at each address intended to be approved
1.9 Organisations intended scope of work
1.10 Notification procedure to PCAA regarding changes to the organisation’s
activities/approval/location/personnel.
1.11 Exposition amendment procedures including, if applicable, delegated procedures
PART 2 MAINTENANCE PROCEDURES

2.1 Supplier evaluation and subcontract control procedure
2.2 Acceptance/inspection of aircraft components and material from outside contractors
2.3 Storage, tagging and release of aircraft components and material to aircraft maintenance
2.4 Acceptance of tools and equipment
2.5 Calibration of tools and equipment
2.6 Use of tooling and equipment by staff (including alternate tools)
2.7 Cleanliness standards of maintenance facilities
2.8 Maintenance instructions and relationship to aircraft/aircraft component manufacturers’
instructions including updating and availability to staff
2.9 Repair procedure
2.10 Aircraft maintenance programme compliance
2.11 Airworthiness directives procedure
2.12 Optional modification procedure
2.13 Maintenance documentation in use and completion of same
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2.14 Technical record control

2.15 Rectification of defects arising during base maintenance
2.16 Release to service procedure
2.17 Records for the operator
2.18 Reporting of defects to the competent authority/operator/manufacturer
2.19 Return of defective aircraft components to store
2.20 Defective components to outside contractors
2.21 Control of computer maintenance record systems
2.22 Control of manhour planning versus scheduled maintenance work
2.23 Control of critical tasks
2.24 Reference to specific maintenance procedures such as Engine running procedures, Aircraft
pressure run procedures Aircraft towing procedures Aircraft taxiing procedures
2.25 Procedures to detect and rectify maintenance errors.
2.26 Shift/task handover procedures
2.27 Procedures for notification of maintenance data inaccuracies and ambiguities, to the type
certificate holder
2.28 Production planning procedures
PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

L2.1 Line maintenance control of aircraft components, tools, equipment, etc.
L2.2 Line maintenance procedures related to servicing/fuelling/de-icing, including inspection
for/removal of de-icing/anti-icing fluid residues, etc.
L2.3 Line maintenance control of defects and repetitive defects L2.4 Line procedure for
completion of technical log
L2.5 Line procedure for pooled parts and loan parts

L2.6 Line procedure for return of defective parts removed from aircraft L2.7 Line procedure control
of critical tasks
PART 3 QUALITY SYSTEM PROCEDURES

3.1 Quality audit of organisation procedures
3.2 Quality audit of aircraft
3.3 Quality audit remedial action procedure
3.4 Certifying staff and support staff qualification and training procedures
3.5 Certifying staff and support staff records
3.6 Quality audit personnel
3.7 Qualifying inspectors
3.8 Qualifying mechanics
3.9 Aircraft or aircraft component maintenance tasks exemption process control
3.10 Concession control for deviation from organisations’ procedures
3.11 Qualification procedure for specialised activities such as NDT welding, etc.
3.12 Control of manufacturers’ and other maintenance working teams
3.13 Human factors training procedure
3.14 Competence assessment of personnel
PART 4
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4.1 Contracting operators

4.2 Operator procedures and paperwork
4.3 Operator record completion
PART 5
5.1 Sample of documents
5.2 List of Subcontractors as per 145.A.75 (b)
5.3 List of Line maintenance locations as per 145.A.75 (d)
5.4 List of contracted organisations as per 145.A.70(a)(16)
PART 6 OPERATORS MAINTENANCE PROCEDURES

This section is reserved for those maintenance organisations approved under ANO-‐145 who are also
operators.
PART 7
(Reserved)
PART 8
(Reserved)
GM 145.A.70(a) Maintenance organisation exposition

1. The purpose of the maintenance organisation exposition (MOE) is to set forth the
procedures, means and methods of the organisation.
2. Compliance with its contents will assure compliance with the requirements of ANO-145,
which is a prerequisite to obtaining and retaining a maintenance organisation approval
certificate.
3. 145.A.70 (a)(1) to (a)(11) constitutes the ‘management’ part of the MOE and therefore could
be produced as one document and made available to the person(s) specified under
145.A.30 (b) who should be reasonably familiar with its contents. 145.A.70(a)(6) list of
certifying staff and B1 and B2 support staff may be produced as a separate document.
4. 145.A.70 (a)(12) constitutes the working procedures of the organisation and therefore as
stated in the requirement may be produced as any number of separate procedures
manuals. It should be remembered that these documents should be cross-referenced from
the management MOE.
5. Personnel are expected to be familiar with those parts of the manuals that are relevant to the
maintenance work they carry out.
6. The organisation should specify in the MOE who should amend the manual particularly in
the case where there are several parts.
7. The quality manager should be responsible for monitoring the amendment of the MOE,
unless otherwise agreed by PCAA, including associated procedures manuals and
submission of the proposed amendments to PCAA. However, PCAA may agree via a
procedure stated in the amendment section of the MOE that some defined class of
amendments may be incorporated without prior approval by PCAA.
8. The MOE should cover four main parts:
(a) The management MOE covering the parts specified earlier.
(b) The maintenance procedures covering all aspects of how aircraft components
may be accepted from outside sources and how aircraft will be maintained to the
required standard.
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(c) The quality system procedures including the methods of qualifying mechanics,
inspection, certifying staff and quality audit personnel.
(d) Contracting operator procedures and paperwork.
9. The accountable manager’s exposition statement as specified under 145.A.70 (a)(1) should
embrace the intent of the following paragraph and in fact this statement may be used
without amendment. Any modification to the statement should not alter the intent.
This exposition and any associated referenced manuals define the organisation and procedures
upon which the (Competent Authority*) ANO-‐145 approval is based as required by 145.A.70.
These procedures are approved by the undersigned and should be complied with, as applicable,
when work orders are being progressed under the terms of the ANO-‐145 approval.
It is accepted that these procedures do not override the necessity of complying with any new
or amended regulation published by the (competent authority*) from time to time where these
new or amended regulations are in conflict with these procedures.
It is understood that the (Competent Authority*) will approve this organisation whilst the
(Competent Authority*) is satisfied that the procedures are being followed and work standards
maintained. It is further understood that the (Competent Authority*) reserves the right to
suspend, limit or revoke the approval of the organisation if the (Competent Authority*) has
evidence that procedures are not followed or standards not upheld.
Signed ........................................
Dated ..........................................
Accountable Manager and...... (quote position)........................

