The Civil Aviation Authority of Thailand

CAAT (ENG-01)

AIRCRAFT MAINTENANCE SCHEDULES

AND PROGRAMMES

Information and Guidance

This document is property of The Civil Aviation Authority of Thailand. All right
reserved. No part of this publication may be reproduced, stored in a retrieval system
or transmitted in any form or by any means, without prior permission for The Civil
Aviation Authority of Thailand.
CAAT (ENG-01)

AIRCRAFT MAINTENANCE SCHEDULES

AND PROGRAMMES

Information and Guidance

Issue 1, Revision Original

September 2016
Contents

Paragraph Subject Page

1 Introduction 1

2 Maintenance Schedules and Maintenance Programmes 2

2.1 Maintenance Schedules 2
2.2 Maintenance Programmes 2
2.3 Compilation of Maintenance Schedules 3
2.4 Application for Approval of Maintenance Schedules 4
2.5 Amendment of Maintenance Schedules 4

3 New Maintenance Schedules - Initial Task Compilation 5

3.1 Maintenance Review Board (MRB) 5
3.2 Maintenance Steering Group (MSG) Analysis 6
3.3 Maintenance Planning Document (MPD) 6
3.4 Other Tasks 6
3.4.1 Certification Maintenance Requirements (CMRs) 6
3.4.2 Airworthiness Limitation Items (ALIs) 7
3.4.3 Critical Design Configuration Control Limitations (CDCCLs) 7
3.4.4 Zonal Inspections 7
3.4.5 Lubrication 8
3.4.6 Inspection Level 8
3.4.7 Other Items 9
3.5 Task Frequency 9
3.6 Engine Tasks 10
3.6.1 Turbine Engines 10
3.6.2 Piston Engines 10
3.7 Propeller Tasks 10

4 Other Crucial Elements 11

4.1 Reliability Programmes 11
4.2 Annual Review 11
4.3 Utilisation 11
4.4 Task Escalation 12
5 Applicability 12
5.1 Registration 13
5.2 Mixed Age and Modification of Fleets 13
5.3 Adding Aircraft to Maintenance Schedules 13
5.4 Bridging Checks 13

6 Other Considerations 14
6.1 Task Cards and Work Packaging 14
6.2 Repairs 14
6.3 Regulatory Requirements 15
6.4 Special Operations (AWO, RVSM etc.) 15
6.5 Task Variations 15
Appendixes

Appendix A CAAT Form ENG A1-1 - Maintenance Schedule Compliance Checklist

Appendix B Standard Clauses for Insertion in Maintenance Schedule Introductory Pages
Appendix C Operator’s Certification Statement
Appendix D Maintenance Requirements
Appendix E Permitted Variations to Maintenance Periods
Appendix F CAAT Form ENG A1 - Maintenance Schedule Approval
Appendix G CAAT Form ENG A1-2 - Maintenance Schedule Amendment
Request Form
1 Introduction

In the early days of aviation, owners and engineers concerning with in-flight failures and
component reliability developed Maintenance Schedules to help prevent costly occurrences.
As aviation grew and scheduled air transport arrived, safety, reliability and economics became
important in order to attract passengers. It became apparent that to achieve a controlled
balance between safety and economics, Regulatory Authorities needed to ensure minimum
standards were maintained and a level playing field existed for fair competition between
operators.

What to maintain, when to maintain and how to maintain, are the keys to the content of the
Maintenance Schedules and a system was developed for Operators, Manufacturers and
Regulators to share experience and knowledge on these very issues for new aircraft being
developed. Some Commercial Air Transport operators may choose to maintain their aircraft
in accordance with a Maintenance Program. This is a 'real time system' which consists of a
Maintenance Schedule and a whole group of review and management procedures to ensure
that it remains realistic and effective.

The term “Maintenance Schedule” means the Maintenance Schedule together with any
associated programme, such as the reliability programme, necessary to support the
Maintenance Schedule. This document contains details of processes and procedures which
support maintenance activities.

This document is intended to give guidance for the compilation of a Maintenance Schedule
that will satisfy the CAAT for approval. Further help and guidance can be provided by the
manufacturer of the product in question.

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2 Maintenance Schedules and Maintenance Programmes

2.1 Maintenance Schedules

A Maintenance Schedule contains details of what is to be maintained on an aircraft and

how often. The details are those published by the Original Equipment Manufacturer (OEM)
who may also be the Type Certificate Holder (TCH) of that product. As the aircraft consists
of an airframe, engine, propeller and other equipment, there will be several sources of basic
information. Not only will there be details of “what and when” but also 'How' the parts are
to be maintained; there are also details on the types of task that are to be performed.

For piston engine aeroplane or helicopter below 2730 kg MTWA the CAAT permit the use
of Manufacturer's recommended schedule, as found in the aircraft maintenance manual and
the Manufacturer's recommendations data.

Owners and operators should be aware that properly maintained records not only assist in
maintaining the safety of an aircraft but also help retain the resale value of an aircraft.

2.2 Maintenance Programmes

In its simplest form, a Maintenance Programme is Maintenance Schedule together with a

host of procedures that are designed to continually review its applicability and effectiveness
for the aircraft.

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2.3 Compilation of Maintenance Schedules

As previously stated, the first place for information is the OEM/TCH documentation that is
relevant to the aircraft being operated. As data will be obtained from several manuals,
there will be a collection of tasks to be accomplished at varying intervals. These intervals
can be based either on flying hours, flight cycles or calendar time and sometimes there are
combinations of these. It is quite often inconvenient to take each task as it comes and
accomplishes it; it is usually expedient to parcel the tasks into packages of work that can be
carried out when it is convenient to do so, but at a frequency not exceeding the approved
intervals. The general rule that can be applied for compiling work packages is that tasks can
quite often be done earlier than when recommended. They can only be done later with
agreement of CAAT and only in exceptional circumstances. So for tasks that have more
than one frequency in terms of flying hours, flight cycles and calendar time, then the event
that occurs first is normally the governing one.

For large transport aircraft, the tasks can be found in Maintenance Planning Document
provided by the TCH, these are described further in Paragraph 3 of this document. Smaller
aircraft usually have the TCH recommended maintenance in the Maintenance Manual Chapter
5.

The frequency of maintenance tasks is affected by the way the aircraft is to be operated.
When the TCH recommendations are first compiled they will have in mind a 'typical' flight
profile for the aircraft type; any deviation from this may need an adjustment on the basic
recommendations. For example, an aircraft may have a 'typical' flight profile of six hours for
every cycle while another may be of six cycles every hour. It can be seen that in these cases
a schedule based solely on flying hours may mean the first aircraft is maintained too often
and the other not enough, so, with the help of the TCH, usually a schedule can be developed
for any particular type of operation.

The area of operation is another important consideration, for example operating over salt
water may require special tasks, such as engine compressor washes and other maintenance,
to be done on a more frequent basis. Similarly, operation in sandy areas or off rough
strips may affect the tasks required.

The age of an aircraft may affect the number and frequency of tasks, particularly if it has
ageing structural inspections and significant repairs.

Significant parts of the aircraft such as make and type of engines, propellers and/or APU
should be detailed as quite often operators have a choice of equipment and adding the same
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type with a different engine to a common schedule will mean careful identification of tasks
applicable to each aircraft. Finally, the modification state of equipment onboard has to be
considered as it may be unique to the aircraft on any particular Maintenance Schedule.

