Maintenance Procedures Manual

Good housekeeping in the hangar and on the flight, line is essential to safety and efficient maintenance. The highest standards of orderly work arrangements and cleanliness should be observed during the maintenance of aircraft to ensure the facility is safe and appropriate for the scope of work to be performed.

Base Manager/Production Manager is responsible for ensuring that all equipment is in workable condition and the facility is organized. Any unserviceable equipment must be tagged and removed from the facility or repaired immediately.

All maintenance personnel are responsible for daily cleaning, organizing, and upkeep of the hangar and the office area used for production purpose. The overall responsibility lies with the on-shift Production Manager.

Production Manager must complete daily, ‘End of Shift Hangar Inspection’ checklist and address any issues that may arise. Any equipment or tooling found unserviceable during this inspection must be reported to the Director of Maintenance/PRM.

Hangar facility must be cleaned and organized at the end of every shift.

Where continuous work shifts are established, the outgoing shift should remove and properly store personal tools, rollaway boxes, all work stands, maintenance stands, hoses, electrical cords, hoists, crates, and boxes that are superfluous to the work to be accomplished.

Bi-Weekly Hanger inspection to be performed as per form MPM-MTC-020. OHS Monthly Hanger inspection to be performed as per MPM-MTC-008 checklist

Any defective equipment must be tagged, removed from service, and reported to the appropriate manager.

Associated Forms

The company shall maintain an effective tools and equipment control program. The use of all calibrated tools and equipment shall be tracked. In case where a tool or equipment is found to be inoperative and/or damaged, it must be taken out of service and reported immediately.

The technician using the tooling is responsible for identifying and reporting any tooling and/or equipment that are found to be inoperative, damaged or out of tolerance to their immediate manager and the supply chain technician.

All tools and equipment owned by the company shall be tracked and inventoried using the company computer program.

All calibrated tools and equipment owned by the company shall be stored in a controlled area only accessible by Supply Chain Technicians and/or management.

All calibrated tools shall be signed out on the Controlled Tool Utilization Record (MPM-SC-003) for tracking purpose.

All unserviceable tooling or equipment must be identified, tagged, and removed form service immediately. Production Manger must be notified.

Associated Forms

All machinery and equipment must be locked out and tagged when discovered to be unser-viceable and/or while performing repair or routine maintenance.

This will prevent:

Inadvertent use of unserviceable machinery or equipment until such time the machinery or equipment has been repaired, tested, and put back into service.

Injuries from unexpected energization, activation, or release of hazardous energy during servicing or maintenance of machinery or equipment.

Supervisors are responsible for:

Identifying machinery or equipment in that possess hazardous energy.

Providing protective equipment or device necessary to perform work safely.

Ensuring authorized employees under their control understand and apply lockout/tagout procedures.

Ensure contractors performing servicing or maintenance work in their area comply with lockout/tagout procedures.

Employees are responsible for:

Following lockout/tagout procedures for machinery or equipment in their area.

Reporting any deficiencies or problems associated with lockout/tagout procedures.

Occupational Health and Safety Department is responsible for:

Providing assistance and guidance to departments regarding lockout/tagout proce-dures.

Coordinating appropriate training for employees

Reviewing and updating lockout/tagout program.

Example 2: Compressor

Electrical Plug to the compressor must be disconnected from the wall.

A warning tag plug cover and pad lock must be obtained from the lockout/tagout box.

Plug cover must be installed on the electrical plug and locked out using the pad lock.

Key must be delivered to Production Manager/Base Manager with description of the defect.

Lockout/tagout Log must be completed.

Once maintenance to the compressor is completed, all items must be returned to the lockout/ tagout box,

Following are more pictorial examples for guidance:

Engine Crane

All unserviceable or damaged hangar equipment shall be removed from service, tagged and reported immediately to the appropriate manager.

All maintenance employees are responsible to ensure that damage or defect to the equipment is reported immediately and its use is seized.

Unserviceable Hangar Equipment Tag

Any hangar equipment found to be unsafe, damaged or does not have valid certification must be tagged with the appropriate Unserviceable Hangar Equipment Tag (MPM-SC-009) and removed from service. Refer to 2.3 Lockout/Tagout procedures of this manual

Immediately identify the defective equipment by placing a properly completed Unserviceable Tag (MPM-SC-009) in a visible location on the equipment and/ or part. Notify the Production Manager/Base Manger.

Top portion of the Unserviceable Hanger Equipment Tag (MPM-SC-009) shall be given to Production Manager/Base Manger in order to create a Repair Order (RO). This portion of the tag gets attached to the Repair Order.

Bottom portion of the Unserviceable Hanger Equipment Tag (MPM-SC-009) shall be attached to the equipment.

Once the paperwork has been completed, equipment shall be sent out for repair.

Hangar/Building Defects

All Hangar/Building damage (defects) including, water, air, heat, structural, etc. are to be reported to the appropriate manager immediately.

The manager responsible shall ensure that the property owners have been contacted and the necessary corrective actions have been initiated.

Property Owners shall ensure that the repairs are completed.

Associated Forms

Intentionally Left Blank

The Quality Assurance Program shall ensure continued effectiveness of the

company policies, procedures, and processes as well as demonstrate Company’s ability to conform to applicable regulations and industry standards. The program shall encompass peri-odic reviews of all the applicable regulations, requirements and technical activities associated with AMO and the maintenance of aircraft operated by the Company.

The Director, Quality Assurance (Manager, Quality Assurance) is responsible for the Quality Assurance Program.

Refer to the Pivot Airlines Corporate Audit Manual for detailed procedures on the Quality Assurance Program.

Associated Forms

A review of the Quality Assurance Program shall be carried out periodically to ensure that the Quality Assurance Program is compliant with the regulations and effective in capturing any discrepancies and non-conformance of the Company policies and procedures.

Quality Assurance Manager shall:

develop a program to determine the type of information to review in order to ensure effectiveness of the Quality Assurance Program.

ensure the review program captures all areas of the Maintenance Policy Manual and the regulations.

gather any relevant information from the findings and distribute to the applicable Pivot Airlines Executives.

Annually the Quality Assurance Manager shall perform a review of the Quality Assurance Program using ongoing monitoring tools that may include:

Performance of the Auditors by verifying the quality of the findings raised by the Auditors.

Acquiring feedback from audit clients and other stakeholders.

Assessing audit readiness prior to the audit by looking for items like pre-approval of the audit scope, innovative best practices, budgeted hours, and assigned staff.

Using checklists to give assurance on whether processes adopted by the internal audit activity (e.g., internal audit policies and procedures manuals) are being followed.

Using measures of projected budgets, timekeeping systems, and audit plan completion to determine if appropriate time is spent on different aspects of the audit process, as well as high risk and complex areas.

Analyzing other performance metrics to measure stakeholder value from stakeholder feedback.

Assess the auditors training to ensure it meets the requirements of the areas being audited.

Any weaknesses or areas for improvement should be addressed as they are identified during the monitoring process.

Associated Forms

All aircraft operated by Pivot Airlines must be maintained in accordance with the Aircraft Main-tenance Schedule approved by the Minister.

Person Responsible for Maintenance

As the approved signatory for any correspondence with the Minister. the Person Responsible for Maintenance must review and sign the Aircraft Maintenance Schedule (MSA) and Form 24-0055C.

Director, Aircraft Programs

Is responsible for developing and managing a maintenance schedule for each aircraft type operated by Pivot Airlines.

Implementing a continuous review of the maintenance schedule against the OEM and Canadian Aviation Regulation requirements to ensure the maintenance schedule is compliant and effective.

Aircraft Maintenance Schedule

Flight Operations will inform the Director, Aircraft Programs of the proposed type of operation and annual utilization for the aircraft.

All Aircraft operated by Pivot Airlines must be maintained in accordance with the applicable maintenance schedule approved by the Transport Canada.

Prior to starting the Aircraft Maintenance Schedule, the Director, Aircraft Programs will assemble a package containing the following:

All ATA Airworthiness Limitation Items.

All ATA Continuous Inspection Items.

All Scheduled Inspection Sign-Off sheets.

All Instructions for Continued Airworthiness from the modifications embodied on the aircraft.

Any Service Bulletins which identify inspection, overhaul and/or airworthiness limita-tions.

Aircraft(s) Equipment List.

Canadian Aviation Regulation Standard 625 Appendix ‘C’.

Where the recommendations of the aircraft manufacturer are incompatible with those of the engine, propeller, or appliance manufacturer, the recommendations of the air-craft manufacturer shall be used.

Refer Approved MSA for Pivot Airlines for detailed information (PAX-9227-CL600-2B19).

When completed. the Director, Aircraft Programs will complete Transport Canada Form 24-0055B and submit the form, two copies of the Aircraft Maintenance Schedule (MSA) and paper package to the Person Responsible for Maintenance for approval.

Upon approval the Director, Aircraft Programs will deliver the Aircraft Maintenance Schedules (MSA) to the Pivot Airlines Principal Maintenance Inspector.

In case, Pivot Airlines brings into use a type of aircraft which they have not previously operated, the Minister can approve, for a limited period of time , the use of an interim schedule which meets the applicable requirements, to allow operation of the aircraft until the MSA is approved by the Minister.

Pivot Airlines shall incorporate tasks into the maintenance schedule outside of the recommended by CARs or manufacturer based on the findings from the QA Program, Maintenance Recommendations or a Fleet Campaign to improve the reliability and will not be subject to approval from the Minister.

