AEDX25-AVIATION RULES AND REGULATIONS.
MODULE-I
This CAR describes the procedure for issue and revision of Civil Aviation
Requirements and their dissemination to various organizations and is issued
under rule 133A.
PROMULGATION OF CIVIL AVIATION REQUIREMENTS
2.1 The Civil Aviation Requirements (CARs) are promulgated under the
following sections: -
Section 1 – General
Section 2 – Airworthiness
Section 3 – Air Transport
Section 4 – Aerodrome Standards and Licensing
Section 5 – Air Safety
Section 6 – Design standards and Type Certification
Section 7 – Flight Crew Standards, Training and Licensing
Section 8 – Aircraft Operations
Section 9 – Air Space and Air Traffic Management
Section 10 – Aviation Environment Protection
Section 11 – Safe Transport of Dangerous Goods by Air.
PROCEDURE FOR PROMULGATION OF CAR:
3.1 Civil Aviation Requirements under various sections are issued bearing
different “series” identified by alphabetical letters, namely Series A, B, C etc.
and under the same Series, various” Parts” are issued, such as Part I, II, III, etc.
Details of the “Series” are given in the Annexure.
3.2 Every existing and new CAR shall have an office file maintained by the
concerned directorate and the file number shall be indicated at the top right-
hand corner of the CAR. Any amendment in future shall be processed on the
same file.
3.3 The first page of the CAR shall indicate the Section, Series, Part and date of
issue along with the date of applicability. Subsequent pages shall indicate the
date of issue only.
3.4 Whenever a change/revision is affected to a CAR, it shall be termed as
revision and the revision number along with date of revision and effective date
of revised CAR shall be indicated on the first page of the CAR.
3.5 Every revision shall be accompanied by a “Revision Notice”, which shall
indicate the pages affected and the justification for the revision.
3.6 Whenever there is a major change/ revision, the Revision Notice shall
indicate that the CAR has undergone a major revision and is issued in the form
of new edition
AIRWORTHINESS DIRECTORATE:
The smooth and effective functioning of an organisation is ensured only when
its objectives are clearly understood by all concerned.
Objectives:
The most obvious objective of an airworthiness authority is to ensure design
levels of reliability and operating safety of civil registered aircraft through
promulgation and enforcement of highest achievable standards of airworthiness.
To achieve the objective, it is not only necessary to lay down adequate norms
and standards but it is also essential that the operational results achieved are
computed and are continuously subjected to meaningful comparative
assessment for taking timely corrective action wherever and whenever due.
Defects, incidents resulting in Emergency Landings and accidents encountered
during operation of aircraft can reflect on the adequacy of standards themselves
as well as on the observance of standards by the concerned operators.
Keeping the target "achieving maximum measure of safety through observance
of highest possible maintenance standards" in view, all operators (including
private operators) are required to submit the following information periodically
to the concerned Regional or Sub-regional Airworthiness Office:
(a) Number of emergency landings effected during the period under review.
(b) Total number of hours flown on each type of aircraft in the fleet during the
period.
(c) Number of notifiable accidents (vide Aircraft Rule 68) encountered during
the period.
(d) Total number of engine hours flown for each type of engine in the fleet
(number of engine hours = No. of airframe hours x number of engines installed
on that type of aircraft) during the period.
(e) Total number of "In flight shut down" (IFSD) of engines experienced in
respect of each type of engine in the fleet.
(f) Number of services scheduled during the period; and
(g) Number of services which were delayed for more than 15 minutes on
account of engineering defects (including cancelled flights) during the period.
Safety Oversight:
What is the function of safety oversight?
Safety oversight is defined as a function by means of which States ensure the
effective implementation of the safety-related Standards and Recommended
Practices (SARPs) and associated procedures contained in the Annexes to the
Convention on International Civil Aviation and related ICAO documents.
States bear a responsibility for the regulation of the safety of their national
aviation systems and services. The overall process through which this
responsibility is discharged contains four main elements:
Rule Preparation - the drafting of national rules, including appropriate
consultation;
Rule Enactment - the passing of laws or other appropriate orders to give
legal effect to the rules;
Safety Oversight - the monitoring of safe service-provision including
verifying compliance with the rules;
Enforcement - taking appropriate action to deal with cases of non-
compliance.
Given the main objectives of the safety oversight function, the generic
components of a national safety oversight system may be summarised as:
Monitoring of safety performance;
Verifying compliance with applicable safety regulatory requirements;
Safety regulatory auditing;
Oversight of new or changed systems, operations, products or procedures;
Publication of regulatory instructions or advisory material based on findings of
oversight activities;
Generation and maintenance of safety oversight records.
(i) "Cockpit Check list" means a list containing items of inspection/action to be
performed by the flight crew, in the order as listed, and in the circumstances as
indicated for ensuring safe operation of aircraft.
(ii) "Emergency Check List" means a list containing items of action to be
performed by the flight crew in the order as listed, whenever emergent
situations develop in flight on account of failure/malfunction of aircraft
systems/components and requiring extra alertness on the part of flight crew, for
ensuring safe operation of aircraft.
The system shall entail listing of procedures, in brief, to be followed by the
flight crew during the various phases of operation of aircraft like before, during
and after take off as well as before and after landing and during emergent
situations. Normal procedures shall be listed and called "Cockpit Check List"
and emergency procedures shall be listed and called "Emergency Check List .
Normally the cockpit check system and the emergency procedures to be
followed are given by the aircraft manufacturers in their Operations
Manual/Crew Operating Manual/Flight Manual. The operators shall use the
check lists provided by the manufacturers, under intimation to the Flight
Standards Directorate. Any deviations from the manufacturer's procedures shall
be followed only after obtaining approval of DGCA and such deviations with
proper justification shall be forwarded to the DGCA.