To assist operators in preparing the Maintenance Schedule and showing compliance, CAAT
has produced following documents.

a) Maintenance Schedule Compliance Checklist (See Appendix A) to be submitted with

the draft Maintenance Schedule
b) Standard Clauses for Insertion in Maintenance Schedule Introductory Pages (See
Appendix B) to be used as template when preparing the Maintenance Schedule
c) Operator’s Certification Statement (See Appendix C) to be submitted with the draft
Maintenance Schedule.
d) Maintenance Requirements (See Appendix D) that should be adopted in the absence
of manufacturer’s recommendations

2.4 Application for Approval of Maintenance Schedules

An operator shall write to CAAT to apply for the approval of the Maintenance Schedule.
The application letter should be accompanied by the draft Maintenance Schedule, the
Maintenance Schedule Compliance Checklist and the Operator’s Certification Statement.
The letter shall specify the revision status of the MRBR, MPD, CMR, airworthiness/time
limitation and other relevant manufacturer’s documents based upon which the Maintenance
Schedule is drafted.

When satisfied with the Maintenance Schedule, CAAT will issue an approval letter with the
following documents.

a) Permitted Variations to Maintenance Periods (See Appendix E)

b) CAAT Form ENG A1 – Maintenance Schedule Approval (See Appendix F)

2.5 Amendment of Maintenance Schedules

Once established, an owner or operator may wish to amend the Maintenance Schedule due
to addition or deletion of task, or change of task interval. This can be done with the aid of

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an amendment to the Maintenance Schedule, which is submitted to CAAT for agreement and
subsequent approval. To request for approval of the Maintenance Schedule amendment,
an operator shall write to CAAT. The letter shall be accompanied by the Maintenance
Schedule Amendment Request Form (See Appendix G).

Doing tasks less frequently requires suitable justification in order that it may be approved.
Proof that safety will not be compromised must be provided. Maintenance Programmes
supported by a reliability programme will have an advantage here as they will readily be
able to show how often a task has been performed without deterioration of the item/system.
CAAT (ENG-02) (Condition Monitored Maintenance: an Explanatory Handbook) provides
general information on the concepts and practices of aircraft maintenance control by the
use of Condition Monitored Maintenance Programmes. More information can be found in
Paragraph 4 of this document.

3 New Maintenance Schedules - Initial Task Compilation

3.1 Maintenance Review Board (MRB)

A MRB is formed during the Type Certification process of an aircraft the MTWA of which
is greater than 5700 kg. It consists of members of interested National Authorities chaired
by the Authority of the State of Design/ Manufacture.

Reporting to the MRB is an Industry Steering Committee (ISC) which is a group containing
representatives from various Working Groups (WG) who are looking at various aspects of
the aircraft's design from a maintenance perspective. The ISC and the WG contain
members from Authorities, the OEMs and the Operators. Each WG consists of specialists
in that particular discipline (e.g. structures, powerplant, avionics etc.) from interested
Authorities, the Design organisation and Operators, usually those who are already customers
and have a vested interest in the meeting outcome. For a particularly advanced design, if
the MRB believes that the customers do not have sufficient knowledge to contribute, then
they may invite specialists to participate.

Before commencing work, the MRB will put together a 'Policy and Procedures Handbook',
which will describe how the whole review process will work. The final outcome from the ISC
will be Maintenance Review Board Report Proposal that is approved by the chairman of the
MRB.

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If an aircraft type which has been subject to the MRB process is modified by an STC, the
relevant systems, powerplant and structure must be reviewed to determine the maintenance
requirements, i.e. instructions for continuing airworthiness, as a result of the modification.

3.2 Maintenance Steering Group (MSG) Analysis

This is basically a process driven by a set of logic diagrams that are followed by the MRB
and WGs in order to determine the types and frequency of tasks, depending on component
and system failure modes and visibility of those failures to the operating crew.

For more information on MSG analysis, please contact the Air Transport Association of
America on www.airlines.org/home/default.aspx as the owner of this analysis logic.

3.3 Maintenance Planning Document (MPD)

All the maintenance tasks identified during the MSG 3 analysis are published in the MRB
Report. These tasks, along with other tasks such as Airworthiness Limitations Items (ALIs)
considered applicable by the OEM/TCH are all published in the MPD and hence this is
the source document that the operator of a new aircraft type has to follow when compiling
the Maintenance Schedule.

3.4 Other Tasks

3.4.1. Certification Maintenance Requirements (CMRs)

CMRs arise from the aircraft type certification process. FAR/CS 25.1309, for example,
requires a System Safety Assessment (SSA) to ensure that failures are categorized on their
consequential severity and within defined bounds of probability.

A CMR is a required periodic task, established during the design certification of the aircraft
as an operating limitation of the type certificate. CMRs usually result from a formal, numerical
analysis conducted to show compliance with catastrophic and hazardous failure conditions.
A CMR is intended to detect safety significant latent failures that would, in combination
with one or more other specific failures or events, result in hazardous or catastrophic failure
condition.

Major aircraft manufacturers predominantly refer to two types of CMR task:

a) One Star CMR (CMR*)

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Such tasks and intervals are mandatory and shall not be changed or deleted without the
approval of the State of Type Certification Authority.

b) Two Star CMR (CMR**)

Changes to task intervals must be supported by an approved procedure and monitoring

programme. Tasks may not be changed or deleted without the agreement of the State of
Registry Authority.

NOTE: It is important to read carefully the introduction to the TC Holder's data that is
being used for the production of a Maintenance Schedule. Some manufacturers will use a
different terminology, for example some TCHs have the opposite definition for one/two
star tasks to other TCHs.

CMRs should be clearly identified as such in a Maintenance Schedule submitted to CAAT

for approval. Any subsequent applications for approval to vary these tasks must be supported
by the TCH. Care should be taken in understanding the Manufacturer's certification
philosophy as some do allow short-term variations of these tasks.

3.4.2 Airworthiness Limitation Items (ALIs)

ALIs are structural items that the Certification process has defined as critical from a fatigue
point of view during the Damage Tolerance assessment. The inspection frequency of such
items is Mandatory and they should be treated in the same way as a CMR* task.

3.4.3 Critical Design Configuration Control Limitations (CDCCLs)

CDCCLs are design features that have been identified as being critical to the integrity of
the Fuel System and must be maintained in order to ensure that unsafe conditions do not
develop throughout the service life of the aircraft and must be retained during modification,
repair or maintenance.

3.4.4 Zonal Inspections

The inspection level for the Zonal tasks in each Maintenance Schedule must be clearly
defined, since interpretation of the MSG rule may differ between aircraft types and their
respective Zonal Programmes. The MRB report should provide clearly defined criteria and
in most cases this is repeated in the MPD.

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The principle of Zonal inspections is to group tasks within an area together, in order to
minimise the number of times an area is disturbed. Systems, installations and structure
within a zone will all be inspected for security and general condition.

3.4.5 Lubrication

During the Working Group phase of the MRB process, the MSG-3 analysis has lubrication
as the first consideration when looking at reducing a risk of failure of a component or
system. It is a relatively quick and cost effective method of preventative maintenance.

Lubrication requirements may either be in the ATA chapters of the schedule with the daily
and weekly check or in a specific lubrication section defining the intervals determined by
the MRB.

Rescheduling of the lubrication frequency may be necessary if a check cycle is changed or

the operating pattern is changed, so that degradation does not result.

Deterioration may take some time to be evident so the effectiveness of a lubrication

programme must be monitored.