The Minister can on receipt of a fully documented application, authorize Pivot Airlines to exceed the approved task interval/deviation to MSA. Such authorization shall be applicable on case to case basis, and do not constitute a permanent amendment to the Pivot Airlines approved maintenance schedule. Prior to the commencement of any such authorization issued pursuant to this subsection, the aircraft shall be inspected to the degree necessary to ensure that it is airworthy, and in satisfactory condition to operate for the period covered by authorization in accordance with the requirements of Technical Dispatch of Pivot Airlines.

Amendments

Amendments to the Aircraft Maintenance Schedule (MSA) will be identified through the Service Information Evaluation Program. When the Director, Aircraft Programs identifies a change is required to the Aircraft Maintenance Schedule (MSA); a Change Request Form (MPM-MTC-003) must be filled out and the applicable documentation attached supporting the reason for the change.

Any changes to the Aircraft Maintenance Schedule will be highlighted to allow the reader to see the changes made.

When amending the Aircraft Maintenance Schedule (MSA) only the pages changed will have the revision status changed.

When completed, the Director, Aircraft Programs will complete Transport Canada Form 24-0055C and submit the form, two copies of the Aircraft Maintenance Schedule (MSA) amended pages and paper package to the Person Responsible for Maintenance for approval.

Upon approval the Director, Aircraft Programs will deliver the original page 1 and two copies of the amended pages of the Aircraft Maintenance Schedule (MSA) to the Pivot Airlines Principal Maintenance Inspector.

Aircraft Additions

Existing Fleet Type:

New aircraft addition to an existing fleet type will be bridged into the Aircraft Mainte-nance Schedule (MSA).

Where additions or changes are required, Director, Aircraft Programs will complete Transport Canada Form 24-0055B and follow the amendment process.

New fleet type

Director, Aircraft Programs will follow the new MSA Process

Associated Forms

Maintenance Planning shall ensure compliance against the Approved Maintenance Schedule/ Program (MSA).

Maintenance Planner

Liaise with Flight Operations to control the flow (aircraft movement) and downtime of the aircraft to meet the maintenance schedules.

Create a tally sheet via the Company computer program with a planned downtime for the aircraft.

Evaluate scheduled tasks, extended scheduled tasks and the non-scheduled tasks (AWC’s and DMI’s) to create a tally sheet via a Maintenance Event (ME). Aircraft rotation for the next 3 days and the available down time to address the tasks must be taken into consideration.

Prioritize each maintenance item (scheduled and non-scheduled tasks) via four subcategories listed in the highest to lowest priority: No Go, Critical, Urgent and Routine.

Monitor aircraft projections/DMI’s and current extended tasks regularly to route the aircraft appropriately.

Ensure all mandatory and regulatory tasks (i.e. AD’s, Mandatory SB’s) are planned and accomplished within specific time limits.

Coordinate maintenance activity during downtime of the aircraft with contract companies so that scheduled and non-scheduled tasks can be accomplished.

Monitor and plan deferred defects, or other unscheduled maintenance items to ensure compliance with Minimum Equipment List (MEL) run out times.

Base Manager/Production Manager

Liaise with maintenance planning to ensure there is adequate manpower and resources to accomplish the scheduled maintenance event.

Review and provide feedback on scheduled maintenance events.

Communicate recurring defects to the maintenance planner so that sufficient downtime is slotted for defect rectification.

Technical Records

Ensure the maintenance tracking program is up to date with AD’s / SB’s, and any other maintenance governing rules to remain compliant.

Advise planner if there are any new AD’s / SB’s affecting the current fleet.

Responsible for quality control for all the paperwork.

Supply Chain

Provide parts/materials support so that all the planned work can be completed in a timely fashion.

Maintenance Planner

Planner in the morning prints out the current flow for the day and gathers all the aircrafts’ current airframe and cycles. The planner does this by selecting “Maintenance Planning” tab in the Company Computer Program as seen on Figure 1a. From that screen, the planner will select and record each individual aircraft’s airframe and cycle by selecting a specific timeline. These numbers can be attained by just pointing the cursor over a flight that had been completed. From the information box we know the aircraft’s registration, the flight that it last did, the scheduled departure and arrival station and more importantly the “Total Airframe Hours” and the “Total Cycles” at the end of the flight selected.

Once all the airframe and the cycles have been collaborated, two reports are being asked to be generated by the Company Computer Program. The first report is “Maintenance-AWC Open DMI (Figure 3)” and the other is “Maintenance – Extended Tasks (Figure 4)”. These 2 reports aid the planner to develop and organise a maintenance event, down time for the aircraft.

The Aircraft Movement Chart / Gantt Chart provides an overview of the entire aircraft fleet including flights, maintenance items, and maintenance events, all in real-time. Figure 1a contains general details about the aircraft currently displayed on the Planning Chart. Aircraft registration, serial number, fin number, and maintenance master are all listed in the Aircraft Fleet Information section for each aircraft.

When hovering over a specific aircraft in the Aircraft Fleet Information section of the Planning Chart with the cursor, a data block appears with additional information about the aircraft, as shown in Figure 1a. Scheduled and unscheduled maintenance tasks are plotted on the Planning Chart by means of Projection Items”. These projection items are small blocks that represent the projected due date/time of a scheduled or unscheduled maintenance task. There are three types of projection items that can be displayed on the Planning Chart; Tasks (Scheduled), AWCs (Unscheduled) and Off-wing life items. The various projection items are explained below.

Scheduled Tasks

Scheduled Maintenance Tasks are displayed on the chart in the color of their status. Sched-uled Maintenance Tasks can be due by Cycles (Landings), Hours, or by Date. The MMP proj-ects the Scheduled Maintenance Tasks projection items accordingly. A scheduled maintenance task’s due date/time is determined by an aircraft’s “Online counters”. These online counters are calculated by using the last action log page, and adding any completed, scheduled, or manual flights to the last actual airtime hours and landings. Tasks projected on the Planning Chart are colored according to their status. There could be any number of main-tenance tasks within one projection item. The exact number of tasks within a projection item is displayed in the projection item block. By hovering over the projection item block, the user is shown which tasks are within a projection item block.

Additional Work Cards (AWCs)

Additional Work Cards or AWCs fall into two categories:

Defect deferred in accordance with the MEL resulting in a “Deferral Recorded” AWC (Figure 3): “Deferral Recorded” AWC’s blink on the Planning Chart since they are mandatory items that must be completed by the expiry date. ‘Deferral Recorded’ AWC’s contain a DMI number in addition to the AWC number. The DMI number consists of the Log page number, on which the AWC was generated, in combination with a defect number. The defect number is used to distinguish multiple defects on the same log page.

Defect deferred in accordance with AMM, SRM, CMM limitations or an Engineering document resulting in a

“Non-MEL deferral” AWC: “Non-MEL deferral” AWCs do not blink and can go past their expiry date with no operational consequence. In addition, they do not bear a DMI number. The distinction between AWC’s deferred in accordance with the MEL or an AWC deferred in accordance with the AMM, is made by an authorized aircraft technician, when creating the AWC. AWC’s expire by date only, and therefore do not use log pages or online counters to determine their projection date. The projection item date is simply the expiry date of the AWC. AWC projection items are orange in color. Similar to task projection items, a projection item can contain multiple AWC’s within it as seen in Figure 1b.

Off-Wing Life Items

In contrast to AWC and Maintenance Task projection items, the Off-Wing life projection items has a dedicated horizontal bar on the Planning Chart marked as “Off-Wing life Items”. This bar shows projection items of inventory items (aircraft parts as well as tools, or any other purchase destination) with a life limit on-wing as well as off-wing.

Another format of the Projected Items (PI) can be found in Figure 2. In Figure 2, the Scheduled Maintenance Items itemized in date order for the next 3 weeks. This way the planner when planning the Maintenance event for that aircraft has an idea of upcoming maintenance tasks due next in the coming days.

Once the data has been collaborated, the plans the maintenance event by the form of a tally and plan the down time based on the maintenance tasks that are needed to be done so that the aircraft are considered airworthy. With the maintenance event being closed. The planner then reviews all the outstanding DMI’s, then forecasts the flight movements for the next day and releases the schedule.

Maintenance planning shall use the applicable aircraft maintenance tracking program to issue a Tally Sheet for each aircraft that has planned, or non-planned maintenance required. This Tally Sheet ensures that any maintenance tasks required by the applicable Approved Mainte-nance Schedule (MSA), an Airworthiness Directive, or a task required for rectification of a defect is completed within the time constraints specified in the applicable documents.

Maintenance Planner

Responsible for scheduling, taking into account the DMI’s; priorities are the reflection of relation between controlled time and the requirement of the aircraft in operation.

Responsible to assign the priorities to all planned work tasks. Liaise with MOC or Base Manager on MEL priorities.

Plan scheduled tasks in maintenance tracking program

in the form of Maintenance Events (ME).

Responsible for items in Figure 1 (page 10)

Section (2)- Creating down time allotment for the Maintenance Event.

Section (3) - Creating the ME for Specific Aircraft.

Section (4) – Responsible for the prioritizing of each maintenance item in the Priority Column.

Base Manager

Responsible to assign the priorities to all planned work tasks with the Maintenance Planner applying appropriate extensions.

Responsible for items in Figure 1 (page 10)

Responsible Section (4) – Co-Responsible for the prioritizing of each maintenance item in the Priority Column.

Section (6) – Authorizes tasks not accomplished and the aircraft is considered certi-fied for technical dispatch.