For and on behalf of........ (quote organisation’s name)..................................................
NOTE: Where it states (Competent Authority*) please insert the actual name of the Competent
Authority, for example, EASA, CAA--‐NL, LBA, DGAC, CAA, etc.
Whenever the accountable manager changes, it is important to ensure that the new
accountable manager signs the paragraph 9 statement at the earliest opportunity.
Failure to carry out this action could invalidate the ANO‐145 approval.
10. When an organisation is approved against any other Part containing a requirement for an
exposition, a supplement covering the differences will suffice to meet the requirements
except that the supplement should have an index showing where those parts missing from
the supplement are covered.
AMC 145.A.70(d) Maintenance organisation exposition

The Maintenance organization exposition should include a reference to the Safety
Management Manual. As the Competent Authority issue specific approvals for each Safety
Management System, the Safety Management Manual should be issued as a specific manual and
not be integrated within the Maintenance organization exposition.
ANO 145.A.75 Privileges of the organisation

In accordance with the exposition, the organisation shall be entitled to carry out the following tasks:
(a) Maintain any aircraft and/or component for which it is approved at the locations identified
in the approval certificate and in the exposition;
(b) Arrange for maintenance of any aircraft or component for which it is approved at another
organisation that is working under the quality system of the organisation. This refers to
work being carried out by an organisation not itself appropriately approved to carry out such
maintenance under this ANO and is limited to the work scope permitted under 145.A.65(b)
procedures. This work scope shall not include a base maintenance check of an aircraft or a
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complete workshop maintenance check or overhaul of an engine or engine module;

(c) Maintain any aircraft or any component for which it is approved at any location subject to
the need for such maintenance arising either from the unserviceability of the aircraft or
from the necessity of supporting occasional line maintenance, subject to the conditions
specified in the exposition;
(d) Maintain any aircraft and/or component for which it is approved at a location identified as a
line maintenance location capable of supporting minor maintenance and only if the
organisation exposition both permits such activity and lists such locations;
(e) Issue certificates of release to service in respect of completion of maintenance in accordance
with 145.A.50.
AMC 145.A.75(b) Privileges of the organisation

1. Working under the quality system of an organisation appropriately approved under ANO-145
(sub contracting) refers to the case of one organisation, not itself appropriately approved to
ANO-145 that carries out aircraft line maintenance or minor engine maintenance or
maintenance of other aircraft components or a specialised service as a subcontractor for an
organisation appropriately approved under ANO‐145. To be appropriately approved to
subcontract the organisation should have a procedure for the control of such subcontractors
as described below. Any approved maintenance organisation that carries out maintenance
for another approved maintenance organisation within its own approval scope is not
considered to be subcontracting for the purpose of this paragraph.
2. Maintenance of engines or engine modules other than a complete workshop maintenance
check or overhaul is intended to mean any maintenance that can be carried out without
disassembly of the core engine or, in the case of modular engines, without disassembly of
any core module.
3. FUNDAMENTALS OF SUB-CONTRACTING UNDER ANO‐145
3.1 The fundamental reasons for allowing an organisation approved under ANO-145 to
sub-contract certain maintenance tasks are:
(a) To permit the acceptance of specialised maintenance services, such as, but
not limited to, plating, heat treatment, plasma spray, fabrication of specified
parts for minor repairs / modifications, etc., without the need for direct
approval by PCAA in such cases.
(b) To permit the acceptance of aircraft maintenance up to but not including a
base maintenance check as specified in 145.A.75(b) by organisations not
appropriately approved under ANO‐145 when it is unrealistic to expect direct
approval by PCAA. PCAA will determine when it is unrealistic but in general it
is considered unrealistic if only one or two organisations intend to use the
sub-contract organisation.
(c) To permit the acceptance of component maintenance.
(d) To permit the acceptance of engine maintenance up to but not including a
workshop maintenance check or overhaul of an engine or engine module
as specified in 145.A.75(b) by organisations not appropriately approved
under ANO‐145 when it is unrealistic to expect direct approval by the
Competent Authority. The determination of unrealistic is as per sub-paragraph
(b).
3.2 When maintenance is carried out under the sub‐contract control system it means that
for the duration of such maintenance, the ANO-145 approval has been temporarily
extended to include the sub-contractor. It therefore follows that those parts of the sub-
contractor`s facilities personnel and procedures involved with the maintenance
organisation’s products undergoing maintenance should meet ANO-145 requirements
for the duration of that maintenance and it remains the organisation’s responsibility
to ensure such requirements are satisfied.
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3.3 For the criteria specified in sub‐paragraph 3.1 the organisation is not required to have
complete facilities for maintenance that it needs to sub-contract but it should have its
own expertise to determine that the sub-contractor meets the necessary standards.
However an organisation cannot be approved unless it has the in-house facilities,
procedures and expertise to carry out the majority of maintenance for which it
wishes to be approved in terms of the number of class ratings.
3.4 The organisation may find it necessary to include several specialist sub-contractors
to enable it to be approved to completely certify the release to service of a particular
product. Examples could be specialist welding, electroplating, painting etc. To
authorise the use of such subcontractors, PCAA will need to be satisfied that the
organisation has the necessary expertise and procedures to control such sub-
contractors.
3.5 An organisation working outside the scope of its approval schedule is deemed to be not
approved. Such an organisation may in this circumstance operate only under the sub-
contract control of another organisation approved under ANO‐145.
3.6 Authorisation to sub‐contract is indicated by PCAA accepting the maintenance
organisation exposition containing a specific procedure on the control of sub-
contractors.
4. PRINCIPLE ANO-145 PROCEDURES FOR THE CONTROL OF SUB‐CONTRACTORS NOT
APPROVED UNDER ANO-145
4.1 A pre-audit procedure should be established whereby the maintenance organisations’
subcontract control section, which may also be the 145.A.65(c) quality system
independent audit section, should audit a prospective subcontractor to determine
whether those services of the subcontractor that it wishes to use meets the intent of
ANO-145.
4.2 The organisation approved under ANO-145 needs to assess to what extent it will use
the sub-contractor`s facilities. As a general rule the organisation should require its
own paperwork, approved data and material/spare parts to be used, but it could
permit the use of tools, equipment and personnel from the sub-contractor as long as
such tools, equipment and personnel meet the requirement of ANO-145. In the case
of sub-contractors who provide specialised services it may for practical reasons be
necessary to use their specialised services personnel, approved data and material
subject to acceptance by the organisation approved under ANO‐145.
4.3 Unless the sub-contracted maintenance work can be fully inspected on receipt by the
organisation approved under ANO-145 it will be necessary for such organisation to
supervise the inspection and release from the sub-contractor. Such activities should
be fully described in the organisation procedure. The organisation will need to
consider whether to use its own staff or authorise the sub‐contractor's staff.
4.4 The certificate of release to service may be issued either at the sub-contractor or at the
organisation facility by staff issued a certification authorisation in accordance
with ANO 145.A.30 as appropriate, by the organisation approved under ANO‐145.
Such staff would normally come from the organisation approved under ANO‐145 but
may otherwise be a person from the sub-contractor who meets the approved
maintenance organisation certifying staff standard which itself is approved by PCAA
via the maintenance organisation exposition. The certificate of release to service and
the PCAA Form 1 will always be issued under the maintenance organisation
approval reference.
4.5 The sub-contract control procedure will need to record audits of the sub-contractor, to
have a corrective action follow up plan and to know when sub-contractors are being
used. The procedure should include a clear revocation process for sub-contractors
who do not meet the ANO-145 approved maintenance organisation’s requirements.
4.6 The ANO-145 quality audit staff will need to audit the sub-contract control section and
sample audit sub-contractors unless this task is already carried out by the quality audit
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staff as stated in sub-paragraph 4.1.