3.4.6 Inspection Level

There are no defined standards of inspection level; different manufacturers will have applied
their own standards and these need to be understood and published in the Maintenance
Schedule. Examples of types of Inspection are:

General Visual Inspection - A visual examination of an interior or exterior area, installation

or assembly to detect obvious damage, failure or irregularity. This level of inspection is
made from within touching distance unless otherwise specified. A mirror may be necessary
to enhance visual access to all exposed surfaces in the inspection area. This level of
inspection is made under normally available lighting conditions such as daylight, hangar
lighting, flashlight or drop-light and may require removal or opening of access panels or
doors. Stands, ladders or platforms may be required to gain proximity to the area being
checked.

Detailed Inspection - An intensive examination of a specific item, installation or assembly

to detect damage, failure or irregularity. Available lighting is normally supplemented with a
direct source of good lighting at an intensity deemed appropriate. Inspection aids such as
mirrors, magnifying lenses, etc. may be necessary. Surface cleaning and elaborate
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access procedures may be required.

Special Detailed Inspection - An intensive examination of a specific item, installation, or

assembly to detect damage, failure or irregularity. The examination is likely to make
extensive use of specialized inspection techniques and/or equipment. Intricate cleaning and
substantial access or disassembly procedure may be required.

Functional Check - A quantitative check to determine if one or more functions of an item

perform within specified limits.

3.4.7 Other Items

There are significant parts of aircraft that also have mandatory lives that are not determined
from the Certification process but arise due to their significance and use. Such items may
include the rotating assembly within an engine, transmission parts of helicopters and landing
gear parts.

3.5 Task Frequency

Maintenance task will have a time interval allocated based on the most appropriate parameter
to maintain the condition of the item to which the task refers. The three types of frequency
are: Flying hours, Flight cycles and Calendar time; sometimes there will be two limits with
the operator normally having to comply with whichever limit comes first in their particular
operation.

In cases of structural inspections, the threshold and repetitive inspection frequency can
vary depending on the type of operation being used. Structural inspections are always
based on flight cycle limits as their reliability is directly related to cyclic fatigue. When
reviewing the effectiveness of a Maintenance Schedule, or carrying out an annual review, it
is the frequency of all the tasks that is being considered. Reliability monitoring is the
continual monitoring of task frequency. It is permissible to amend these frequencies
recommended by the manufacturer by making application to CAAT. As the operation of an
aircraft is usually unique to an operator, a conscientious owner/operator will develop their
schedule to maximise reliability and minimise costs.

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3.6 Engine Tasks

Turbine powered engines, by implication, are more complex than piston ones and the way
their lives and reliability are managed is significantly different, so they will be treated
separately below.

3.6.1 Turbine Engines

Turbine engine reliability is based on a Condition Monitored Maintenance Programme for

both on-wing and off-wing tasks. CAAT (ENG-02) was developed by the CAAT to provide
guidance as to what should be contained in a Condition Monitored Maintenance
Programme, a part of the Aircraft Maintenance Schedule.

By implication Auxiliary Power Units, being Turbine powered, are treated in a similar
manner.

Engine Maintenance Programme is complicated and requires some expert control.

On-wing health monitoring may include regular oil analysis (such as Spectrum Oil Analysis
Programme), magnetic plug inspections and borescope inspection. Modules may have separate
lives, generally hot sections being shorter than cold ones, with rotating parts have finite
cyclic lives. Removed engines need agreed workscopes and good strip reports to remain in
compliance with the Engine Maintenance Programme.

3.6.2 Piston Engines

Piston engines work on a manufacturer's ‘recommended' overhaul life. CAAT views this
'recommended' life as the life limit of the engines concerned. Some aircraft not used for
commercial air transport may have the life of their engine extended beyond that
recommended by the manufacturer. Please refer to CAAT Airworthiness Directive No.
36/2538R1 for CAAT requirement on piston engine overhaul periods of light aircraft.

3.7 Propeller Tasks

For maintenance requirements of variable pitch propellers installed on aircraft holding a

Certificate of Airworthiness, refer to CAAT Airworthiness Directive No. 35/2538.

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4 Other Crucial Elements

4.1 Reliability Programmes

CAAT annoucement requires that any Maintenance Programme based on MSG logic or
containing Condition Monitoring tasks should contain a Reliability Programme. There is
guidance in CAAT (ENG-02) on what constitutes a Reliability Programme. Typically, on a
monthly basis an operator will review Technical Log entries, component failures (in
particular - cause of failure), delays, Ground Incident Reports, Mandatory Occurrence
Reports (MORs) and findings from task cards and look for trends or areas of deterioration
that can be addressed by taking some kinds of preventative maintenance action.

Operators / Owners whose aircraft with MTWA do not exceed 2730 kg are exempted from
this requirement. It has also been found that for fleets of six or fewer aircraft, insufficient
data is produced to maintain an accurate programme and hence alternative procedures need
to be established, whereby events rather than trends are monitored.

4.2 Annual Review

At least once in a year an owner or operator should meet and discuss with their contracted
maintenance organisation and fleet technical management organisation on the performance
of the aircraft over the preceding period of time. As already stated a good Maintenance
Programme will make an aircraft more reliable, cheaper to run and more available.

4.3 Utilisation

The utilisation of an aircraft is inextricably linked to the effectiveness of a Maintenance

Programme. When optimised for a certain utilisation, tasks will lose their effectiveness if the
relationship between Flying Hours and Flight Cycles varies by a significant amount. The
MRB will set task intervals to meet, what they have considered to be a 'typical' flight profile
for their product. For example an aircraft type might reasonably have been considered to
have a profile of about seven Flying Hours to one Flight Cycle. An operator then chose to
use the aircraft on thirty-minute sectors. By using the original MRB derived data the
operator would suffer failures due to the flight hour tasks not being done soon enough to
protect the cyclic dependent parts and systems.

Operators are required to state their expected annual utilisation in the Maintenance Schedule.
Part of the annual review of effectiveness is to determine that this figure

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remains within plus or minus 25% of that figure. If the deviation is out of the 25% range,
the responsible Operator should conduct a review of the Maintenance Schedule with the
TCH to see if any amendment is required.

Quite often manufacturers will produce a 'low utilisation' programme for operators doing
very low hours, for example, one for executive jet operation. This can be a cost effective
solution for such an operator.

Finally, Supplemental Structural Inspection Programmes (SSIP) can have different inspection
frequencies dependent on the type of operation. Details of these will be found in the
introduction of the SSIP document itself.

4.4 Task Escalation

Following a period in operation it may be noticed that a particular inspection task is carried
out routinely and no faults are ever detected. It is possible that the task frequency can be
reduced, such that the task is carried out less frequently, provided that the inspection task is
performed in accordance with the inspection standards required by the Maintenance
Schedule. This gives an immediate cost saving with no loss of safety or reliability.

Task escalation is carried out on a grander scale by the manufacturers, as less frequent
tasks mean lower maintenance costs for their product, which they perceive makes it more
saleable. They achieve this by holding ISC meetings, where a group of operators and
regulators meet with the manufacturer to review the results of scheduled inspections pooled
by as many operators as they can get interested. This is basically a way of validating their
original predictions for task requirements, which would have been understandably quite
conservative.

In order to escalate the tasks, they will revisit the failure rates that the type design requires
to achieve, and apply operational experience to determine that they can still be met with
less frequent inspections.

5 Applicability

An aircraft can only be maintained to one Maintenance Schedule at any time. More than one
aircraft, however, can be maintained to the same Schedule, providing they all bear
similarities which are covered by the entire Schedule. The introductory part of the
Maintenance Schedule will therefore contain details of the aircraft to which it applies.
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Moving an aircraft from one Schedule to another will require CAAT approval of amendment
for each of the affected Schedules. In this case, the operator will need to consider the
differences between the two Schedules and the need for a 'Bridging Check' to cater for such
differences.