Production Manager

Delegates and assigns the job tasks to be performed by the ACAs and ATs.

Responsible for certifying and reviewing all the documents, Additional Work Cards, Maintenance release Tags, Release Notes (Form One etc.), Task Cards, Journey Logbook entries and that all the appropriate certifications, signatures and stamps are present for the tasks assigned.

Responsible for items in Figure 1 (page 10) for items in Figure 1 (page 10)

Section (4) –Responsible for attestation of the task completion and filling in the proper reason code if not completed.

Section (5) - Responsible for read/ write in the notes section for anomalies.

Section (6) – Obtains authorization and documents the proper maintenance task was required was done to ensure airworthiness.

Section (7) – Stamps only if the aircraft is certified for technical dispatch and mainte-nance event is complete.

Aircraft Certification Authority (ACA) / Aircraft Technicians (AT’s)

Person working on the task, assigned by the Production Manager, responsible to fill out Tally Sheet the reason of not completing the task.

Responsible for items in Figure 1 (page 11)

Section (d) –Responsible for attestation of the task completion and filling in the proper reason code if not completed.

Technical Records

Collects all competed Tally Sheets & documents and verify them for correctness.

Crosschecks tasks and audit job cards for maintenance compliance On the job cards, it is acceptable to have one sign/stamp for each task or group of tasks by ACA provided that there is no doubt as the scope of work being certified.

Use the Tally Sheets to ensure that the appropriate technical records are updated with 30 days.

Responsible for the corrective action if the Tally Sheet found, not filled out properly or stamped incorrectly.

Maintenance Planner

Liaise with Flight Operations and the charter department to control the flow (aircraft movement) and downtime of the aircraft to meet the maintenance schedules. The maintenance planner creates a tally sheet via the Company Computer Program with a planned downtime of the aircraft. A printed Maintenance Event (ME) becomes a Tally Sheet.

The Maintenance Planner calls up the scheduled tasks and the non-scheduled tasks (AWC's and DMI's) and adds it to the Maintenance Event (ME) created. Planning scheduled tasks into a ME takes into account the aircraft rotation for the next 3 days and the available down time to address the open AWC’s and DMI’s.

Once the controlled down time is established a ME is built with each lined item (maintenance task) are now prioritized. Each item (scheduled and non-scheduled tasks) is now prioritized via four subcategories listed in the highest to lowest priority: No Go, Critical, Urgent and Routine. The planner assigns the appropriate priority codes based on the tasks planned for that aircraft.

Once a ME has been considered competed by the planner and is ready for work assignment the ME is now activated and is printed (now becoming a tally sheet) so that the Production Manager or Base manager can now review and delegate the items along with new open AWC’s to the ACA's, AT's and Groomers to take action on the aircraft, applying the necessary extensions.

Base Manager

Reviews the Maintenance Event and establishes manpower (qualified personal is on staff) and materials support to help get the scheduled and non-scheduled maintenance tasks accom-plished before the aircraft is dispatched with proper maintenance release.

Production Manager

Reviews, delegates, and assigns the job tasks to be performed by the ACAs, ATs The Production Manager is also responsible to add/update the tally sheet by adding newly deferred maintenance items to the event.

When the maintenance tasks is prioritize as a “(N) – No Go” the task is treated with upmost priority and the task item must be resolved prior to fight technical dispatch with no exceptions. If the maintenance task item is coded with “(C) – Critical”, warns the Production Manager that failure to complete the called work will disrupt the operation. Therefore, if the task is not complete the Production Manager will contact the Base Manager, or the PRM for authorization prior to deferring the tasks. If the maintenance task item is coded with “(U) – Urgent” denotes that the work called is approaching time expiry. And lastly, if the maintenance task item is coded with “(R) – Routine” means that the work called up, is of a routine nature and that the task may be deferred without consequence by the Production Manager.

After the tasks have been assigned, the Production Manager shall be responsible for delegating work to the ATs and ACAs.

Once the maintenance tasks is complete the Production Manager certifies and reviews all the documents (i.e. AWC’s, MRT’s, Form Ones, etc.) are in order, the necessary the Journey Logbook entries and appropriate certifications, signatures and stamps are present for the tasks completed.If everything is deemed satisfactory, the Production Manager shall sign and stamps the Tally Sheet, certifying the aircraft is safe and ready for technical dispatch.

When the Tally Sheet is complete, the signed copy is handed over to the Maintenance Planner for review and to look into rescheduling the incomplete job tasks. The original tally sheet is filed with the paperwork.

Aircraft Certification Authority (ACA)/Aircraft Technicians (ATs)

Maintenance tasks are assigned by the Production Manager, the ACAs and ATs, reviews whether the tasks assigned can be accomplished within the aircraft set downtime and the parts lists are in order for the specified line maintenance task.

When a Maintenance task is called, whether or not the task can be completed or not the ACAs and ATs or even the Production Manager stamps/signs in the signature column and fills out the appropriate fields pertaining to the numbered maintenance task.

In the “Accomplished” column on the tally sheet, the ACAs and ATs marks/ writes

down whether the task was accomplished or not, writing down “Y for Yes” or “N for No”, or “C for Cancelled” in the space provided. If the ACAs and ATs opt to write in “C for cancelled” this means that the AWC is aborted by an authorized user (either the user who originally wrote the AWC, or an administrator) while being part of a maintenance event, for that particular AWC.

To further help the Maintenance Planner as part of the tally sheet procedure and for future ME, if the “Accomplished” column if marked with a “N for No”; the Production Manager, the ACA's, AT's and the Groomers, in the “Reason” column, lists at least 1 of the 8 common reason codes.

PTI - Part not in stock

PT2 – Part is not a stock item.

PT3 – Part from stock is not serviceable.

IT- Insufficient time

MP- Manpower

T - Tooling

AS – Aircraft not on station

QA- Qualified personal not on staff

When all the lined items have been accounted for in the Tally Sheet by the ACAs and ATs; the tally sheet and all necessary paperwork is handed over to the Production Manager.

The Production Manager then goes through the tally sheet and reviews all supporting documentation for each task shown as complete, and that a maintenance release as been affected in each case. If everything is deemed satisfactory, the Production Manager now signs and stamps the Tally Sheet, certifying the aircraft is safe and ready for technical dispatch.

Technical Records

Collects all completed Tally Sheets, documents, verifies and audits all the documents (i.e. AWC’s, MRT’s, Form Ones, etc.) are in order and the that the necessary the Journey Logbook entries and appropriate certifications, signatures and stamps are present. A copy of the Tally Sheet (only) is left with planner.

Technical Records, crosschecks tasks and audits job cards for maintenance compliance and use the tally sheets to ensure that the appropriate Technical Records is updated within 30 days of task completion On the job cards, it is acceptable to have one sign/ stamp for each task or group of tasks by ACA provided that there is no doubt as the scope of work being certified. Tally sheet are to be attached with Journey Log pages.

Associated Forms

The particulars of any defect in any part of the aircraft or its equipment shall be recorded by raising an Additional Work Card (AWC). The AWC shall contain detailed information of the defect.

Base manager is responsible for ensuring that all technicians are properly trained and understand on how to use the maintenance tracking program to create AWC’s.

All technicians are responsible to create an AWC for any defect they discover on the aircraft.

Production Manager is responsible for ensuring that the AWC’s raised are detailed and accurate to the nature of the defect.

The Planner is responsible for scheduling AWC’s on a Maintenance Event.

Maintenance Tracking Program is located on the Company server.

All Maintenance employees must register with a Username and Password (Level of authority is granted by the PRM).

Once the employee has been registered and granted access, the program will allow full access to all DMI’s and AWC’s.

Privileges for signing off an AWC is based on qualification of the technician.

All defects are required to be recorded on an AWC.

All defects in the Journey Logbook must be transcribed into an AWC.

If the defect in the journey logbook can be deferred IAW with the MEL, appropriate fields in the AWC must be completed.

Once signed off, the AWC must be printed and placed into the paperwork bin for Technical Record to verify all work has been completed correctly.

Example 1: AWC – Open Deferral Recorded (MEL)

Example 2: AWC – Open, Non-MEL Deferral

Associated Forms

Utilization of an extension shall only be used when all options have been exhausted and as a last resort to prevent disruption to the operation while applying all efforts in re-planning the task(s) as soon as practicable. The process shall be controlled and documented.

Planning initiates the Maintenance Tolerance Request Form (MPM-MTC-005).

Person Responsible for Maintenance (PRM) or Director, Aircraft Programs – approves the completed form.

MOC / Director, Aircraft Programs/Manager, Maintenance Planning may apply the extension in maintenance tracking program upon receiving approval of Tolerance.

ACA (Aircraft Certifying Authority) – makes an entry into the Journey Logbook.

When a scheduled maintenance task cannot be completed due to circumstances that could not be reasonably foreseen by Pivot Airlines, and all options have been exhausted, Planning will request a tolerance by completing the top half of the form (MPM-MTC-005) for the scheduled maintenance task.

All tolerances will be as identified in the aircraft Maintenance Schedule Approval (MSA) or to 10% of the applicable task interval up to a maximum of 100 hours and / or 10% of the applicable task interval up to a maximum of 3 months and / or 10% of the applicable task interval up to a maximum 100 cycles.

For scheduled inspections, the administrative review is carried out by Maintenance Planning, requesting the tolerance and will include the following:

Can the aircraft be safely operated to the higher interval?