4.7 The contract between the ANO-145 approved maintenance organisation and the
sub-contractor should contain a provision for the PCAA to have right of access to the
sub-contractor.
ANO 145.A.80 Limitations on the organisation

The organisation shall only maintain an aircraft or component for which it is approved when
all the necessary facilities, equipment, tooling, material, maintenance data and certifying staff are
available.
AMC 145.A.80 Limitations on the organisation

This paragraph is intended to cover the situation where the larger organisation may temporarily
not hold all the necessary tools, equipment etc, for an aircraft type or variant specified in the
organisation's approval. This paragraph means that PCAA need not amend the approval to delete
the aircraft type or variants on the basis that it is a temporary situation and there is a commitment
from the organisation to re‐acquire tools, equipment etc before maintenance on the type may
recommence.
ANO 145.A.85 Changes to the organisation
The organisation shall notify the competent authority of any proposal to carry out any of the
following changes before such changes take place to enable the competent authority to
determine continued compliance with this Part and to amend, if necessary, the approval
certificate, except that in the case of proposed changes in personnel not known to the
management beforehand, these changes must be notified at the earliest opportunity:
1. the name of the organisation;
2. the main location of the organisation;
3. additional locations of the organisation;
4. the accountable manager;
5. any of the persons nominated under 145.A.30(b);
6. the facilities, equipment, tools, material, procedures, work scope or certifying staff that
could affect the approval.
ANO 145.A.90 Continued validity

(a) An approval shall be issued or renewed for a maximum period of one year. It shall remain
valid subject to:
1. the organisation remaining in compliance with ANO-145, in accordance with the
provisions related to the handling of findings as specified under point 145.B.50; and the
competent authority being granted access to the organisation to determine continued
compliance with this ANO and the certificate not being surrendered or revoked.
(b) Upon surrender or revocation, the approval shall be returned to PCAA.
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APPENDICES TO THE
IMPLEMENTING RULES
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Appendix I
Authorised Release Certificate - PCAA Form 1
These instructions relate only to the use of the PCAA Form 1 for maintenance purposes. Attention is
drawn to the applicable PCAA regulation which covers the use of the PCAA Form 1 for production
purposes.
1. PURPOSE AND USE
1.1 The primary purpose of the Certificate is to declare the airworthiness of maintenance
work undertaken on products, parts and appliances (hereafter referred to as ‘item(s)’).
1.2 Correlation must be established between the Certificate and the item(s). The originator
must retain a Certificate in a form that allows verification of the original data.
1.3 The Certificate is acceptable to many airworthiness authorities, but may be dependent
on the existence of bilateral agreements and/or the policy of the airworthiness authority.
The ‘approved design data’ mentioned in this Certificate then means approved by the
airworthiness authority of the importing country.
1.4 The Certificate is not a delivery or shipping note.
1.5 Aircraft are not to be released using the Certificate.
1.6 The Certificate does not constitute approval to install the item on a particular aircraft,
engine, or propeller but helps the end user determine its airworthiness approval status.
1.7 A mixture of production released and maintenance released items is not permitted on
the same Certificate.
2. GENERAL FORMAT
2.1 The Certificate must comply with the format (Kindly visit PCAA website at
www.caapakistan.com.pk to download the latest version of PCAA Form 1 under
reference CAAF-601-AWRG) including block numbers and the location of each block.
The size of each block may however be varied to suit the individual application, but not
to the extent that would make the Certificate unrecognisable.
2.2 The Certificate must be in ‘landscape’ format but the overall size may be significantly
increased or decreased so long as the Certificate remains recognisable and legible. If
in doubt consult PCAA.
2.3 The User/Installer responsibility statement can be placed on either side of the form.
2.4 All printing must be clear and legible to permit easy reading.
2.5 The Certificate may either be pre-printed or computer generated but in either case the
printing of lines and characters must be clear and legible and in accordance with the
defined format.
2.6 The Certificate should be in English, and if appropriate, in one or more other
languages.
2.7 The details to be entered on the Certificate may be either machine/computer printed or
hand-written using block letters and must permit easy reading.
2.8 Limit the use of abbreviations to a minimum, to aid clarity.
2.9 The space remaining on the reverse side of the Certificate may be used by the
originator for any additional information but must not include any certification statement.
Any use of the reverse side of the Certificate must be referenced in the appropriate
block on the front side of the Certificate
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3. COPIES
3.1 There is no restriction in the number of copies of the Certificate sent to the customer or
retained by the originator.
4. ERROR(S) ON A CERTIFICATE
4.1 If an end-user finds an error(s) on a Certificate, he must identify it/them in writing to the
originator. The originator may issue a new Certificate only if the error(s) can be verified
and corrected.
4.2 The new Certificate must have a new tracking number, signature and date.
4.2 The request for a new Certificate may be honoured without re-verification of the item(s)
condition. The new Certificate is not a statement of current condition and should refer
to the previous Certificate in block 12 by the following statement; “This Certificate
corrects the error(s) in block(s) [enter block(s) corrected] of the Certificate [enter
original tracking number] dated [enter original issuance date] and does not cover
conformity/condition/release to service”. Both Certificates should be retained according
to the retention period associated with the first.
5. COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR
Block 1:
“Pakistan Civil Aviation Authority (PCAA)”
Block 2 PCAA Form 1 header:

“AUTHORISED RELEASE CERTIFICATE
PCAA FORM 1”
Block 3 Form Tracking Number:
Enter the unique number established by the numbering system/procedure of the organisation
identified in block 4; this may include alpha/numeric characters.
Block 4 Organisation Name and Address:

Enter the full name and address of the approved organisation (refer to PCAA Form 3) releasing
the work covered by this Certificate. Logos, etc., are permitted if the logo can be contained
within the block.
Block 5 Work Order/Contract/Invoice:

To facilitate customer traceability of the item(s), enter the work order number, contract number,
invoice number, or similar reference number.
Block 6 Item:
Enter line item numbers when there is more than one line item. This block permits easy cross-
referencing to the Remarks block 12.
Block 7 Description:
Enter the name or description of the item. Preference should be given to the term used in the
instructions for continued airworthiness or maintenance data (e.g. Illustrated Parts Catalogue,
Aircraft Maintenance Manual, Service Bulletin, Component Maintenance Manual).
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Block 8 Part Number:

Enter the part number as it appears on the item or tag/packaging. In case of an engine or
propeller the type designation may be used.
Block 9 Quantity:
State the quantity of items.
Block 10 Serial Number:

If the item is required by regulations to be identified with a serial number, enter it here.
Additionally, any other serial number not required by regulation may also be entered. If there is
no serial number identified on the item, enter “N/A”.
Block 11 Status/Work:
The following describes the permissible entries for block 11. Enter only one of these terms –
where more than one may be applicable, use the one that most accurately describes the
majority of the work performed and/or the status of the article.
(i) Overhauled: Means a process that ensures the item is in complete conformity with
all the applicable service tolerances specified in the type certificate holder’s, or
equipment manufacturer’s instructions for continued airworthiness, or in the data which
is approved or accepted by the Authority. The item will be at least disassembled,
cleaned, inspected, repaired as necessary, reassembled and tested in accordance with
the above specified data.
(ii) Repaired: Rectification of defect(s) using an applicable standard*.
(iii) Inspected / Tested: Examination, measurement, etc. in accordance with an
applicable standard* (e.g. visual inspection, functional testing, bench testing etc.).
(iv) Modified: Alteration of an item to conform to an applicable standard*.
*Applicable standard means a manufacturing / design / maintenance / quality standard, method,

technique or practice approved by or acceptable to PCAA. The applicable standard shall be
described in block 12.
Block 12 Remarks:
Describe the work identified in block 11, either directly or by reference to supporting
documentation, necessary for the user or installer to determine the airworthiness of item(s) in
relation to the work being certified. If necessary, a separate sheet may be used and referenced
from the main PCAA Form 1. Each statement must clearly identify which item(s) in block 6 it
relates to.
Examples of information to be entered in block 12 are:

(i) Maintenance data used, including the revision status and reference.
(ii) Compliance with airworthiness directives or service bulletins.
(iii) Repairs carried out.
(iv) Modifications carried out.
(v) Replacement parts installed.
(vi) Life limited parts status.
(vii) Deviations from the customer work order.
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(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance

requirement.
(ix) Information needed to support shipment with shortages or re-assembly after delivery.
(x) For maintenance organisations approved in accordance with Subpart F of ANO-M, the
component certificate of release to service statement referred to in point ANO.M.A.613:
“Certifies that, unless otherwise specified in this block, the work identified in block 11
and described in this block was accomplished in accordance to the requirements of
Section A, Subpart F of ANO-M and in respect to that work the item is considered
ready for release to service. THIS IS NOT A RELEASE UNDER ANO-145.”
If printing the data from an electronic PCAA Form 1, any appropriate data not fit for other blocks
should be entered in this block.
Block 13a-13e:
General Requirements for Blocks 13a-13e: Not used for maintenance release. Shade, darken,
or otherwise mark to preclude inadvertent or unauthorised use.
Block 14a:
Mark the appropriate box(es) indicating which regulations apply to the completed work. If the
box “other regulations specified in block 12” is marked, then the regulations of the other
airworthiness authority(ies) must be identified in block 12. At least one box must be marked, or
both boxes may be marked, as appropriate.
For all maintenance carried out by maintenance organisations approved in accordance with
Section A, Subpart F of ANO-M, the box “other regulation specified in block 12” shall be ticked
and the certificate of release to service statement made in block 12. In that case, the
certification statement “unless otherwise specified in this block” is intended to address the
following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by ANO-M.
(c) Where the maintenance was carried out in accordance with a requirement other than
that specified in ANO-M. In this case block 12 shall specify the particular national
regulation.
For all maintenance carried out by maintenance organisations approved in accordance with
Section A of ANO-145, the certification statement “unless otherwise specified in block 12” is
intended to address the following cases;
(a) Where the maintenance could not be completed.
(b) Where the maintenance deviated from the standard required by ANO-145.
(c) Where the maintenance was carried out in accordance with a requirement other than
that specified in ANO-145. In this case block 12 shall specify the particular national
regulation.
Block 14b Authorised Signature:
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This space shall be completed with the signature of the authorised person. Only persons
specifically authorised under the rules and policies of PCAA are permitted to sign this block. To
aid recognition, a unique number identifying the authorised person may be added.
Block 14c Certificate/Approval Number:

Enter the Certificate/Approval number/reference. This number or reference is issued by PCAA.
Block 14d Name:

Enter the name of the person signing block 14b in a legible form.
Block 14e Date:

Enter the date on which block 14b is signed, the date must be in the format dd = 2 digit day,
mmm = first 3 letters of the month, yyyy = 4 digit year
User/Installer Responsibilities:
Place the following statement on the Certificate to notify end users that they are not relieved of
their responsibilities concerning installation and use of any item accompanied by the form:
“THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO

INSTALL.
WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH

REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT THAN PCAA, IT IS
ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS
AUTHORITY ACCEPTS ITEMS FROM PCAA.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION

CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN
AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH THE NATIONAL
REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.”
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AMC to Appendix I to Implementing Rules – Use of PCAA Form 1 for Maintenance
1. The following formats of an issued PCAA Form 1 or equivalent certificate are acceptable:
•
•
A paper certificate bearing a signature (both originals and copies are accepted);
A paper certificate generated from an electronic system (printed from electronically
•
stored data) when complying with the following subparagraph 2;
An electronic PCAA Form 1 or equivalent when complying with the following
subparagraph 2.
2. Electronic signature and electronic exchange of PCAA Form 1
(a) Submission to PCAA
Any organisation intending to implement an electronic signature procedure to issue PCAA Form
1 and/or to exchange electronically such data contained on PCAA Form 1 should document it
and submit it to PCAA as part of the documents attached to its exposition.
(b) Characteristics of the electronic system generating PCAA Form 1
The electronic system should:
•
•
guarantee secure access for each certifying staff;
ensure integrity and accuracy of the data certified by the signature on the form and be
able to show evidence of the authenticity of PCAA Form 1 (recording and record
•
keeping) with suitable security, safeguards and backups;
•
be active only at the location where the part is being released with a PCAA Form 1;
•
not permit to sign a blank form;
provide a high degree of assurance that the data has not been modified after signature
(if modification is necessary after issuance, i.e., re-certification of a part, a new form
•
with a new number and reference to the initial issuance should be made).
provide for a ‘personal’ electronic signature, identifying the signatory. The signature
should be generated only in presence of the signatory.
An electronic signature means data in electronic form which is attached to or logically