5.1 Registration

Aircraft maintained to any Maintenance Schedule are listed by registration in the document
and in CAAT database. If a new aircraft is added, an amendment will be required to be
submitted for CAAT approval highlighting the changes.

5.2 Mixed Age and Modification of Fleets

For a Maintenance Schedule with a number of aircraft of the same type on it, the varying
ages and modification standards should be catered for, by highlighting effectivity of tasks
that apply. For example, should two aircraft out of the fleet have an STC applied that
does not feature on the others, then any task relevant to the STC should be included and
clearly denoted in the Schedule that the two aircraft are applicable.

It follows that any aircraft being added to a Schedule is to be assessed by the operator for
its modification standard and equipment fit to ensure the Schedule adequately addresses the
needs of the individual aircraft build/change standard. Should any further task need to be
added, an amendment should be submitted to address these needs.

5.3 Adding Aircraft to Maintenance Schedules

When adding an aircraft to a Maintenance Schedule, an amendment must be submitted to

CAAT. As stated above, the commonality of the aircraft and the Schedule must be
established, in terms of modification standard, equipment fit, structural life inspections etc.

5.4 Bridging Checks

A Bridging Check is a set of tasks required to transfer an aircraft from one Maintenance
Schedule to another. Every operation is unique and hence an aircraft may have been
maintained to the same tasks at a different frequency or to different maintenance standards
in its previous operation. The Bridging Check is carried out to bring the tasks in-line with the
new frequencies and standards to ensure standards are met and no task is overrun.

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6 Other Considerations

6.1 Task Cards and Work Packaging

Task management will differ from Schedule to Schedule. In Light Aircraft, tasks are grouped
by inspection frequency that is all the 50 hour repetitive tasks appear consecutively, followed
by the 100 or 150 hour tasks. For the Maintenance Schedule of a large transport aircraft,
the tasks will probably be grouped in ATA order. This means that consecutive tasks in
the Schedule have different inspection frequencies.

In order to save costs, operators will want to have the minimum number of maintenance
checks done on their aircraft. Hence, they will select items with the same or close frequency
and 'package' them into workpacks to be done together.

Light Aircraft Maintenance system comes in a format whereby the tasks are laid out in a way that can
be used as a set of worksheets. When a workpack is compiled, the tasks are usually broken down onto
separate 'cards' which can be certified individually as the tasks are accomplished.

Traditionally, the Maintenance Schedule of a large transport aircraft would contain defined
periods of A and B line checks and C and D base checks. The base maintenance tasks can
be accomplished along with some of the lesser line tasks in order to make more efficient
use of down time (overnight stops) and manpower. This requires complex packaging of
tasks and imposes added responsibility on the operator to ensure repeat inspections are
controlled properly.

6.2 Repairs

Since 1980, large transport aircraft have been designed with 'Damage Tolerant' structures.
This means that the designers have calculated with the expected lifetime loads experienced
by the aircraft, when significant structural parts will begin to fail from fatigue. In this way,
they can determine suitable inspection frequencies and techniques to detect fatigue cracks
long before the part fails.

During the aircraft life, an aircraft can suffer from accidental damage, requiring some repair work
to the structure. In most cases, the repair will return the damaged part to its 'as was' standard, and
routine inspections of that piece of structure will continue as before. In some cases, Damage Tolerance
analysis of the repair will require an interim inspection of it before the regular inspection period falls
due. This new inspection requirement is now part of the Maintenance Schedule which
should be amended to include these inspection.
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6.3 Regulatory Requirements

The CAAT requirements regarding scheduled maintenance are set out in AOCR, Ch 8 and
CAAT annoucement.

6.4 Special Operations (AWO, RVSM etc.)

Issues such as All Weather Operations (AWO), Reduced Vertical Separation Minima
(RVSM), etc are operational issues, not used by everyone. They do, however, have specific
maintenance requirements in order to maintain their accuracy. As such, any of these
maintenance requirements must be included in the Maintenance Schedule.

6.5 Task Variations

All maintenance must be carried out at, or before, the specified frequency. In some unforeseen
circumstances, the task frequency, typically 10%, can be varied by the operator based on the
privilege of ‘Permitted Variations to Maintenance Periods’ granted by CAAT, normally
along with the Maintenance Schedule. Refer to Appendix E for sample of ‘Permitted Variation
to Maintenance Periods’.

Should the unforeseen circumstances dictate that the aircraft cannot meet its maintenance
slot even with such a variation, the operator can apply to CAAT for further variation. The
application will need to be technically justified, with timescale supported by the TCH. If
accepted, the extension will be approved as a one-off change.

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Appendix A

MAINTENANCE SCHEDULE COMPLIANCE CHECKLIST

The purpose of the Maintenance Schedule Compliance Checklist is to assist owners / operators
with a view to ensuring that Maintenance Schedules submitted to the CAAT for approval
are standardised and include all items that are required by AOCR, CAAT announcement and
also other additional CAAT required items. This checklist should be used when preparing
a draft or re-issued Maintenance Schedule. When completed, it should be submitted with the
draft or re-issued Maintenance Schedule. During routine amendment of Maintenance Schedule,
the checklist should be used as reference to ensure compliance with CAAT requirement.
However, submission of the completed checklist is not required.

This document includes all the relevant information as detailed in AOCR and CAAT
annoucement, the format of which may be modified to suit the operator’s preferred method.
In all cases the checklist should clearly show either compliance (Yes) with location of the
compliance in ‘Notes’ column or not applicable (N/A) with the reason(s) in ‘Notes’ column.

The checklist is provided to ensure the minimum required items are contained in the
Maintenance Schedule. It should be enhanced as necessary to suit the aircraft’s operational,
utilization and environmental needs.

The specific tasks and the relevant control procedures shall be included in the Maintenance
Schedule (MS) and General Maintenance Manual (GMM) of the operator respectively. The
relevant cross-references shall be specified in the ‘Notes’ column at the appropriate
paragraphs. The following information should be provided at the front of the checklist.

a) AOC Number

b) Owner’s / Operator’s Name

c) Owner’s / Operator’s MS reference and amendment status:

d) CAAT approved MS reference (if granted)

e) MME and amendment status

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MAINTENANCE SCHEDULE COMPLIANCE CHECKLIST

Details of the Maintenance Schedule:

1. General requirements Compliance

Yes N/A Notes

1.1 Maintenance Schedule basic information:-
1.1.1 The type/model/and registration number of
the aircraft
The type/model of the engines
The type/model of the propellers, where
applicable
The type/model of the auxiliary power
units, where applicable
1.1.2 The name and address of the owner,
operator, maintenance organization or fleet
technical management organisation
managing the aircraft airworthiness
1.1.3 The schedule reference, the date of issue
and issue number
1.1.4 A signed statement. (See
Appendix C)
1.1.5 Contents list
List of effective pages
Revision status of the document
1.1.6 Check periods for anticipated utilisation;
include an utilisation tolerance of plus or
minus 25%. Where utilisation cannot be
anticipated, calendar time limits should
also be included
1.1.7 Procedures for escalation
where applicable and
acceptable to the CAAT
1.1.8 Pre-flight maintenance tasks
1.1.9 The tasks and the periods
(intervals / frequencies) at which
inspections should be carried out,
including type and degree of inspection of
the following, together with the associated
systems and installations:
a. Aircraft
b. Engine(s)
c. APU
d. Propeller(s)
e. Components
f. Accessories
g. Equipment
h. Instruments
i. Electrical and radio
apparatus
1.1.10 The periods at which components should
be:
a. Checked
b. Cleaned
c. Lubricated
d. Replenished
Page 17 of 39
1. General requirements Compliance