Does it affect other inspections?

Is there an Airworthiness Limitation or Certification of Maintenance requirement involved?

Is maintenance required to support the extension?

How will it affect the operation?

Maintenance Planner shall initiate the Maintenance Tolerance Request Form and the PRM or Director, Aircraft Programs or Manager, Maintenance Planning will approve form (MPM-MTC-005) and send it to MOC/Maintenance Planner. The approval will be a signature (digital or ink) or an approval e-mail. If approval is an e-mail, it will be printed and attached to the form (MPM-MTC-005).

MOC / Maintenance Planner will update the maintenance tracking program from the information provided on form (MPM-MTC-005).

The Aircraft Certifying Authority (ACA) will perform the required actions identified on form (MPM-MTC-005) to the aircraft and make an entry into the Journey Logbook:

“This aircraft has been inspected in accordance with form (MPM-MTC-005). Task number xxx is now due at xxxx Hours/Cycles/Date. The aircraft is safe for continued operation”

The ACA will attach the form (MPM-MTC-005) to the applicable technical record i.e. Journey Logbook and if applicable, include the Transport Canada Approval Letter.

The form (MPM-MTC-005) and all other applicable documentation including the technical records i.e. Journey Logbook, are transferred to the Technical Records.

Manager, Maintenance Planning will track on a monthly basis the number of Tolerance Requests approved in order to manage and trend tolerances used. Following items to be included in trending:

AC Fin and Registration

Extension Date

Extended Task (Name and Task No.)

Amount of Extension (days/hours/cycles.

Justification for tolerance

Associated Forms

Completing Form MPM-MTC-005

Refer to the approved Maintenance Policy Manual.

Production Manager / MOC / ACA are responsible for:

ensuring that all defects created by the pilot or maintenance personnel in the logbook are addressed before the next flight. No aircraft shall take off with an open defect. All defects must be raised on an Additional Work Card and addressed appropriately.

creating an AWC/DMI for the defect and that the appropriate actions are taken in accordance with the Maintenance Policy Manual, the Aircraft Maintenance Manual, and the MEL/CDL.

Aircraft Defects

The particulars of any defect in any part of the aircraft or its equipment that becomes apparent during a flight or a maintenance activity must be documented either by transcribing it in the Journey Logbook or raising an Additional Work Card (AWC) through the maintenance tracking program.

All defects transcribed in the Journey Logbook must be recorded by raising an Additional Work Card (AWC) through the maintenance tracking program.

All defects must be rectified or deferred (in accordance with the MEL) before the next flight.

All defects deferred under the MEL must be scheduled at the earliest maintenance opportunity.

Unserviceable/Removed Parts under the MEL

Any part removed from the aircraft under the MEL for repair must be documented in the Journey Logbook with following information; Part Number (P/N), Serial Number (S/N), Weight and Zone. This information must also be entered maintenance tracking program for tracking purpose. (See example below)

“Computer removed for repair IAW 34-10-00. P/N 129-1223-12, S/N 1234, Weight: 4 lbs, Zone: 255. Refer AWC # 1235, MEL # 12345 for detail”.

Recurring Defects

A recurring defect is one that is repeated three times on a particular aircraft within fifteen flight segments.

Once a defect has been identified as a recurring defect, MOC will advise the PRM and in conjunction with the PRM a decision will be made to remove the aircraft from service at the next available opportunity in order to conduct an investigation into the root cause of the defect.

Recurring defects must be documented on the inside cover of the Journey Logbook.

Preceding log pages must be reviewed in order to understand and establish the steps that were taken previously to rectify the defect in order to

avoid the duplication of unsuccessful attempts at rectification.

Once under maintenance, the aircraft will remain off-line until the PRM is satisfied that the source of the defect has been permanently fixed.

Tombstone (Recurring Defects)

Log Number – log page of the recurring defect

Item – order umber of the recurring defect

Date – date of recurring defect

ATA Code – ATA Chapter (eg. 27-30-00)

Discrepancy – Details of the Snag

Maintenance Action – Action performed to rectify the snag.

MEL/CDL Procedure

Any defects created by the pilot or maintenance personnel should be addressed before the next flight.

If the defect cannot be rectified but is deferrable; it should be deferred before the next flight using the appropriate Minimum Equipment List (MEL)/CDL for the aircraft type. Non-deferrable items should be fixed before the next flight.

Deferring a snag is the same as creating an AWC, but in addition, it should be written in the aircraft’s Journey logbook and appropriately placarded in accordance with guidance instructions from the appropriate MEL for the aircraft type. (See Example Below):

Discrepancy: “Flap Stuck at 0 degree”.

Maintenance Action: ‘AWC # 12345, DMI # 12345-1 Raised, Flap deferred IAW MEL 27-04, CAT ‘B”, Circuit Breaker Pulled and collared. Placard installed’.

The Journey logbook front page should be completed as required and include the following information: (DMI #, MEL #, CATEGORY, Date Applied, Run out date and discrepancy). This will provide the pilot with information about any deferred items on the aircraft.

When deferred items are rectified, follow the procedure same as clearing an AWC. Enter the information in the Journey logbook and remove the placard. (See example below):

Discrepancy: AWC # 12345, DMI # 12345-1 to be cleared.

Maintenance Action: AWC # 12345, DMI # 12345-1 cleared. Flap motor replaced in accordance with MM 27-10-00. System checked serviceable. Circuit Breaker collar removed, and placard removed.

Front page of journey should be completed as required and include the following infor-mation: (maintenance action, signature of AME and date). This will provide the neces-sary information to support clearing of the DMI

Associated Forms

Refer to the approved Maintenance Policy Manual.

Production Manager: Shall monitor Journey Logbook entries to ensure Pivot Airlines procedures are followed and ensure compliance with the Canadian Aviation Regulations.

ACA: It is the responsibility of the ACA to enter all inspections, extensions and MEL’s into the aircraft Journey Logbook prior to all flights. It shall be actioned and certified in accordance with the procedures in the MPM, COM and MEL.

Technical Records Technician: Shall conduct daily audits and verification of Journey Log Sheets, work performed and completed documents; and transcribe data from Journey Logbook sheets and work completed documents, into the applicable technical logs.

Planning Department: The Planning Department is responsible for ensuring that deferrals are tracked and rectified within the allocated time frames.

Manager, Technical Records: Responsible for the supervision and direction of the Technical Records Technicians with regards to the daily audit and verification of Journey Logbook sheets; and the transcription of data from Journey Logbook sheets and work completed documents into the applicable technical records.

All defects shall be entered in the aircraft Journey Logbook.

Prior to flight, all defects shall be actioned and certified or deferred in accordance with the procedures set forth in the Maintenance Policy Manual (MPM), Minimum Equipment List (MEL)/Configuration Deficiency List (CDL) and manufacturer’s approved/acceptable data.

Any defect may be deferred provided it is included in the approved MEL and the aircraft must be operated in accordance with any conditions or limitations specified.

For each aircraft, a defect will have a unique number assigned to it for tracking purposes.

It is mandatory that all defects not cleared when the Journey Logbook is completed be transferred to the new Journey Logbook.

Each item entered in the Mechanical Discrepancy and Maintenance Action Box requires a signature, licence number, stamp, and date.

Aircraft time and cycles to be corrected (if required).

All items entered shall have a signature and stamp for release.

Where an independent or critical system check is required it will be properly filled in with the appropriate authorized signature and stamp.

After performing Weighing Check or if any change in Weight and Balance, W&B data to be updated and entry to be made in Journey Logbook before the Maintenance Release as per Part 5.17

Technical Records Technician shall audit the log pages and ensure following are properly filled:

Aircraft nationality and registration marks, Aircraft manufacturer, type, model and serial number.

Hours and Landings completed, and total Airframe time and Cycles calculated correctly.

Pilot’s Signatures, licence numbers, date flown.

Particulars of any abnormal occurrence to which the aircraft has been subjected.

Where the particulars of any defect in any part of the aircraft or its equipment that is not rectified before the next flight, an entry for DMI is raised for the deferral……. “deferred in accordance with MEL ATA # ”

Particulars of any maintenance action or elementary work performed.

Where an extension has been entered, ensure they are properly logged on the Journey Log page.

Inspect that Independent/Critical System checks have been properly signed off.

FLOW CHART – JOURNEY LOG PROCEDURE

Technical Records Department shall have custody and control of the Aircraft Technical Records.

The Aircraft Technical Records will include detachable copies of the Journey Logbook, Additional Work Cards (AWC’s), all inspection sheets and task cards, third party reports, tally sheets and original certificates (Form One).

Each person that brings into use a new volume of an existing Technical Record shall make the entries relating to the preceding volume that are necessary to ensure that an unbroken chronological order is maintained.

At the time Pivot Airlines transfers title of an aircraft, engine, and its equipment to another person, Pivot Airlines shall transfer/deliver to the new owner, all of the Technical Records that relate to the aeronautical product.

Production Manager and ACA is responsible for:

reviewing and ensuring the completeness of the work package following each maintenance event. The details of the work performed must be entered into the aircraft Journey Logbook and/or the computer program.

Base Manager is responsible for:

monitoring that all personnel are complying with the policies and procedures pertaining to aircraft technical records. Any discrepancies must be corrected and/or addressed via additional training.

Technical Records Technician is responsible for:

transcribing the data from the Journey Logbook and Additional Work Cards (AWC’s) into the applicable Technical Record.