associated with other electronic data and which serves as a method of authentication and
should meet the following criteria:
•
•
it is uniquely linked to the signatory;
•
it is capable of identifying the signatory;
it is created using means that the signatory can maintain under his sole control.
This electronic signature should be an electronically generated value based on a cryptographic

algorithm and appended to data in a way to enable the verification of the data’s source and
integrity.
Organisation(s) are reminded that additional PCAA requirements may need to be satisfied
when operating electronic systems. The electronic system should be based on a policy and
management structure (confidentiality, integrity and availability), such as:
•
•
Administrators, signatories;
•
Scope of authorisation, rights;
•
Password and secure access, authentication, protections, confidentiality;
•
Track changes;
•
Minimum blocks to be completed, completeness of information;
•
Archives;
etc.
The electronic system generating PCAA Form 1 may contain additional data such as;
01/08/2017 77 ANO-145-AWRG-2.0
•
•
Manufacturer code;
•
Customer identification code;
•
Workshop report;
•
Inspection results;
etc.
(c) Characteristics of PCAA Form 1 generated from the electronic system
To facilitate understanding and acceptance of PCAA Form 1 released with an electronic

signature, the following statement should be in Block 14b: ‘Electronic Signature on File’.
In addition to this statement, it is accepted to print or display a signature in any form, such as a
representation of the hand-written signature of the person signing (i.e. scanned signature) or a
representation of their name.
When printing the electronic form, PCAA Form 1 should meet the general format as specified in
Appendix I to ANO-145. A watermark-type ‘PRINTED FROM ELECTRONIC FILE’ should be
printed on the document.
When the electronic file contains a hyperlink to data required to determine the airworthiness of
the item(s), the data associated to the hyperlink, when printed, should be in a legible format and
be identified as a reference from PCAA Form 1.
Additional information not required by PCAA Form 1 completion instructions may be added to
the printed copies of PCAA Form 1, as long as the additional data do not prevent a person from
filling out, issuing, printing, or reading any portion of PCAA Form 1. This additional data should
be provided only in block 12 unless it is necessary to include it in another block to clarify the
content of that block.
(d) Electronic exchange of the electronic PCAA Form 1
The electronic exchange of the electronic PCAA Form 1 should be accomplished on a voluntary
basis. Both parties (issuer and receiver) should agree on electronic transfer of PCAA Form 1.
For that purpose, the exchange needs to include:
• all data of PCAA Form 1, including referenced data required by PCAA Form 1
•
completion instructions;
all data required for authentication of PCAA Form 1.
In addition, the exchange may include:
•
•
data necessary for the electronic format;
additional data not required by PCAA Form 1 completion instructions, such as
manufacturer code, customer identification code.
The system used for the exchange of the electronic PCAA Form 1 should provide:
• A high level of digital security; the data should be protected, not altered or not
•
corrupted;
Traceability of data back to its source.
Trading partners wishing to exchange PCAA Form 1 electronically should do so in accordance

with the means of compliance stated in this document. It is recommended that they use an
established, common, industry method such as Air Transport Association (ATA) Spec 2000
Chapter 16.
The organisation(s) are reminded that additional PCAA requirements may need to be satisfied
when operating the electronic exchange of the electronic PCAA Form 1.
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The receiver should be capable of regenerating PCAA Form 1 from the received data without
alteration; if not, the system should revert back to the paper system.
When the receiver needs to print the electronic form, refer to subparagraph (c) here above.
GM to Appendix I to Implementing Rules – Use of PCAA Form 1 for Maintenance
PCAA Form 1 Block 12 ‘Remarks’
Examples of data to be entered in this block as appropriate:-
• Maintenance documentation used, including the revision status, for all work performed
and not limited to the entry made in block 11. A statement such as ‘in accordance with
•
the CMM’ is not acceptable.
•
NDT methods with appropriate documentation used when relevant.
•
Compliance with airworthiness directives or service bulletins.
•
Repairs carried out.
•
Modifications carried out.
•
Replacement parts installed.
•
Life-limited parts status.
•
Shelf life limitations.
•
Deviations from the customer work order.
Release statements to satisfy a foreign Civil Aviation Authority maintenance
•
requirement.
•
Information needed to support shipment with shortages or re-assembly after delivery.
References to aid traceability, such as batch numbers.”
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Appendix II
Organisations Approval Class and Rating System
1. Except as stated otherwise for the smallest organisation in paragraph 12, Table 1 outlines the full
extent of approval possible under ANO 145 in a standardised form. An organisation must be
granted an approval ranging from a single class and rating with limitations to all classes and
ratings with limitations.
2. In addition to Table 1, the ANO 145 approved maintenance organisation is required by ANO
145.A.20 to indicate scope of work in the maintenance organisation exposition. See also
paragraph 11.
3. Within the approval class(es) and rating(s) granted by PCAA, the scope of work specified in the
maintenance organisation exposition defines the exact limits of approval. It is therefore essential
that the approval class(es) and rating(s) and the organisation's scope of work are compatible.
4. A category ‘A’ class rating means that the maintenance organisation approved in accordance with
ANO 145 may carry out maintenance on the aircraft and any component (including engines
and/or APUs), in accordance with aircraft maintenance data or, if agreed by PCAA, in accordance
with component maintenance data, only whilst such components are fitted to the aircraft.
Nevertheless, such ‘A’ rated maintenance organisation approved in accordance with ANO 145
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 paragraph. This will be subject to a control procedure in the maintenance
organisation exposition acceptable to PCAA. The limitation section will specify the scope of such
maintenance thereby indicating the extent of approval.
5. A category ‘B’ class rating means that the ANO 145 approved maintenance organisation may
carry out maintenance on the uninstalled engine and/or APU and engine and/or APU
components, in accordance with engine/APU maintenance data or, if agreed by PCAA, in
accordance with component maintenance data, only whilst such components are fitted to the
engine and/or APU. Nevertheless, such ‘B’ rated maintenance organisation approved in
accordance with ANO 145 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 paragraph. The limitation section will specify the
scope of such maintenance thereby indicating the extent of approval. A maintenance organisation
approved in accordance with ANO 145 with a category ‘B’ class rating may also carry out
maintenance on an installed engine during ‘base’ and ‘line’ maintenance subject to a control
procedure in the maintenance organisation exposition. The maintenance organisation exposition
scope of work shall reflect such activity where permitted by PCAA.
6. A category ‘C’ class rating means that the ANO 145 approved maintenance organisation may
carry out maintenance on uninstalled components (excluding engines and APUs) intended for
fitment to the aircraft or engine/APU. The limitation section will specify the scope of such
maintenance thereby indicating the extent of approval. ANO 145 approved maintenance
organisation with a category ‘C’ class rating may also carry out maintenance on an installed
component during base and line maintenance or at an engine/APU maintenance facility subject to
a control procedure in the maintenance organisation exposition. The maintenance organisation
exposition scope of work shall reflect such activity where permitted by PCAA.
7. A category ‘D’ class rating is a self contained class rating not necessarily related to a specific
aircraft, engine or other component. The ‘D1’ — Non-Destructive Testing (NDT) rating is only
necessary for a ANO 145 approved maintenance organisation that carries out NDT as a particular
task for another organisation. ANO 145 approved maintenance organisation with a class rating in
‘A’ or ‘B’ or ‘C’ category may carry out NDT on products it is maintaining subject to the
maintenance organisation exposition containing NDT procedures, without the need for a ‘D1’
class rating.
8. In the case of maintenance organisations approved in accordance with ANO-145, category A