Yes N/A Notes

e. Adjusted
f. Tested
1.1.11 Details of ageing aircraft system
requirements with any specified Sampling
Programmes, if applicable

1.1.12 Details of specific Structural Maintenance

Programmes issued by TCH, if applicable,
including but not limited to:

a. Damage Tolerance and Supplemental

Structural Inspection Programmes (SSID)

b. Maintenance requirement resulting from

Service Bulletin review performed by the
TCH

c. Corrosion prevention and control

d. Repair Assessment
e. Widespread Fatigue Damage
1.1.13 Details of CDCCLs
1.1.14 Statement of the limit of validity for the
Structural Maintenance Programme in
1.1.12, if applicable, in terms of flight cycles
/ flying hours / calendar time

1.1.15 The periods at which overhauls should be

made

The periods at which replacements should be

made

1.1.16 A cross-reference to other documents related

to:
a. Mandatory life limitations
b. Certification Maintenance Requirements
(CMR’s), if applicable
c. Airworthiness Directives (AD)

d. Specific identification of the above items

mandatory status
1.1.17 Reliability Programme
1.1.18 A statement that practices and procedures
should be the standards specified by the
TCH’s maintenance instructions

1.1.19 The definition of each inspection type

should be provided in a section

Page 18 of 39
2. Schedule basis. Compliance
Yes N/A Notes
2.1 Is the Maintenance Schedule based upon the
MRB report, the TCH’s Maintenance Planning
Document or Chapter 5 of the Maintenance
Manual?
2.2 For newly type-certificated aircraft /
comprehensively appraise the manufacturer’s
recommendations (MRB report) and other
applicable continuing airworthiness
information
2.3 For existing aircraft types, comparisons with
Maintenance Schedules previously approved
2.4 ALIs, CMRs, and CDCCLs, etc

3. Amendments. Compliance
Yes N/A Notes
3.1 Amendments (revisions) to reflect changes:
a. In the TCH’s recommendations
b. Introduced by modifications
c. Introduced by repairs
d. Discovered by service experience
e. As required by CAAT

4. Permitted variations to maintenance Compliance

periods (with the exception of items identified in 1.1.16)

Yes N/A Notes

4.1 Vary the periods through a procedure approved
by the CAAT?
4.2 Vary the periods with the approval of CAAT
(See appendix E)

5. Periodic review of maintenance schedule contents. Compliance

Yes N/A Notes
5.1 Periodic review to ensure that the Maintenance
Schedule reflects current:
a. TCH’s recommendations
b. Revisions to the MRB report if applicable

c. Mandatory requirements
d. Maintenance needs of the aircraft
5.2 Annual review defined

Page 19 of 39
6. Reliability Programmes. Compliance
Yes N/A Notes
6.1. Applicability
6.1.1 Developed in the following cases:
a. Aircraft Maintenance Schedule is
based upon MSG-3 logic
b. Aircraft Maintenance Schedule
includes condition monitored
components
c. Aircraft Maintenance Schedule
does not contain overhaul time
periods for all significant system
components
d. Specified by the Manufacturer’s
MPD or MRB
6.1.2 Need not be developed in the
following cases:
a. Aircraft Maintenance Schedule is
based upon the MSG-1 or 2 logic
(only hard times or on condition
items)
b. Not a large aircraft (= or < 5700
kgs MTWA or single-engine
helicopter)
c. Aircraft Maintenance Schedule
provides overhaul time periods for all
significant system components

6.1.3 Operator may develop its own

reliability monitoring programme
6.2. Applicability, small fleets
6.2.1 Less than 6 aircraft of the same type
6.2.2 Tailor reliability programmes to suit
the size and complexity of operation
6.2.3 Use of “Alert levels” should be used
carefully with small fleets
6.2.4 When establishing a Reliability
Programme, consider the following:
a. Focus on areas where a sufficient
amount of data is likely to be processed

b. How is engineering judgement

applied?
6.2.5 Pool data and analysis (paragraph 6.6
specifies conditions)
6.2.6 If unable to pool data / additional
restrictions on the MRB/MPD tasks
intervals specified
6.3 Engineering Judgment
6.3.1 Are there appropriately qualified
personnel (with appropriate
engineering experience and
understanding of reliability concept)
for the reliability programme?
6.4 Contracted maintenance

Page 20 of 39
6. Reliability Programmes. Compliance
Yes N/A Notes
6.4.1 Certain functions may be delegated to
an CAAT-145 Organisation of a Fleet
Technical Management Organisation

6.4.2 These are:

a. Developing the Maintenance
Schedule and Reliability Programme

b. Collecting and analysing reliability

data
c. Providing reliability reports
d. Proposing corrective actions
6.4.3 Approval to implement corrective
action
6.4.4 Maintenance contract / MOE
procedures
6.5 Reliability Programme
6.5.1 Objectives
6.5.1.1 Statement summarising the prime
objectives of the programme
a. Recognise the need for corrective
action
b. Establish what corrective action is
needed
c. Determine the effectiveness of that
action
6.5.1.2 The extent of the objectives should be
directly related to the scope of the
programme
6.5.1.3 All MSG-3 related tasks are effective
and their periodicity is adequate
6.5.2 Identification of items
The items controlled by the programme should be
stated
6.5.3 Terms and definitions
Significant terms and definitions should be clearly
identified
6.5.4 Information sources and collection
6.5.4.1 Sources and procedures in the
Exposition
6.5.4.2 Type of information to be collected
should be related to the objectives,
examples of the normal prime sources:

a. Pilots Reports
b. Technical Logs
c. Aircraft Access Terminal / On-board
readouts
d. Maintenance Worksheets
e. Workshop Reports
f. Reports on Functional Checks
g. Reports on Special Inspections
h. Stores Issues/Reports
i. Air Safety Reports
j. Reports on Delays and Incidents

Page 21 of 39
6. Reliability Programmes. Compliance
Yes N/A Notes
k. Other sources: i.e. ETOPS, RVSM,
CAT II/III
6.5.4.3 Due account of Continuing
Airworthiness information
promulgated under Part-21
6.5.5 Display of information.
Information displayed graphically or In tabular
form or in combination
6.5.5.1 Provisions for “nil returns”
6.5.5.2 Where “standards” or “alert levels”,
information oriented accordingly
6.5.6 Examination, analysis and interpretation of the
information
Method for examining, analysing and interpreting
the information should be explained

6.5.6.1 Methods of examination may be varied

– content & quantity
6.5.6.2 The whole process should enable a
critical assessment of the effectiveness
of the programme as a total activity.
May involve:
a. Comparisons of operational
reliability with established or allocated
standards
b. Analysis and interpretation of trends

c. Evaluation of repetitive defects

d. Confidence testing of expected and
achieved results
e. Studies of life-bands and survival
characteristics
f. Reliability predictions
g. Other methods of assessment
6.5.6.3 Range and depth of analysis should be
related to the particular programme:

a. Flight defects and reductions in

reliability
b. Defects - line and main base
c. Deterioration observed in routine
maintenance
d. Workshop and overhaul findings
e. Modification evaluations
f. Sampling programmes
g. Adequacy of maintenance equipment
and publications
h. Effectiveness of maintenance
procedures
i. Staff training
j. Service bulletins, technical
instructions, etc
6.5.6.4 Contracted maintenance - arrangements
established and details for information
input included