Manager, Technical Records is responsible for:

Supervising and providing direction to the Technical Records Technicians with regards to transcribing data from the Journey Logbook into the applicable Technical Record.

Director, Aircraft Programs is responsible for:

establishing, maintaining, and monitoring the policy regarding the handling and retention of aircraft records and to ensure that these policies are compliant to the Canadian Aviation Regulations (CAR’s).

ensuring the aircraft Technical Records (Aircraft, Engine, or its components) are up-to-date and are being maintained in accordance with the applicable Canadian Aviation Regulations (CAR’s).

ensuring that all necessary measures are taken to protect the Technical Records from damage or loss.

Person Responsible for Maintenance is responsible for:

the Technical Records system including specifying the records retention period and ensuring compliance with the Canadian Aviation Regulations (CAR’s) and aircraft lessor requirements.

The PRM shall provide a secure dry storage area to retain the Aircraft Technical Records.

Technical Records shall collect the completed work packages daily for processing.

Technical Records shall review the Tally Sheet as it provides a check and balance for the technical records. The completed work packages, extended tasks and tally sheets shall be organized in chronological order to create the Technical Record for the aircraft or components.

Every person who makes an entry in a technical record shall:

Make the entry accurately, legible and in a permanent manner.

Enter the person’s name and signature or employee identifier, or where the record is kept as electronic data, enter the person’s user code or an equivalent security designation.

Date of entry.

Subject to para e, where a person alters an entry on a technical record for the purpose of correcting the entry, the person shall do so by striking out the incorrect entry in such a manner that the underlying information remains legible, and inserting the correct entry together with

The date of alteration.

The reason for the alteration, if it is necessary to clarify why the alteration was made.

The person’s name and signature or employee identifier or where the record is kept as electronic data, enter the person’s user code or an equivalent security designation.

Where a correction referred to in para (d) is being made to a technical record that is maintained as electronic data, the correction shall be made in a manner that does not render the original data inaccessible

Technical Records for an Aircraft, Engine, or its components.

Particulars to be entered in every Airframe Logbook:

Part I

Aircraft nationality and registration marks.

Manufacturer’s designation.

Manufacturer’s serial number.

Type approval or type certificate number.

Date of manufacture.

Date of each entry made in log.

Airtime (TTSN) and cycles (TCSN) transferred as a daily total from the Aircraft Journey Logbook.

Particulars of all maintenance carried out on the aircraft.

Particulars of any overhauls, repairs, replacements and modifications relating to the aircraft including part numbers, serial numbers and reference to standard used for the performance of work.

Particulars of any defects occurring in the aircraft or in any equipment required to be carried therein and the rectification of such defects.

Particulars concerning all airworthiness directives, service bulletins, service letters, modifications and special inspections pertaining to the airframe including part number and serial number of the component if applicable.

Particulars of any changes to the aircraft basic weight.

Where particulars of any maintenance performed on an airframe are transferred from the Journey Log or Additional Work Card (AWC) the person responsible for the entry shall transcribe the particulars and include the name and identification number of the person who made the original entry.

Where the pages of the Journey Log have detachable copies, the copy of the page containing these particulars becomes a part of the applicable aircraft Technical Record.

Where a component is installed on a higher assembly, the Technical Record (Form One, 8130-3 etc.) for that component shall become a part of the Technical Record for the higher assembly.

Part II

Aircraft nationality and registration marks.

Manufacturer’s designation.

Date of each entry made in the Airframe log.

Particulars concerning the installation or removal of any engine including the date of the installation or removal, the make, model and serial number of the engine and in the case of a multi-engine aircraft, the numbered position of the engine.

Particulars concerning the installation or removal of any propeller including the date of the installation or removal, the make, model and serial number of the propeller and in the case of a multi-engine aircraft, the numbered position of the propeller.

Particulars concerning all airworthiness directives, service bulletins, service letters, modifications and special inspections pertaining to the airframe including part number and serial number of the component if applicable.

All Airworthiness Directives, Service Bulletins, Supplemental Type Certificates and/or modifications will be entered on an Excel spreadsheet which is kept in the Quality Assurance folder on the Pivot Airlines server.

This will be printed and attached to Part II of the Airframe Technical Log when needed.

Supplemental Type Certificates and/or Major Repair or Modifications will be entered into the Airframe Technical Log, Section 2 - Record of Installations and Modifications to Aircraft.

When the Excel spreadsheet is full, it will be stored by Quality Assurance into the QA drive.

When the Major Repair or Modifications Report (Form MPM-QA-010) is completed, it will be provided to the Quality Manager for submission to the Transport Canada Ontario Regional Office.

The name of the employee of Pivot Airlines making an entry and their unique identification and company approval number.

Particulars to be entered into every Engine Logbook:

Part I

Engine make.

Engine model.

Engine specification number.

Manufacturer’s serial number.

Date of manufacture.

Date of each entry made in log.

Particulars of all maintenance work done on the engine.

Particulars of any overhauls, repairs, replacements and modifications relating to the engine including part numbers, serial numbers and reference to standard used for the performance of work.

Particulars of any defects occurring in the engine and the rectification of such defects.

Particulars concerning all airworthiness directives, service bulletins, service letters, modifications and special inspections pertaining to the engine including part number and serial number of the component if applicable.

Airtime (TTSN) cycles (TCSN), airtime since overhaul (TTSO) and cycles since overhaul (TCSN) to be entered each time work is performed on the engine.

Total air time during which the engine was run using Avgas.

Where particulars of any maintenance performed on an engine are transferred from the Journey Log or Additional Work Card (AWC), the person responsible for the entry shall transcribe the particulars and include the name and identification number of the person who made the original entry.

Where a component is installed on a higher assembly, the Technical Record (Form One, 8130-3 etc.) for that component shall become a part of the Technical Record for the higher assembly.

Particulars to be entered in every Component (APU) Logbook:

Component make.

Component model.

Component specification number if applicable.

Manufacturer’s serial number.

Date of manufacture.

Date of each entry made in log.

Particulars of all maintenance work done on the component.

Particulars of any overhauls, repairs, replacements and modifications relating to the component including part numbers, serial numbers and reference to standard used for the performance of work.

Particulars of any defects occurring in the component and the rectification of such defects.

Particulars concerning all airworthiness directives, service bulletins, service letters, modifications and special inspections pertaining to the component including part number and serial number of the component if applicable.

Runtime (TTSN) cycles (TCSN), runtime since overhaul (TTSO) and cycles since overhaul (TCSN) to be entered each time work is performed on the component.

Particulars concerning the installation of the component on the aircraft, including aircraft type and registration mark, the date of installation and the airtime (TTSN) and cycles (TCSN) of the aircraft at installation.

Particulars concerning the removal of the component on the aircraft, including aircraft type and registration mark, the date of installation and the airtime (TTSN) and cycles (TCSN) of the aircraft at installation.

Where particulars of any maintenance performed on a component are transferred from the Journey Log, the person responsible for the entry shall transcribe the particulars and include the name and identification number of the person who made the original entry.

Where a component is installed on a higher assembly, the Technical Record (Form One, 8130-3 etc.) for that component shall become a part of the Technical Record for the higher assembly.

Reference to the Maintenance Policy Manual

MOC or the person performing the function of MOC is responsible to ensure the required items as mentioned below are rectified, deferred and the work accomplished documented in the logbook and/or in the computer system prior to an aircraft departing.

Required items to monitor:

Any defects of an airworthy nature, which are not deferred or rectified.

Deferred items, consisting of MELs (deferrals not in the MEL, which have a schedule less than 25 hours, 25 Cycles or 5 days).

Maintenance Event items planned at Critical or NOGO priority

All other items can be action up to 30 minutes after departure

Planning will monitor all other items and will advise MOC if the aircraft can depart

Upon completion of a Maintenance Event the ACA will review the tally sheet to make sure all the maintenance required for technical dispatch is completed by signing at the technical dispatch box. MOC will be advised by the Production Manager or the ACA that the aircraft is serviceable for operation.

MOC Controller will review all items in 5.12.2 of this procedure and update the most recent technical dispatch notification and release the aircraft for flight. These notifications will be documented as an email.

Where an additional flight authority (flight permit) is issued in respect of an aircraft, the flight authority takes effect by an entry in the journey logbook.

Refer to the approved Maintenance Policy Manual

Any person signing a Maintenance Release is responsible to ensure that all Applicable Stan-dards of Airworthiness requirements for the work encompassed in that Maintenance Release have been carried out and documented in accordance with this procedure and the Canadian Aviation Regulations prior to signing the Maintenance Release.

Independent Check

To check for correct assembly, locking, sense of operation and rigging or adjustment, an Independent Check is required whenever any maintenance activity disturbs a system by which the flight attitude or propulsive force of an aircraft is controlled. This includes primary and secondary systems.

Independent Check shall be conducted by appropriately trained personnel, or holders of a valid Aircraft Certification Authority (ACA) issued by Pivot Airlines, or ACA holders of AMOs with whom Pivot Airlines has maintenance agreements with.

No person shall perform an Independent Check who has been directly involved with the assembly of the control system being checked.

All rig pins used for aircraft or component maintenance, similar to any locking devices, must have a highly visible flag (ribbon) permanently attached to ensure pin removal after use.

In extenuating circumstances when away from base with no ACA authorized employee or AME available, a pilot qualified on the aircraft type may perform the check provided he/ she is trained on the system being affected and sign the required log book entry using their Transport Canada license number in place of the ACA number. In this circumstance, the aircraft must be inspected at the first maintenance base by an appropriately authorized ACA.