class ratings are subdivided into ‘Base’ or ‘Line’ maintenance. Such an organisation may be
01/08/2017 80 ANO-145-AWRG-2.0
approved for either ‘Base’ or ‘Line’ maintenance or both. It should be noted that a ‘Line’ facility
located at a main base facility requires a ‘Line’ maintenance approval.
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 13specifies 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 or Cessna 150 or Cessna 172 or Beech 55 series or continental O-200 series
etc; type means a specific type or model such as Airbus 310-240 type or RB 211-524 B4 type or
Cessna 172RG type; any number of series or types may be quoted; group means for example
Cessna single piston engine aircraft or Lycoming non-supercharged piston engines etc.
11. When a lengthy capability list is used which could be subject to frequent amendment, then such
amendment may be in accordance with the indirect approval procedure referred to in points
M.A.604(c) and M.B.606(c) or 145.A.70(c) and 145.B.40, as applicable.
12. A maintenance organisation which employs only one person to both plan and carry out all
maintenance can only hold a limited scope of approval rating. The maximum permissible limits are:
CLASS RATING LIMITATION
RATING A2 AEROPLANES PISTON ENGINE 5700 KG AND

CLASS AIRCRAFT
5700 KG AND BELOW BELOW
SINGLE PISTON ENGINE 3175 KG

CLASS AIRCRAFT RATING A3 HELICOPTERS
AND BELOW
RATING A4 AIRCRAFT OTHER
CLASS AIRCRAFT NO LIMITATION
THAN A1, A2 AND A3
CLASS ENGINES RATING B2 PISTON LESS THAN 450 HP
CLASS COMPONENTS
RATING OTHER THAN
C1 TO C22 AS PER CAPABILITY LIST
COMPLETE ENGINES OR
APU’S.
NDT METHOD(S) TO BE
CLASS SPECIALISED D1 NDT
SPECIFIED.
It should be noted that such an organisation may be further limited by the competent authority in the
scope of approval dependent upon the capability of the particular organisation.
01/08/2017 81 ANO-145-AWRG-2.0
Table 1
CLASS RATING LIMITATION BASE LINE
AIRCRAFT A1 Aeroplanes above 5700 [Rating reserved to [YES/ [YES/
kg Maintenance Organisations NO]* NO]*
approved in accordance with
Annex II (ANO-145)]
[Shall state aeroplane
manufacturer or group or
series or type and/or the
maintenance tasks]
Example: Airbus A320 Series
A2 Aeroplanes 5700 kg and [Shall state aeroplane [YES/ [YES/
below manufacturer or group or NO]* NO]*
maintenance tasks]
Example: DHC-6 Twin Otter
Series
A3 Helicopters [Shall state helicopter [YES/ [YES/
manufacturer or group or NO]* NO]*
maintenance task(s)]
Example: Robinson R44
A4 Aircraft other than A1, A2 [Shall state aircraft series or [YES/ [YES/
and A3 type and/or the maintenance NO]* NO]*
task(s).]
ENGINES B1 Turbine [Shall state engine series or type and/or the
maintenance task(s)] Example: PT6A Series
B2 Piston [Shall state engine manufacturer or group or series or
type and/or the maintenance task(s)]
B3 APU [Shall state engine manufacturer or series or type
and/or the maintenance task(s)]
COMPONENTS C1 Air Cond &Press [Shall state aircraft type or aircraft manufacturer or
OTHER THAN C2 Auto Flight component manufacturer or the particular component
COMPLETE C3 Comms and Nav and/or cross refer to a capability list in the exposition
ENGINES OR C4 Doors - Hatches and/or the maintenance task(s).]
APUs C5 Elect Power & Lights Example: PT6A Fuel Control
C6 Equipment
C7 Engine - APU
C8 Flight Controls
C9 Fuel
C10 Helicopter - Rotors
C11 Helicopter - Trans
C12 Hydraulic Power
C13 Indicating -recording
system
C14 Landing Gear
C15 Oxygen
C16 Propellers
C17 Pneumatic & Vacuum
C18 Protection ice/rain/fire
C19 Windows
C20 Structural
C21 Water ballast
C22 Propulsion Augmentation
SPECIALIZED D1 Non Destructive Testing [Shall state particular NDT method(s)]
SERVICES
01/08/2017 82 ANO-145-AWRG-2.0
APPENDIX III- Maintenance Organisation Approval referred to in ANO-145