Page 22 of 39
6. Reliability Programmes. Compliance
Yes N/A Notes
6.5.7 Corrective Actions
6.5.7.1 Procedures / time scales for
implementing corrective actions /
monitoring - should be fully described
and could include:

a. Changes to maintenance, operational

procedures or techniques

b. Changes requiring amendment of the

approved Maintenance Schedule

c. Amendments to approved manuals

d. Initiation of modifications
e. Special inspections / fleet campaigns

f. Spares provisioning
g. Staff training
h. Manpower and equipment planning

6.5.7.2 Procedures for effecting changes

should be described
6.5.8 Organisational Responsibilities
Organisational structure – chains of responsibility
should be defined
6.5.9 Presentation of information to CAAT
Information submitted to CAAT for
approval of the Reliability

Programme:
a. Format and content of routine reports

b. Time scales for reports / distribution

c. Format and content of reports

requesting amendments
6.5.10 Evaluation and review
Describe procedures and individual
responsibilities – continuous monitoring of the
effectiveness of the programme
6.5.10.1 Procedures for revising the “standards”
or “alert levels”
6.5.10.2 Criteria to be taken into account during
the review includes:
a. Utilisation (high / low / seasonal)

b. Fleet commonality
c. Alert Level adjustment criteria
d. Adequacy of data
e. Reliability procedure audit
f. Staff training
g. Operational and maintenance
procedures

Page 23 of 39
6. Reliability Programmes. Compliance
Yes N/A Notes
6.5.11 Approval of organisation to implement
Maintenance Schedule changes arising from the
Reliability Programme results:

a. Does the Reliability Programme monitor the

content of the Maintenance Schedule in a
comprehensive manner?
b. Is appropriate control exercised by the owner
/ operator over the internal validation of such
changes?

6.6 Pooling Arrangements

6.6.1 Pooling information – must be
substantially the same, including:
a. Certification / modification / Service
Bulletin compliance
b. Operational factors
c. Maintenance factors
6.6.2 Is there a substantial amount of
commonality and if CAAT agreed?
6.6.3 Is the aircraft on short-term lease?
CAAT may permit more flexibility?
6.6.4 Reliability Programme managed by the
aircraft manufacturer if agreed by
CAAT

7. CAAT required items Compliance

Yes N/A Notes
7.1 Details of who may issue a CRS
7.2 Define which inspections/checks are
considered to be base maintenance
7.3 Maintenance Requirements, in the
absence of manufacturer’s recommendations.
(See Appendix D)
7.3.1 Aircraft battery capacity
check / deep cycle
7.3.2 Emergency equipment
7.3.3 Emergency escape provisions:
a. Portable valise type life-rafts
b. Door & escape chutes / slides
c. Emergency exits / hatches
7.3.4 Flexible hoses
7.3.5 Fuel / oil system contamination
checks
7.3.6 Pressure vessels
7.3.7 Seat belts and harnesses
7.3.8 Airworthiness notices -
applicability
7.3.9 Vital points and control systems
7.3.10 Maintenance applicable to special
operational approvals, if
applicable:
AWO
RVSM
Page 24 of 39
7. CAAT required items Compliance
Yes N/A Notes
ETOPS
MNPS
Transport of dangerous goods
Other (Specify) …….
7.3.11 Customer furnished equipment
7.3.12 Engine & APU condition
monitored maintenance
7.3.13 Mandatory requirements as listed
in CAAT Airworthiness Directive

7.3.14 Flight data recorder systems

7.3.15 Mode “S” transponder ICAO
24-bit aircraft addresses
7.3.16 In-flight entertainment systems

Completed by: [Name and Position] Signed and Date:

Page 25 of 39
Appendix B

Standard Clauses for Insertion in Maintenance Schedule Introductory Pages

The purpose of this Standard Maintenance Practice is to ensure that the introductory pages of
Maintenance Schedules are reasonably consistent and, where applicable, include the following
items. Minor variation in the wording is acceptable providing that the intention remains
clear.

1 Annual Utilisation and Maintenance Review

In the preparation of this Maintenance Schedule (provide reference) to meet the

requirements of the AOCR and CAAT announcement, the recommendations made by the
manufacturers have been evaluated and, where appropriate, have been incorporated. It is
agreed that it is a duty of the Operator or his contracted Maintenance Organisation or Fleet
Technical Management Organisation that subsequent maintenance recommendations, including
airworthiness information promulgated in Maintenance Review Board Report,
Maintenance Planning Document, Service Bulletins, and Service Letters, etc., issued by
the manufacturers, should be evaluated and, where appropriate, should be incorporated in
this Schedule by approved amendment procedures.

The periods/frequencies of the maintenance tasks in this Schedule are generally based on
an anticipated annual utilisation of ....... flying hours and large variations in the annual
utilisation of individual aircraft could invalidate the effectiveness of certain tasks. If the
annual utilisation varies by more than 25% from that anticipated, the Operator accepts
that it, or its contracted maintenance organisation, must review the maintenance tasks
and periods with a view to making any necessary adjustments.

In addition to variations in utilisation, the data contained in this Schedule will be reviewed
at least annually by the Operator, or its contracted Maintenance Organisation, to ensure
that the detailed requirements continue to be valid in the light of operating experience.

Page 26 of 39
2 Maintenance Schedule Applicability

This Maintenance Schedule is applicable only to the following aircraft:

Registration Type Serial No.

NOTE: Any changes in aircraft applicability must have prior approval by the CAAT.

3 Flying Times

All periods in this Schedule quoted in 'flying hours' are to be calculated and recorded on
a 'Take-Off to Touch-Down' basis.

4 Certification of Maintenance

Attention is drawn to the necessity of ensuring that the appropriate certification of

maintenance is completed. The requirements are specified in the CAAT Approval
Document and Endorsements relating to this Schedule.

5 Permitted Variations to Maintenance Periods

The periods prescribed by this Schedule may be varied subject to the conditions and
limits contained in Permitted Variations to Maintenance Periods (See Appendix E).

6 Airworthiness Directives and Manufacturer’s Service Information

Chapter 8 of Air Operator’s Certificates Requirements (AOCR) requires the operator to

assess airworthiness directive and manufacturer technical information. Airworthiness
Directives (or documents of comparable intent) are issued by the Authority responsible
for the type design of the aircraft/engine concerned whereas and manufacturer technical
information is in the form of Service Bulletins, Letters, Information Leaflets, etc. resulting
from in-service experience.

Compliance with the mandatory requirements of the Authority responsible for the type
design of the aircraft/engine must be achieved unless this requirement is varied by the
CAAT.

Page 27 of 39
Continuing Airworthiness and other Service Information must be continuously evaluated
by the Operator or the contracted Maintenance Organisation or Fleet Technical
Management Organisation and, where necessary, appropriate action must be taken to
amend the Maintenance Schedule.

7 Fatigue Lives and Airworthiness Limitations Items

Structural 'fatigue' lives and Airworthiness Limitations Items published by manufacturers

are classified by CAAT as mandatory for aircraft on the Thai register.

8 Maintenance Practices and Procedures

The practices and procedures necessary to accomplish the requirements of this Schedule,
or work resulting from its application, should be, as a minimum, to the standards
recommended in:

a) relevant Maintenance, Overhaul and Repair Manuals and where applicable

b) UKCAA CAP 562 Civil Aircraft Airworthiness Information and Procedures.

9 Area or Zonal Inspection

Where the term 'ZONAL' is used in this Schedule, this is to be interpreted to mean that a
general visual inspection is made for the general condition of the structure, systems and
components in the specified zone or area. The inspection must be of sufficient depth to
establish that any significant deterioration is identified and rectified to ensure that the
general quality/condition of the zone/area is satisfactory until the next higher inspection
becomes due.