Independent Checks are required whenever any of the components or systems listed in table 5-1 at the end of this procedure have been physically disturbed by a maintenance activity

During heavy maintenance checks situations may arise where several subsections of a complete system are disturbed over multiple shifts and documented on several different Scheduled Task Cards or Additional Work Cards (AWC). In order to permit the sequential closing of panels, the checks for correct assembly and locking of any parts of the system disturbed by the maintenance performed may be carried out and signed for individually for each Task Card or AWC with a final check for sense of operation and range of travel, of the system as a whole being done on the completion of the work.

Independent Checks are to be performed in accordance with the manufacturer's instructions, the Pivot Airlines Maintenance Policy Manual, Maintenance Procedures Manual and Canadian Aviation Regulation requirements. The person carrying out the Independent Check shall indicate completion of such by making the appropriate entry on the associated document as follows:

Journey Logbook: The aircraft Journey Log page contains a section for recording and certifying the completion of an Independent Check. Upon completion of the

appropriate inspection, the person completing the Independent Check must enter their signature and ACA/License number in the appropriate blocks.

Maintenance tracking program: In the maintenance tracking program, the “Indepen-dent Check/Critical System Check Required” box must be checked off for the defects or tasks that require an Independent Check by the person performing maintenance. Once the “Independent Check/Critical System Check Required” box is checked off a second signature will be required by an appropriately trained technician or holder of a valid Aircraft Certification Authority (ACA) to sign-off the AWC or the task.

Critical System Check

Pivot Airlines has implemented an additional inspection requirement on those systems considered as critical. These critical systems will require a Critical System Check.

Critical System Check is to be performed in accordance with the manufacturer's instructions, and/or Canadian Aviation Regulation requirements. The person carrying out the Critical System Check shall indicate completion of such by making the appropriate entry on the associated technical record document:

Journey Logbook: The aircraft Journey Log page contains a section for recording and certifying the completion of a Critical System Check. Upon completion of the appropriate inspection, the person completing the Critical System Check must enter their signature and ACA/License number in the appropriate blocks.

Maintenance tracking program: In the maintenance tracking program, the “Indepen-dent Check/Critical System Check Required” box must be checked off for the defects or tasks that require a Critical System Check by the person performing maintenance. Once the “Independent Check/Critical System Check Required” box is checked off a second signature will be required by an appropriately trained technician or holder of a valid Aircraft Certification Authority (ACA) to sign-off the AWC or the task.

Types of Inspections – Requirements: See the table below

Pivot Airlines Service Information Evaluation Program, by utilizing various departments, shall evaluate the Manufacturers' recommendations, Instructions for Continued Airworthiness (ICAs), Service Bulletins, Service Information Letters, Airworthiness Directives, and proposed modifications to the company aircraft prior to installation. These evaluations along with the applicable attachments will be entered into the company computer software program and/or other tracking program (e.g. excel, smartsheet etc.), for review by all participants. This is where comments and suggestions from the participants will be recorded prior to any action being taken.

As an evaluation is an anticipatory process, the system is designed to identify and correct potential findings as they occur.

The Person Responsible for Maintenance (PRM)

The PRM may immediately approve changes to the applicable Approved Maintenance Program (MSA) as necessary if it immediately affects aircraft safety.

The PRM shall approve all Emergency Airworthiness Directives without an evaluation carried out.

Director, Aircraft Programs

The Service Information Evaluation Program is under the direct control of the Director, Aircraft Programs.

The Director, Aircraft Programs is responsible for controlling the configuration of the aircraft, engines and components as applicable.

Director, Aircraft Programs is responsible for the timely completion of the Service Information Evaluation and preparing a report to be given to the Person Responsible for Maintenance.

Manager, Technical Records is responsible for ensuring that Service Information (once determined applicable) is tracked correctly in the maintenance tracking software and appropriate aircraft technical records have been updated as required.

Manager, Maintenance Planning is responsible for planning the task once all the materials, parts and tooling have been received.

Production Manager is responsible for identifying productions capability of accomplishing the task, requirement for any specialised tooling or equipment, requirement for any specialised trade or skillset and requirement for any additional training.

Director, Supply Chain Management is responsible for procuring all necessary parts, material, tooling and equipment to carry out the task.

Manager, Flight Operations is responsible for assessing changes to aircraft configuration (if applicable) and communicating/distributing to the applicable departments as it may affect the operation of the aircraft.

Director, Quality Assurance & Training is responsible for chairing the Service Information Evaluation meetings and will record and audit the decision records.

Service Information

All publication issued from various Manufacturers’ and/or Civil Aviation Authorities that have service information pertaining to the aircraft type maintained by Pivot Airlines shall be reviewed by the Director, Aircraft Programs.

Airworthiness Directive/Service Bulletin Review Log (MPM-MTC-XXX), whichever is applicable shall be updated by the Director, Aircraft Programs.

After evaluating the service information Director, Aircraft programs will upload Service Information Incorporation Form (MPM-MTC-007) and supporting documentation in the Service Information Evaluation Smartsheet for all parties to review and provide their comments.

Upon the completion of review, MPM-MTC-007 will be signed by the PRM, Director of Aircraft Programs, Director of Quality Assurance, and the Production Manager.

Whether the service information is applicable or not applicable, it will be entered into the company tracking software.

Service Information affecting Aircraft Safety

The Director, Aircraft Programs will forward this information immediately to the PRM.

The PRM shall gather all the necessary process managers to review and expedite any corrective action required to make the aircraft safe.

All the steps mentioned in 5.14.3 still apply.

Service Evaluation Committee

Service Evaluation Committee will meet 6 times per year to review the service information issued and determine action.

Service Evaluation Committee is comprised of:

The Person Responsible for Maintenance (PRM)

Director, Aircraft Programs

Director, Supply Chain Management

Director, Quality Assurance & Training

Director of Maintenance/Production Manager

Associated Forms

The SDR report shall be submitted within 3 working days following the knowledge, discovery or identification of a failure, malfunction or defect causing the possible unsafe condition as required by Section 521.401 of the CARs.

The Person Responsible for Maintenance (PRM): It is the responsibility of the PRM to ensure that the Service Difficulty Report is created and submitted to transport within the time.

Maintenance Production: Maintenance Production Employees are responsible to notify the Production Manager of any defect, malfunction or failure of an aeronautical product that may affect the safety of the aircraft. In turn, the Production Manager shall ensure that the Manager, Quality Assurance is informed and have all required information.

Manager, Quality Assurance: It is the responsibility of Manager, Quality Assurance to report any defective parts to the PRM, to create and submit a Service Difficulty Report.

Investigate to obtain the necessary data to write the SDR

Obtain the following information:

Aircraft Registration

Occurrence Date

Description of problem and description of problem rectification.

Review all reports and determine what kind of failure occurred, why it occurred and how it was rectified.

Obtain additional information about the SDR by consulting the following:

Maintenance personnel

Flight Crew personnel

Engineering

Outside repair suppliers (if appropriate); and

Any other groups as required.

Contact Technical Records for any additional information required

Log on to the Transport Canada website and fill out the SDR in accordance with Advisory Circular (AD) 521-009. Once the SDR is submitted to Transport is gets tracked within the system to ensure this occurrence does not happen again.

Once a SDR is submitted to Transport Canada an additional copy and attachments are required to be forward to QA Department.

This copy will be placed in QA drive folder for SDRs – to be retained as both proof of submissions of SDRs and for historical info.

The establishment of the SDR system is not intended to replace the various regulatory obligations related to in-service failures, which are the responsibility of operators, flight crew, manufacturers, maintenance organizations and personnel. On the contrary, it is intended to complement existing regulatory requirements. Although not inclusive, the guidelines contained herein provide information for those required to report SDRs pursuant to Division IX of Subpart 521 of the CARs.

The definition for a ―Reportable Service Difficulty‖ is very broad due to the complexity and the many factors that could affect the safe operation of aircraft. Service difficulty and reportable service difficulty are defined in Part I of the CARs. Individuals should consider the effect on safety when deciding to report a particular service difficulty. Submitters must use the criteria for a ―reportable service difficulty‖ to determine what is required to be submitted to TCCA.

TCCA has produced an ―SDR Logic Chart - TP 14134 to assist in the determination of reportable service difficulties. It should be used in conjunction with the requirements of the regulation and AC 521-09. The SDR Logic Chart is used as a quick reference aid to determine if a service difficulty is reportable. It is not to be used to justify not reporting an occurrence.

There are a number of service difficulties that are likely reportable. Listed below are some examples of the types of service difficulties that may be reportable. For ease of reference, the examples are grouped under specific headings. Although the list covers a wide range of items, it is not to be considered exhaustive.

Where possible and applicable, photos and IPC reference documents shall be attached to submitted SDRs to aid in identification of the issue.

Photos should be annotated to clearly depict the issue at hand.

Where appropriate, an annotated copy of a section of the IPC may also be attached to the SDR to depict exactly what the issue may be. This type of attachment should be in PDF format.

Associated Forms

Maintenance agreements will only be entered into with AMOs or equivalent maintenance orga-nizations approved by their local regulatory authority for the purpose of repairing, testing, mod-ifying, or overhauling parts and components. All vendors providing maintenance services, parts or components to Pivot Airlines shall be approved by the Quality Assurance department.

Quality Assurance

Quality Assurance is responsible for approving all vendors who provide service and/or parts. Quality Assurance must verify that they are appropriately approved, certified and have adequate facilities and resources.