Kindly visit PCAA website at www.caapakistan.com.pk to download the latest version of PCAA Form 3
under reference CAAF-603-AWRG
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01/12/2017 84 ANO-145-AWRG-2.1
AMC to Appendix III Maintenance Organisation Approval referred to in ANO-145
The following fields on page 2 “Maintenance Organisation Approval Schedule” of the maintenance
organisation approval certificate should be completed as follows:
• Date of original issue: It refers to the date of the original issue of the maintenance organisation
exposition
• Date of last revision approved: It refers to the date of the last revision of the maintenance
organisation exposition affecting the content of the certificate. Changes to the maintenance
organisation exposition which do not affect the content of the certificate do not require the
reissuance of the certificate.
• Revision No: It refers to the revision No of the last revision of the maintenance organisation
exposition affecting the content of the certificate. Changes to the maintenance organisation
exposition which do not affect the content of the certificate do not require the reissuance of the
certificate.
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Appendix IV
Conditions for the use of staff not qualified to ANO-066 in accordance with ANO.145.A.30 (j) 1
and 2
1. Certifying staff in compliance with the following conditions will meet the intent of ANO.145.A.30(j)
(1) and (2):
(a) The person shall hold a licence or a certifying staff authorisation issued under the national
regulations in full compliance with ICAO Annex 1.
(b) The scope of work of the person shall not exceed the scope of work defined by the national
licence or the certifying staff authorisation, whatever is the most restrictive.
(c) The person shall demonstrate he/she received the training on human factors and aviation
legislation referred to in modules 9 and 10 of Appendix I to ANO-066.
(d) The person shall demonstrate five years maintenance experience for line maintenance
certifying staff and eight years for base maintenance certifying staff. However, those persons
whose authorised tasks do not exceed those of a ANO-066 category A certifying staff, need to
demonstrate three years maintenance experience only.
(e) Line maintenance certifying staff and base maintenance support staff demonstrate he/she
received type training and passed examination at the category B1, B2 or B3 level, as
applicable, referred to in Appendix III to ANO-066 for each aircraft type in the scope of work
referred to in point (b). Those persons whose scope of work does not exceed those of a
category A certifying staff may however receive task training in lieu of complete type training.
(f) Base maintenance certifying staff shall demonstrate he/she received type training and passed
examination at the category C level referred to in Appendix III to ANO-066 for each aircraft
type in the scope of work referred to in point (b), except that for the first aircraft type, training
and examination shall be at the category B1, B2 or B3 level of Appendix III.
01/08/2017 86 ANO-145-AWRG-2.0
Appendix V
SAFETY MANAGEMENT SYSTEM
Refer Appendix titled ‘Safety Management System Frame Work for Approved Maintenance
Organization’ to latest revision of ANO-001-RGSP available on PCAA website
www.caapakistan.com.pk
01/12/2017 87 ANO-145-AWRG-2.1
APPENDICES TO THE AMC’s
01/08/2017 88 ANO-145-AWRG-2.0
APPENDIX I
PCAA FORM 4 APPLICATION FOR ACCEPTANCE OF MANAGEMENT PERSONNEL
APPENDIX II
ANO 145 APPROVAL RECOMMENDATION REPORT
APPENDIX III to AMC 145.A.15

APPLICATION FOR INITIAL GRANT / CONTINUATION / CHANGE OF ANO-145, ANO-M SUBPART
F & ANO-M SUBPART G APPROVAL
Appendix IV to AMC 145.A.30 (e) and 145.B.10(3)
Fuel Tank Safety Training
This appendix includes general instructions for providing training on Fuel Tank Safety issues.
A) Effectivity:
• Large aeroplanes as defined in ANO 145.A.1(e).
B) Affected Organisations:
• ANO145 approved maintenance organisations involved in the maintenance of aeroplanes

specified in paragraph A) and fuel system components installed on such aeroplanes when the
•
maintenance data are affected by CDCCL.
PCAA for the oversight of the ANO 145 approved organisation specified in this paragraph B.
C) Persons from affected Organisations who should receive Training:
Phase 1 only:
• The group of persons representing the maintenance management structure of the organisation,
•
the quality manager and the staff required to quality monitor the organisation.
Personnel of PCAA responsible for the oversight of ANO 145 approved maintenance
organisations specified in paragraph B).
Phase 1 + Phase 2 + Continuation training:
• Personnel of the ANO 145 approved maintenance organisation required to plan, perform,
supervise, inspect and certify the maintenance of aircraft and fuel system components specified
in paragraph A).
D) General Requirements of the Training Courses
Phase 1 - Awareness
The training should be carried out before the person starts to work without supervision but not
later than 6 months after joining the organisation. The persons who have already attended the
Level 1 Familiarizations course in compliance with Initial Issue of ANO 145 Appendix IV is
already in compliance with Phase 1.
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Type: Should be an awareness course with the principal elements of the subject. It may take
the form of a training bulletin, or other self study or informative session. Signature of the
reader is required to ensure that the person has passed the training.
Level: It should be a course at the level of familiarization with the principal elements of the
subject.
Objectives:
The trainee should, after the completion of the training:
1. Be familiar with the basic elements of the fuel tank safety issues.
2. Be able to give a simple description of the historical background and the elements
requiring a safety consideration, using common words and showing examples of
non-conformities.
3. Be able to use typical terms.
Content: The course should include:
- a short background showing examples of FTS accidents or incidents,
- the description of concept of fuel tank safety and CDCCL,
- some examples of manufacturers documents showing CDCCL items,
- typical examples of FTS defects,
- some examples of TC holders repair data
- some examples of maintenance instructions for inspection.
Phase 2 - Detailed training
A flexible period may be allowed by PCAA to allow organisations to set the necessary courses and
impart the training to the personnel, taking into account the organisation’s training
schemes/means/practices. This flexible period should not extend beyond a date to be determined
by PCAA.
The persons who have already attended the Level 2 Detailed training course in compliance with
Initial Issue ANO 145 Appendix IV either from a ANO145 maintenance organisation or from a
PCAA approved training organisation are already in compliance with Phase 2 with the
exception of continuation training.
Staff should have received Phase 2 training within 12 months of joining the organization.
Type: Should be a more in-depth internal or external course. It should not take the form of a
training bulletin, or other self study. An examination should be required at the end, which
should be in the form of a multi choice question, and the pass mark of the examination
should be 75%.
Level: It should be a detailed course on the theoretical and practical elements of the
subject.
The training may be made either:
- in appropriate facilities containing examples of components, systems and parts

affected by Fuel Tank Safety (FTS) issues. The use of films, pictures and practical
examples on FTS is recommended; or
01/08/2017 90 ANO-145-AWRG-2.0
- by attending a distance course (e-learning or computer based training) including a

film when such film meets the intent of the objectives and content here below. An
e-learning or computer based training should meet the following criteria:
- A continuous evaluation process should ensure the effectiveness of the training

and its relevance;
- Some questions at intermediate steps of the training should be proposed to
ensure that the trainee is authorized to move to the next step;
- The content and results of examinations should be recorded;
- Access to an instructor in person or at distance should be possible in case
support is needed.
Duration of 8 hours for phase 2 is an acceptable compliance.
When the course is provided in a classroom, the instructor should be very familiar with
the data in Objectives and Guidelines. To be familiar, an instructor should have
attended himself a similar course in a classroom and made additionally some lecture of
related subjects.
Objectives:
The attendant should, after the completion of the training:
- have knowledge of the history of events related to fuel tank safety issues and the
theoretical and practical elements of the subject, have an overview of the FAA
regulations known as SFAR (Special FAR) 88 of the FAA and of JAA Temporary
Guidance Leaflet TGL 47, be able to give a detailed description of the concept of
fuel tank system ALI (including Critical Design Configuration Control Limitations
CDCCL, and using theoretical fundamentals and specific examples;
- have the capacity to combine and apply the separate elements of knowledge in a
logical and comprehensive manner;
- have knowledge on how the above items affect the aircraft;
- be able to identify the components or parts or the aircraft subject to FTS from the
manufacturer’s documentation,
- be able to plan the action or apply a Service Bulletin and an Airworthiness