10 Inspection Standards

Unless otherwise stated, all inspection requirements are to be applied without removing
an item from the aircraft or dismantling the item, group or sub-assembly unless
dismantling is considered essential in order to ensure airworthiness. Where dismantling
is required by this Schedule, this is stated against the item concerned.

All significant terms and abbreviations used within this Schedule are defined in
accordance with the Type Certificate Holder’s definitions, or, in the absence of formal

Page 28 of 39
definition, those quoted in World Airlines Technical Operations Glossary.

The inspection standards applied to individual task inspections must meet the requirements
of the Type Certificate Holder’s recommended standards and practices. In the absence of
specific manufacturers’ guidance, refer to UKCAA CAP 562 (Civil Aircraft Airworthiness
Information and Procedures) or other approved data, as appropriate.

11 Condition Monitored Maintenance/Reliability Programme

The method of data collection, analysis, corrective actions and reporting specified for
the implementation of this Approved Maintenance Schedule is prescribed in the current
Reliability Programme Ref. XXXX, which constitutes part of the Schedule.

12 Maintenance Requirements

The introductory page should state that in the absence of manufacturer’s

recommendations, the maintenance requirements stipulated in Appendix D and listed
below should be adhered to by operators.

a) Aircraft battery capacity checks

b) Emergency equipment
c) Emergency escape provisions (as applicable)
d) Flexible hoses
e) Fuel/oil system contamination checks
f) Pressure vessels
g) Seat belts and harnesses
h) CAAT Airworthiness Notices
i) Vital points and control systems
j) Maintenance applicable to specific aircraft operations
k) Customer furnished equipment
l) Engine and APU maintenance programme
m) Mandatory requirements – Airworthiness directives and manufacturer’s service
information
n) Flight recorder systems
o) Mode “S” transponder ICAO 24-bit aircraft addresses
p) In-flight entertainment systems

Page 29 of 39
Appendix C
OPERATOR’S CERTIFICATION STATEMENT

In the preparation of this Maintenance Schedule to meet the requirements of AOCR and CAAT
announcement, the recommendations made by the aircraft, engine and equipment
manufacturers have been evaluated and, where appropriate, have been incorporated.

This Maintenance Schedule lists the tasks and identifies the practices and procedures, which
form the basis for the scheduled maintenance of the aircraft. The operator undertakes to ensure
that these aircraft will continue to be maintained in accordance with this Schedule.

The data contained in this Schedule will be reviewed for continued validity at least annually
in the light of operating experience.

It is accepted that this Schedule does not prevent the necessity for complying with any new or
amended regulations or requirements published by CAAT from time to time where these new
or amended regulations may override elements of this Schedule.

It is understood that compliance with this Schedule alone does not discharge the operator
from ensuring that the Schedule reflects the maintenance needs of the aircraft, such that
continuing safe operation can be assured. It is further understood that CAAT reserves the
right to suspend, vary or cancel approval of the Maintenance Schedule if the CAAT has evidence
that the requirements of the Maintenance Schedule are not being followed or that the required
standards of airworthiness are not being maintained.

Name ........................................................... Position.................................................

Signed .............................................................................................

For and on behalf of operator:.........................................................

Date: ...............................................................................................

NOTE: The post holder identified above is either the Accountable Manager or Quality Manager
of the operator or when the aircraft’s continuing airworthiness management is contracted to an
approved organisation, the Accountable Manager or Quality Manager of such organisation.

Page 30 of 39
Appendix D
CAAT MAINTENANCE REQUIREMENTS

(1) AIRCRAFT BATTERY CAPACITY CHECKS

Aircraft batteries shall be maintained in accordance with the manufacturer’s

recommendations. In the absence of any manufacturer’s instructions the following periods
apply:

a) Lead acid Battery – not exceeding 3 months.

b) Ni-Cad Battery – not exceeding 4 months.

(2) EMERGENCY EQUIPMENT

The required Emergency Equipment will be maintained to a schedule based on the

equipment manufacturer’s recommendations. In addition, the following requirements are
complied with in the Maintenance Schedule:

Emergency equipment is to be checked for correct complement, stowage, installation

and expiry date(s) at suitable periods.

First Aid Kit(s) contents are checked at periods not exceeding 12 months.

(3) EMERGENCY ESCAPE PROVISIONS (as applicable)

a) Portable Valise Type Life rafts

At the appropriate Overhaul Period, 10% of all life rafts installed in fleets will be test
inflated using system bottle and release mechanisms.

b) Door and Escape Chutes/Slides

A schedule of release and inflation tests will be carried out. (Overhaul in accordance with OEM
intervals and not exceed 36 months. A slide deployment sampling programme at least 10 or
10%, whichever is the greater, of all the exits in the fleet, will have been deployed within an
elapsed period of not more than two years.

c) Emergency Exits/Hatches
All emergency exits and hatches are functioned by both internal and external means at
periods specified in this Maintenance Schedule. In the absence of manufacturer’s
specific recommendations, these should occur at suitable periods not exceeding six
months elapsed time.

Page 31 of 39
(4) FLEXIBLE HOSES

Flexible hoses shall be inspected, overhauled or life limited in accordance with the
manufacturer’s recommendations.

In the absence of manufacturer’s recommendations, hoses shall be subject to a schedule

of pressure testing at periods not exceeding six years from installation and three yearly
thereafter, or in accordance with an alternative schedule as agreed by the CAAT.

(5) FUEL/OIL SYSTEM CONTAMINATION CHECKS

Consumable fluids, gases etc. uplifted prior to flight will be of the correct specification,
free from contamination, and correctly recorded.

Fuel system water drain checks are to be carried out in accordance with operator’s General
Maintenance Management Manual.

The procedures shall be in accordance with the manufacturer’s recommendations. In the

absence of manufacturer’s recommendations, the frequency of the water drain checks shall
be approved by the CAAT.

(6) PRESSURE VESSELS

Oxygen/Nitrogen pressure vessels are to be overhauled or tested in accordance with

manufacturer’s recommendations. In the absence of any such recommendations the periods
specified in British Standard Institute Standard (BSI) BS5430-2 should be followed.

(7) SEAT BELTS AND HARNESSES

In the absence of manufacturer’s recommendations, all installed seat belts and harnesses
shall be subject to a schedule of Detailed Visual Inspection at periods not exceeding six
months.

(8) CAAT AIRWORTHINESS REQUIREMENTS

CAAT Airworthiness Requirements detail additional maintenance requirements. Procedures are in

place to assess all Airworthiness Requirements on a continuing basis for

Page 32 of 39
applicability to aircraft maintained to this Maintenance Schedule. Where necessary, relevant
maintenance tasks should be included in the Maintenance Schedule.

(9) VITAL POINTS AND CONTROL SYSTEMS

Whenever inspections are made or work is undertaken on vital points, flying or engine
control systems, a detailed investigation must be made on completion of the task to
ensure that all tools, rags or any other loose articles which could impede the free movement
and safe operation of the system(s) have been removed and that the system(s) and
installation in the aircraft zone are clean and unobstructed.

If, as a result of the application of tasks associated with the schedule, any part of either
the main or any associated system is dismantled, isolated, adjusted, repaired or renewed,
that part of the system(s) which has been disturbed shall be subjected to a duplicate
inspection, with free movement, range, direction and tension checks.

(10) MAINTENANCE APPLICABLE TO SPECIFIC AIRCRAFT OPERATIONS

The Maintenance Schedule contains the necessary tasks required to ensure continued
compliance with additional specific authorisations/approvals:

 Automatic Approach and Automatic Landing CAT II/CAT III

 Minimum Navigation Performance Specifications (MNPS)
 Reduced Vertical Separation Minima (RVSM)
 Extended Range Twin Operations (ETOPS)
 Others (Specify)

(11) CUSTOMER OR BUYER FURNISHED EQUIPMENT

The Maintenance Schedule contains the necessary tasks required to ensure continued
airworthiness of customer or buyer furnished equipment fitted to the aircraft.