Quality Assurance is responsible for issuing Vendor Self-Audit Forms (MPM-QA-001) to all vendors who provide services and/or parts to Pivot Airlines, prior to the commencement of any work.

Quality Assurance is responsible to ensure audits are completed on vendors who provide Line Maintenance, Heavy Maintenance, Components and Parts.

Quality Assurance is responsible to develop Self-Vendor Audit Checklist for each area.

Quality Assurance is responsible to conduct MEL & Logbook training either in person during on-site audits or on-line/via phone.

Maintenance Operational Control Center (MOC)

MOC is responsible to ensure that any vendor being used is on the Company’s Approved Vendor List provided by the Quality Assurance department.

MOC shall specify the maintenance required and clearly define the tasks to be performed. The specifications are made in accordance with the procedures governing maintenance arrangements included in the MPM.

MOC is responsible for ensuring completion and certification of the work.

The approved vendor must have the applicable aircraft type rating approval on their FAA Repair Station or AMO Certificate to complete any work.

If necessary, MOC shall provide adhoc training to ensure compliance with MEL and Logbook procedures.

Production Manager is responsible to coordinate and liaise with MOC to arrange for approved and authorized vendor to provide services and/or parts for Pivot Airlines maintenance operations.

Supply Chain

Director, Supply Chain Management is responsible for assuring that all parts will be ordered from approved vendors only.

Director, Supply Chain Management is responsible for ensuring all Supply Chain personnel are trained and made aware of vendor approval requirements.

Quality Assurance

Quality Assurance is responsible for issuing out Vendor Self-Audit Forms (MPM-QA-001) to all vendors of services and/or parts, prior to the commencement of any work to be completed.

Quality Assurance shall conduct vendor audits to verify compliance with the appropriate Transport Canada Standards, IATA Operational Safety Audit (IOSA) and other customer requirements and any additional policies and procedures contained in the documents defined within the scope.

At the discretion of Quality Assurance Manager, onsite audits of vendors may occur.

Quality Assurance will verify the following:

The external agent/vendor holds an Approved Maintenance Organization (AMO) FAA Repair Station certificate.

The certificate has a rating of a category specified pursuant to its Scope of Approval.

The AMO must have adequate facilities, equipment, spare parts, and personnel avail-able.

Once Quality Assurance has approved the vendor, they shall upload the information into the Company Computer Program database, where it will be accessible to all maintenance employees as a resource.

Maintenance Operational Control Center (MOC)

Should Pivot Airlines need to obtain maintenance services from an outside source (aircraft away from main or sub-base), MOC shall consult the Approved Vendors List and make the appropriate arrangements with a qualified maintenance service provider/vendor to inspect the aircraft and report determinations back to MOC.

The vendor shall determine what maintenance actions and parts are required, including parts availability at repair location of unserviceable aircraft. If parts are available, repairs shall commence.

If no parts are available, the vendor must contact Pivot Airlines MOC and provide a list of required parts. MOC shall then contact Pivot Airlines Stores and provide the list of required parts and vendors contact information along with address and destination for delivery.

All maintenance arrangements shall be made subject to a purchase/repair/service order, which details the task, applicable standards for performance of work and any special requirements or tools. Additional information/instructions may be provided by email.

MOC shall open an Additional Work Card (AWC) for any approved vendor performing maintenance on Pivot Airlines aircraft. MOC can generate a Purchase Order (PO) for the vendor to cover the work performed. The Additional Work Card (AWC) tracks the maintenance performed.

Purchase orders, when used to purchase third party maintenance services must include the following information:

Aircraft Registration, Serial Number, Tail Number.

The type of work/task to be completed.

The scope of the work to be completed.

The documentation or instructions to be used to complete the work.

The type of certification required after the work is completed.

If the agency/vendor completing the work does not have the documentation specified, the Pivot Airlines will provide it by fax or email.

A PO/RO service is originated using the Purchase/Repair Service Request form. The form can be found on the Company Computer Program.

When the vendor has completed maintenance and returned the aircraft to an airworthiness state. They shall immediately send all paperwork and completed Journey Logbook pages to MOC prior to next flight. Upon receipt, MOC shall close the AWC and maintenance event before releasing the aircraft to SOCC.

Should MOC see errors in the paperwork and completed Journey Logbook, they will correct the errors and provide on the job training to the vendor. If errors found during a QA Audit or assessment of the paperwork and completed Journey Logbook by Technical Records, MOC would provide on the job training to the vendor. If the vendor requests paperwork or Journey Logbook training, MOC would provide on the job training to the vendor.

When Pivot Airlines employees are sent to the outstation that does not have access to its computerized maintenance tracking program, and they have completed maintenance and returned the aircraft to an airworthiness state; they shall immediately send all paperwork and completed Journey Logbook pages through email to MOC, prior to next flight. MOC must close the AWC and the maintenance event before releasing the aircraft to SOCC.

One-Time Approval: When emergency maintenance service is required and where no maintenance arrangement exists, an individual may be approved to do the work on a ‘one time only’ bases. MOC will make “One Time Approval “request to the PRM/PRM Delegate/ Director, Quality Assurance / Director of Maintenance with detailed information such company’s name/Individual’s detail (A&P License)/reason/ description of the task etc. The approver will authorize one-time approval as per MPM and approval expiry would be set for the Midnight next day. MOC shall ensure that the maintenance required, clearly defines the tasks to be performed; and is performed in accordance with the procedures included in company and aircraft manuals. MOC is also responsible for ensuring completion of the work and logbook entries. MOC will coordinate with the individual who has been given one-time approval for any additional references related to work/task. Copies of approval will be kept and filed with the PRM.

Supply Chain Management: Should there is need to obtain parts from an outside source, Supply Chain Management shall request that a vendor verification audit from should be sent to the company for authorization. QA role will remain as mentioned in 5.16.3(a).

Flow Chart Maintenance Arrangements

NO

Associated Forms

Refer to approved Maintenance Policy Manual

Quality Assurance is responsible to ensure that the Aircraft Weight & Balance Report is complete, accurate and up to date for all aircraft in the fleet. Quality Assurance will ensure that Dispatcher on Duty is advised via email of all Weight & Balance Amendments or Re-weigh.

Maintenance Planning shall advise Quality Assurance in advance of scheduled aircraft reweighs or any other work that affects an aircraft’s weight and balance.

Maintenance Production is responsible for completing an aircraft reweigh as per the applicable MPM-008-xxx form and will ensure that any document, which includes details of a weight change or equipment change, is recorded. Upon completion the form will immediately be forwarded to Quality Assurance via email. An initialed entry constitutes completion of the work.

When an aircraft is at an outside vendor for maintenance it will be the responsibility of the ACA assigned to the aircraft to ensure that forms MPM-008-xxx are completed and forwarded to Pivot Airlines Quality Assurance for updating in the Weight and Balance program.

The ACA assigned to oversee the maintenance of the aircraft will be responsible to ensure that the confirmation is received prior to releasing the aircraft from the outside vendor’s facility.

Technical Records is responsible to notify Quality Assurance immediately if they find a copy of form MPM-008-xxx form in a work package. In addition, Tech Records will immediately forward the form to Quality Assurance so that the QA section can be completed. Technical Records shall ensure that the Master copy of the Weight and Balance Report for each aircraft is maintained and that all completed weight change forms are processed and filed in the aircraft technical record.

Flight Dispatch on Duty is responsible for incorporating all weight and balance changes provided by Quality Assurance into the Flight Dispatch database system and providing Quality Assurance with confirmation once it has been updated via notification e-mail.

Weight and Balance Report: Each aircraft in the fleet shall have an Aircraft Weight and Balance Report as required by CAR 571 Appendix C. This Report is electronic and is prepared

/ maintained in accordance with the Weight and Balance Program by Quality Assurance personnel or appropriately trained personnel who have received on-the-job training (OJT) for the electronic Weight and Balance Report. The report shall include all weight and balance data relative to the specific aircraft. The contents of each report consist of a List of Equipment (added or removed since the last re-weigh), an Aircraft Weighing Record, an Aircraft Basic Weight Change Record, Aircraft Configuration Addendum’s (operational weights for various configurations) as applicable and Amendment to Weight & Balance notification letters.

The Weight and Balance Report shall be certified by the signing of a Maintenance Release.

When a new aircraft type is to be added to the Pivot Airlines fleet, the Director, Quality Assur-ance will develop a template for the electronic version of the Weight and Balance Report.

Weight and Balance Report Amendments: In accordance with the Weight and Balance Program, Quality Assurance will amend the report as required based on data received on the

applicable forms. An amendment to the affected aircraft’s Weight and Balance Report results in a change to the Flight Dispatch software system.

Amendment zero (0) is issued when a new Weight and Balance report is created after a reweigh. Amendment zero (0) shall include any change(s) to the aircraft equipment list and include the new Empty Weight and Center of Gravity data as recorded on the appropriate (MPM-XX-XXX) form. All subsequent amendments will be identified as amendment 1, 2, 3, etc. Subsequent amendments shall include a list of the Weight and Balance changes made. Whenever an Amendment or Re-Weigh is generated, Quality Assurance is responsible to notify Dispatch via e-mail to DL Weight and Balance and local maintenance, advising them to update their system with the new numbers. Dispatch will provide a return e-mail to Quality Assurance and Local Maintenance by confirming the update. As required, Quality Assurance may advise the responsible ACA to close the open task and complete the Maintenance Release returning the aircraft to service. Maintenance can close the task with confirmation from Dispatch that the weight changes have been updated in the Flight Dispatch System.