Directive.
Content: Following the guidelines described in paragraph E.
Continuation training
The organisation should ensure that the continuation training is required in each two years
period. The syllabus of the training programme referred to in 3.4 of the Maintenance
Organisation Exposition (MOE) should include the additional syllabus for this continuation
training.
The continuation training may be combined with the phase 2 training in a classroom or at
distance.
The continuing training should be updated when new instruction are issued which are related to
the material, tools, documentation and manufacturer’s or PCAA’s directives.
E) Guidelines for Preparing the Content of Phase 2 Courses.
The following guidelines should be taken into consideration when the phase 2 training programmes
are being established:
a) understanding of the background and the concept of fuel tank safety,
01/08/2017 91 ANO-145-AWRG-2.0
b) how the mechanics can recognise, interpret and handle the improvements in the
instruction for continuing airworthiness that have been made or are being made
regarding the fuel tank system maintenance,
c) awareness of any hazards especially when working on the fuel system, and when the
Flammability Reduction System using nitrogen is installed.
Paragraphs a) b) and c) above should be introduced in the training programme addressing the
following issues:
i. The theoretical background behind the risk of fuel tank safety: the explosions of mixtures of fuel
and air, the behaviour of those mixtures in an aviation environment, the effects of temperature
and pressure, energy needed for ignition etc, the ‘fire triangle’, - Explain 2 concepts to prevent
explosions:
1) ignition source prevention and
2) flammability reduction,
ii. The major accidents related to fuel tank systems, the accident investigations and their
conclusions,
iii. SFAR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition prevention program
initiatives and goals, to identify unsafe conditions and to correct them, to systematically improve
fuel tank maintenance),
iv. Explain briefly the concepts that are being used: the results of SFAR 88 of the FAA and JAA
INT/POL 25/12: modifications, airworthiness limitations items and CDCCL,
v. Where relevant information can be found and how to use and interpret this information in the
instructions for continuing airworthiness (aircraft maintenance manuals, component
maintenance manuals, Service Bulletins…)
vi. Fuel Tank Safety during maintenance: fuel tank entry and exit procedures, clean working
environment, what is meant by configuration control, wire separation, bonding of components
etc,
vii. Flammability reduction systems when installed: reason for their presence, their effects, the
hazards of an FRS using nitrogen for maintenance, safety precautions in maintenance/working
with an FRS,
viii. Recording maintenance actions, recording measures and results of inspections.
The training should include a representative number of examples of defects and the associated repairs
as required by the TC/STC holders maintenance data.
F) Approval of Training
For ANO145 approved organisations, the approval of the initial and continuation training programme
and the content of the examination can be achieved by the change to the MOE. The necessary
changes to the MOE to meet the content of this AMC should be made and implemented at the time
requested by PCAA
01/08/2017 92 ANO-145-AWRG-2.0

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APPROVED MAINTENANCE ORGANISATIONS

AIR NAVIGATION ORDER

Section A: Implementing Regulations, Acceptable Means of Compliance & Guidance

8. The editing practices used in this document are as follows:

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9. Following amended paragraphs, a summary of the amendments made to the paragraph is

(This text has no regulatory status.)

01/08/2017 FWD-2 ANO-145-AWRG-2.0

Amendment Section and Date Inserted Date Removed

01/12/2017 LOA-1 ANO-145-AWRG-2.1

II. LIST OF EFFECTIVE PAGES

Section Page Amendment No. Date

01/12/2017 LEP-1 ANO-145-AWRG-2.1

45. Issue 2 1st Aug 2017

01/12/2017 LEP-2 ANO-145-AWRG-2.1

II. LIST OF EFFECTIVE PAGES

III. TABLE OF CONTENTS

SECTION A TECHNICAL REQUIREMENTS

ANO 145.A.1 General

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AMC 145.A.42 (a) Acceptance of components

01/08/2017 TOC-2 ANO-145-AWRG-2.0

APPENDICES TO THE IMPLEMENTING RULES

Appendix I Use of the PCAA Form 1 for maintenance

APPENDIX I PCAA Form 4

01/12/2017 TOC-3 ANO-145-AWRG-2.1

SECTION A: TECHNICAL REQUIREMENTS

(c) ‘Component’ means any engine, propeller, part or appliance;

ANO 145.A.2 Authority

ANO 145.A.3 Implementation

ANO 145.A.5 Applicability

ANO 145.A.10 Scope

AMC 145.A.10 Scope

ANO 145.A.15 Application

AMC 145.A.15 Application

ANO 145.A.20 Terms of Approval

AMC 145.A.20 Terms of approval

CLASS RATING ATA CHAPTERS

C1 Air Cond & Press 21

C5 Electrical Power & Lights 24 - 33 - 85

C8 Flight Controls 27 - 55 ‐ 57.40 ‐ 57.50 ‐57.60

C10 Helicopters --‐ Rotors 62 - 64 - 66 - 67

C11 Helicopter --‐ Trans 63 ‐ 65

C12 Hydraulic Power 29

C14 Landing Gear 32

C17 Pneumatic & Vacuum 36 ‐ 37

C18 Protection ice/rain/fire 26 ‐ 30

C20 Structural 53 - 54 ‐ 57.10 ‐ 57.20 -57.30

C21 Water Ballast 41

C22 Propulsion Augmentation 84

ANO 145.A.25 Facility Requirements

The organisation shall ensure that:

5. Where a particular maintenance task requires the application of specific environmental

AMC 145.A.25(a) Facility requirements

AMC 145.A.25(b) Facility requirements

AMC 145.A.25(d) Facility requirements

ANO 145.A.30 Personnel Requirements

AMC 145.A.30(a) Personnel requirements

AMC 145.A.30(b) Personnel requirements

AMC 145.A.30(c) Personnel requirements