MINIMUM EQUIPMENT LIST (MEL)
no aircraft shall be released for flight with defects/ damage unless these are
covered in the approved deficiency list/ Minimum Equipment List (MEL). All
Scheduled, Non-scheduled and General Aviation operators shall prepare MEL
on the basis of Master Minimum Equipment List (MMEL) issued by the State
of design/ manufacture. This part of Civil Aviation Requirements specifies the
procedure for framing, approval and the use of the acceptable deficiency list
(MEL) for aircraft engaged in scheduled, non-scheduled and general aviation
operations.
Operator’s responsibility:
The operator is required to prepare the MEL based on the MMEL issued by the
state of design / manufactures for the use and guidance of flight and ground
operation person. The MEL should be tailored to the individual operator’s
routes and procedures within the constraints imposed by the MMEL. The
MMEL is not normally part of the required aircraft documentation and it is
frequently necessary for an operator utilizing aircraft manufactured in another
State to request a copy of the current MMEL and amendments as they occur, in
order to develop and maintain an MEL for approval by DGCA.
In developing an MEL, the philosophy should be to authorize continuation of
flight with inoperative equipment only when the inoperative equipment does not
render the aircraft unairworthy for the particular flight. Limitations, procedures
and substitutions may be used to provide conditions under which the inoperative
equipment will not make the operation unsafe or the aircraft unairworthy.
which permits reduced safety in order to fly to a base where repairs can be
made.
MEL need not include items like wings, flight controls, complete engines,
landing gears etc., the airworthiness and correct functioning of which is
absolutely necessary before any flight. It may also not include items like galley
equipment, entertainment systems, passenger convenience equipment, which do
not affect the airworthiness of an aircraft.
FRAMING OF MEL:
(i) The MEL shall be prepared based on the MMEL. It shall be ensured
that the MMEL has all the latest revisions approved by the regulatory
authority of the country of design/ manufacture. The operator shall
customize its MEL and its preamble keeping in view the operational
specifications, configuration of the particular aircraft, modifications
status, applicability of regulatory requirements etc. The MEL may not
deviate from requirements of the flight manual limitations section,
emergency procedures or other airworthiness requirements stipulated
by DGCA.
(ii) In general, the MEL items may be categorized as follows:
(iii) Category ‘A’: Items in this category shall be repaired within the time
interval specified in the remark’s column of the MEL.
(iv) Category ‘B’: Items in this category shall be repaired within three (3)
consecutive calendar days, excluding the day the malfunction was
recorded in the aircraft maintenance record/logbook. For example, if
it was recorded at 10 a.m. on January 26th, the three-day interval
would begin at midnight of the 26th and end at midnight of the 29th.
(v) Category ‘C’: Items in this category shall be repaired within ten (10)
consecutive calendar days, excluding the day the malfunction was
recorded in the aircraft maintenance record/logbook. For example, if
it was recorded at 10 a.m. on January 26th, the 10-day interval would
begin at midnight of the 26th and end at midnight of February 5th.
(vi) Category ‘D’: Items in this category shall be repaired within one
hundred and twenty (120) consecutive calendar days, excluding the
day the malfunction was recorded in the aircraft maintenance log
and/or record.
The regulatory requirements referred to in the MMEL such as TCAS,
GPWS, CVR, DFDR, Emergency Escape Path Mark lighting etc. should be
included based on the relevant requirements in the CAR. A list of such MEL
items shall be submitted to the local Airworthiness Office.
While seeking approval, the operator shall submit a certificate that the MEL
been prepared in consultation with the operations department. Has been
prepared in consultation with the operations department.
Approval of MEL
The MEL (in duplicate) along with a copy of the MMEL shall be submitted
to the Regional Airworthiness Office (RAO) at the station, where the aircraft
is mainly based for approval. While submitting the MEL and its revisions for
approval, the operator shall ensure that these conform to the latest revision of
MMEL. The MMEL revision number shall be indicated on the MEL.
Any deficiency noticed during scrutiny by Airworthiness office shall be
referred to the operator by the RAO for corrective action.
A copy of the approved MEL shall be carried on board the aircraft as part of
the Operations Manual. The manual will contain procedures for continuation
of flight should any items of equipment required for operation of flight
become unserviceable.
CONFIGURATION DEVIATION LIST (CDL)
A configuration deviation list (CDL) is a list, established by the organization
responsible for the type design with the approval of the State of Design,
which identifies any external parts of an aircraft type which may be missing
at the commencement of a flight, and which contains, where necessary, any
information on associated operating limitations and performance correction.
(ICAO Annex 6: Operation of Aircraft)
The CDL is usually prepared by the aircraft manufacturer and is part of
the Aircraft Flight Manual (AFM).
The CDL is a listing of regulator-approved non-structural external parts that
may be missing but the airplane remains airworthy. To qualify an item onto
the CDL, a restrictive set of conditions must be met, e.g.:
The effect of the missing part upon adjacent structure and systems must
be evaluated.
The effect upon airplane performance must be measured.
The combined effect upon the aircraft when more than one CDL item is
present must be determined (i.e. the effect of a combination of items
missing).
The CDL should not be confused with the MEL (MEL). While the MEL
describes the limitations of aircraft operation in case of a system being
inoperative/having malfunctioned (e.g. transponder failure), the CDL
deals with situations where external parts of an aircraft are missing/fallen
off (e.g. fairings, aerodynamic seals or panels).
If a CDL for an aircraft type does not exist, then flying with external parts
missing means that the aircraft is not in its original certificated
configuration, thus, it is not airworthy.