(12) ENGINE AND APU MAINTENANCE PROGRAMME

For engines and APUs which are controlled by a Reliability Centered Maintenance or
Condition Monitored Maintenance Programme, compliance with CAAT (ENG-02).

Page 33 of 39
Note: For engines and APUs controlled by a fixed Hot Section Inspection and Overhaul
Life, no entry is required.

(13) MANDATORY REQUIREMENTS – AIRWORTHINESS DIRECTIVES AND

MANUFACTURER’S SERVICE INFORMATION

CAAT requires Operators to institute a system for the assessment of continuing

airworthiness information. An Airworthiness Directive (AD) is a document issued or
adopted by the Authority of the State of Registry of an aircraft which mandates the actions
to be performed to restore an acceptable level of safety to an aircraft when an unsafe
condition has been identified.

The constructor/manufacturer issues technical information in the form of Service

Bulletins, Letters, Information Leaflets, etc. resulting from in-service experience.
Compliance with the mandatory requirements of the Authority responsible for the type
design of aircraft and equipment must be achieved unless the requirement is varied by
the Director-General of Civil Aviation Authority of Thailand.

Continuing Airworthiness and other Service Information must be continuously evaluated

by the Operator or the contracted Maintenance Organisation or the Fleet Technical
Management Organisation and, where necessary, appropriate action must be taken to
amend the Maintenance Schedule.

(14) FLIGHT RECORDERS

The Maintenance Schedule should contain the necessary tasks required to ensure that
flight recorders, which include flight data recorders and cockpit voice recorders, remain
serviceable with regard to the parameters to be recorded and the duration of recording.
In addition to the maintenance requirements stipulated by the aircraft and recorder
manufacturers, the requirements of CAAT announcement ( O p e r a t i o n o f A i r c r a f t ,
C o m m e r c i a l A i r T r a n s p o r t - A i r p l a n e ) shall be complied with.

(15) MODE “S” TRANSPONDER ICAO 24-BIT AIRCRAFT ADDRESSES

The correct Mode S address should be periodically confirmed for each transponder installed
on the aircraft, via a field test set at an appropriate maintenance opportunity (not to
exceed a 2-year period). This task should be incorporated into the Maintenance Schedule.

Page 34 of 39
(16) IN-FLIGHT ENTERTAINMENT SYSTEMS (IFE)

IFE S Y S a n d installations should be addressed and form part of the periodic schedule
review. JAA TGL 17 provides detail guidance on the development of IFE scheduled
maintenance tasks and solutions.

Page 35 of 39
Appendix E

PERMITTED VARIATIONS TO MAINTENANCE PERIODS

1. Where the manufacturer has not prescribed tolerances or permitted variations in its
maintenance schedule recommendations then the permitted variations to maintenance periods
described in sub-paragraphs 4 (a) to (e) shall apply. The Operator may vary the periods
prescribed by this Schedule provided that such variations are within the limits of the sub-
paragraphs.

2. When the manufacturer has prescribed tolerances or permitted variations then these will
apply. The details must be specified in this Schedule. The Operator may vary the periods
prescribed by this Schedule provided that such variations are within the manufacturer's
permitted tolerances or permitted variations. Sub-paragraphs 4 (a) to (e) shall not apply to
this type of variations.

3. Variations shall be permitted only when the periods prescribed by this Schedule (or documents
in support of this Schedule) cannot be complied with due to circumstances which could
not reasonably have been foreseen by the Operator.

4. The decision to vary any of the prescribed periods shall be made only by the Operator or
its contracted organisation for the management of Maintenance Schedule. Particulars of
every variation so made shall be entered in the appropriate Log Book(s).

(a) Items Controlled by Flying Hours

Period Involved Maximum Variation of the Prescribed Period

(i) 5000 flying hours or less 10%
(ii) More than 5000 flying hours 500 flying hours

(b) Items Controlled by Calendar Time

Period Involved Maximum Variation of the Prescribed Period

(i) 1 year or less 10% or 1 month, whichever is the lesser
(ii) More than 1 year but not 10% or 2 months, whichever is the lesser
exceeding 3 years
(iii) More than 3 years 3 months

(c) Items Controlled by Landing/Cycles

Period Involved Maximum Variation of the Prescribed Period

(i) 500 landings/cycles or less 10% or 25 landings/cycles, whichever is the
lesser
(ii) More than 500 10% or 500 landings/cycles, whichever is the
landings/cycles lesser

Page 36 of 39
(d) Items Controlled by More Than One Limit. For items controlled by more than one
limit, e.g. items controlled by flying hours and calendar time or flying hours and
landings/cycles, the more restrictive limit shall be applied.

NOTES:

(1) The variations permitted above do not apply to:-

(a) Those components for which an ultimate (scrap) or retirement life has
been prescribed (e.g. primary structure of components with limited fatigue
lives and high energy rotating parts or which containment is not
provided). Details concerning all items of this nature are included in
the Type Certificate Holder's documents or manuals.

(b) Those tasks included in the Maintenance Schedule, which have been
classified as mandatory by the Type Certificate Holder or the CAAT.

(c) Certification Maintenance Requirements (CMR) unless specifically

approved by the CAAT.

(2) Air Navigation ACT, CAAT Airworthiness Directive and CAAT

Requirements may override these conditions.

Page 37 of 39
Appendix F

Civil Aviation Authority of Thailand

71 Soi Ngamduplee, Rama IV Road
Bangkok 10120, THAILAND

MAINTENANCE PROGRAMME APPROVAL

Pursuant to the requirements for the time being in force, the Civil Aviation Authority of Thailand
hereby approves, subject to the conditions hereto, the following Maintenance Programme:

Operator :

Program Reference :

Aircraft Type :

Conditions:

1. All amendments/alterations to this Maintenance Program shall be approved by the CAAT.

2. It is the responsibility of Operator to ensure that recommendations made by the Aircraft or
Equipment design holders are evaluated and, where appropriate, Operator must initiate
Maintenance Program amendments.
3. It is the responsibility of Operator to ensure that compliance is accomplished with all appropriate
mandatory requirements issued by the CAAT and by the state of design of the aircraft.
4. Insert this page in front of ……..…………………………….Aircraft Maintenance Programe.

……………………………………

COMPETENT OFFICIAL

Date of Issued :

Form ENG A1 Rev.00 dated 05/09/2016

Page 38 of 39
Appendix G

MAINTENANCE SCHEDULE AMENDMENT REQUEST FORM

CAAT Schedule Ref: Issue No: Aircraft Type:

Operator Schedule: Issue Date: Amendment No.:

Item Action to be taken Justification CAAT Remarks

1. Introduction page A Replace with new page Introduction of new check cycle

dated…………………………

2. Introduction page B Replace with new page Introduction of Aircraft

Registration B-………………
dated…………………………

3. Page 5 – Item C Replace with new page Revision of forward pressure

bulkhead inspection requirements.
dated………………………… In accordance with manufacturer’s
latest requirements

COMPLIANCE STATEMENT: This Maintenance Schedule complies with the manufacturer’s minimum maintenance and inspection requirements and
the requirements of the Civil Aviation Authority of Thailand for the airframe, engines (on wing), systems and components except wherein previously or
hereby approved by the Civil Aviation Authority of Thailand.

Signed: Position: Date:

Organisation: on behalf of :

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