Upon issuance of and Amendment zero (0), the full report will be printed, signed and dated by Quality Assurance. The signed report and the MPM-XX-XXX will then be filed in the aircraft technical record. When a subsequent amendment is issued, a copy of the Aircraft Basic Weight Change Record, BOW page and Amendment to Weight & Balance notification letter will be printed, signed, and dated by Quality Assurance. The signed subsequent amendment report will then be filed in the aircraft technical record.

Recording Weight & Balance Changes: When an EO, SB, Modification or other work incorporates any change to the aircraft’s Weight and Balance, the weight change data must be recorded and tracked using form MPM-XX-XXX. This form will be attached to the EO, SB, Modification or Scheduled Check, as applicable, by In-Service Engineering or any other source and be incorporated into the aircraft work package by Maintenance Planning. If the form is not attached, the ACA certifying the installation must initiate the form, ensure that the weight change data is entered and initialed (on the form) and upon completion, immediately forward the form directly to Quality Assurance, via email.

Major Repairs or Major Modifications carried out on components in a shop environment that involve a weight change to that component must have the weight change information entered on an Aircraft Weight and Balance Change form MPM-XX-XXX, by the ACA releasing the work. The ACA will also make a statement in the “Remarks” section on the “Form One” stating the requirement to complete the MPM-XX-XXX form. The MPM-XX-XXX form will then be attached to the “Form One” and together be attached to the component prior to it being cred-ited into Stores. Once the component is issued from Stores for installation on an aircraft, the maintenance employee who installs the part will be responsible to enter the aircraft registra-tion, tail #, date, employee information and date in the spaces provided on the MPM-XX-XXX form. Upon completion of the form, it must be immediately forwarded to the Quality Assurance for processing.

In accordance with MPM-XX-XXX, the ACA who completes the form will create a task in the Work Order stating, “prior to signing a Maintenance Release for work order (AWC) number, confirmation must be received from Quality Assurance confirming that Dispatch has updated the new weight and balance numbers in the Flight Dispatch System”. All weight additions and deletions as a result of EO’s, SB’s, Mods or other sources will be calculated and added to the aircraft current Weight and Balance report. Quality Assurance shall ensure that the work described on the MPM-MTC-XXX has been signed and dated by an appropriately rated ACA. As required, Quality Assurance will generate a Weight & Balance amendment per para 5.17.3

(b) of this section. When completed, the MPM-XX-XXX will be updated, forwarded to Techni-cal Records, and filed in the aircraft technical record.

Weighing Requirements In accordance with the requirements of CAR 625, Appendix C, All Pivot Airlines aircraft shall be re-weighed every five (5) years. In addition, an aircraft may be reweighed:

At the time of initial acceptance into the Pivot Airlines fleet.

After major repair or modification when the instruction so directs; or

Whenever the validity of a reweigh is in doubt.

Recording Weight and Balance Re-weigh: Each aircraft type shall be reweighed in accordance with the specific manufacturer's instructions, while following the procedure described on the applicable form MPM-XX-XXX

The ACA who completes the applicable form will create a task in the Work Order stating, “prior to signing a Maintenance Release for Work Order (AWC) number, confirmation must be received from Quality Assurance confirming that Dispatch has updated the new weight and balance numbers in the Flight Dispatch System”.

When an aircraft has been re-weighed, the completed Aircraft Weighing Procedures form (MPM-XX-XXX), the completed Equipment Checklist shall be forwarded immediately to Qual-ity Assurance. Quality Assurance will review the new data and compare it with the data from the previous re-weigh record and BOW record to ensure that no huge discrepancies exist.

Then, Quality Assurance will input the new weight configuration into the Weight and Balance Program by creating a new aircraft Weight and Balance report for the specific aircraft. Once completed, Maintenance Quality will issue the Amendment #0 per para 5.17.3 (b) of this sec-tion and will archive the old report in the historical file folder for the appropriate aircraft type on the ‘Quality’ drive.

Maintenance Release: The signature required by CAR571 appendix C (1) (b) is provided by ACA on type.

Surveillance Check: In a continuing effort to ensure that all the Weight and Balance information entered into both the electronic spreadsheet by Quality Assurance personnel and the Flight Dispatch System contains matching information, Surveillance (random) Check will be performed by QA Auditor.

Associated Forms

All parts installed on Pivot Airlines aircraft shall be inspected and accompany documentation verified to ensure that the part confirms to its type design, as indicated by the paperwork attached to the part. In the case of a component removed from an aircraft for repair, overhaul or exchange, traceability to the most recent airworthiness installation or to the most recent maintenance action will constitute evidence of conformity to the type design.

The responsibility for ensuring that a part is eligible for installation onto an aircraft remains with the person who is installing the part. It is the installer’s responsibility to request the documentation that will establish part traceability to the manufacturer and/or the maintainer of the part prior to its installation on Pivot Airlines aircraft.

Base Manager is responsible to make sure all maintenance personnel receive appropriate training as required.

Director, Supply Chain Management is responsible to make sure that all supply chain technicians receive appropriate training as required.

Supply Chain Personnel are responsible for ensuring that all documents are verified against the parts to be used and provide all the documents when requested by maintenance personnel.

Inspect and its accompanying documents verified to ensure that the part confirm to its type design, as indicated by paperwork attach to the part.

Only parts that are specified in the type design of the aeronautical product, or that are approved alternative parts, are eligible for installation.

Substitution of equivalent standard or commercial parts is only permitted when substitution does not constitute major modification.

Prior to the installation, installer must inspect the part to ensure that it with documentation, there no signs of obvious damage, corrosion or deterioration, and shelf life, where applicable, has not been exceeded.

See Part 6 of this manual for details on how to fill out a Maintenance Release Tag (MRT)

After completion of the work, all the paperwork goes to Technical Records department verification.

Interchanging units for Troubleshooting: There are times when the interchanging of units on the same aircraft or between two aircrafts provides the most effective means of verifying the serviceability of a system, especially for intermittent defects or when serviceable spares are not available. Good judgment must always be used in determining the advisability of dispatching an aircraft with interchanged units. Parts interchangeability will be permitted provided:

The action does not induce exposure to a secondary hazard should failure of the affected system occur.

Both affected systems are tested and confirmed serviceable as per the applicable standard and a maintenance release is signed to that effect.

Appropriate entries made in aircraft AWC and Journey Logbook, including unit part number, serial number, and position.

When interchanging a part between two aircrafts, both aircrafts’ affected systems must be released serviceable for flight.

Interchanging units for MEL operation: It is acceptable to interchange parts between two systems on the same aircraft to facilitate dispatch when an operationally restrictive item is inoperative under the MEL e.g. The aircraft arrives with the Captains’ audio control inoperative and as per MEL it cannot be deferred. The captain’s audio control panel is then removed and interchanged with the observer’s serviceable audio control panel. A logbook entry must be made to record this interchange and a maintenance release must be signed to certify the captain’s audio control panel as serviceable per the applicable maintenance manual task. The observers’ audio control panel must then be deferred in accordance with the applicable MEL.

When interchanging parts, the following must be observed:

There is no restriction for the part interchanging in this system by the aircraft manufacturer.

Part being interchanged must be included in the aircraft MEL.

MOC must be contacted for approval and for MEL tracking.

Part being interchanged must have the same part number for the aircraft type or equivalent as per the IPC.

The part that is to be dispatched as serviceable, must be removed, installed, and ground test as per the applicable Maintenance Manual.

RII or independent Check carried-out if applicable.

Applicable Journey Logbook entries are carried-out; if the unit installed is serviceable the defect shall be signed as serviceable, if the unit installed is inoperative, the applicable MEL is to be applied and all the MEL conditions are to be met.

MEL day count must be transferred with the inoperative unit. Under no circumstances will the original day of discovery or the subsequent expiration date be changed.

Component Removal Troubleshooting Procedure:

The Company has a procedure to control and re-certify a component removed for troubleshooting and suspected to be unserviceable. The purpose on this procedure is to avoid shipping parts out to the repair vendors without being able to confirm a hard fault.

When a non-confirmed unserviceable unit is removed from an aircraft, a HOLD tag will be attached to the unit with the unserviceable tag. This information will be sent (electronically) to the Production Manager/MOC for review and monitor.

During that period Production Manager/MOC. will monitor the aircraft and will determine if the snag has been rectified. The Production Manager/MOC will report the status of the HOLD unit electronically to stores.

For the Company, the aircraft that the part was removed from or transferred to shall be operated sufficiently to confirm the part serviceability or unserviceability prior to have the part condition officialised. This may imply waiting until a particular condition or flight profile to be reproduced. (i.e. operation in high altitude airport, wet conditions etc. …). The elapse time required to assess a part condition should be within 15 days.

If the unit is unserviceable, the Supply Chain Technician will remove the HOLD tag and will ship out the unserviceable unit with the unserviceable tag.

If the unit is declared serviceable, an ACA holder on type will recertify the unit with an Authorized Release Certificate Form One (MPM Form One).

The following statement will be entered in block 12 of the Authorized Release Certificate Form One (MPM Form One):

“Reference to AWC # xxxxx, replacement of unit did not rectify defect, unit visually inspected and found serviceable”

The unit will be routed to Stores receiving inspection, with the new Authorized Release Certificate.

The receiving personnel will produce a new Maintenance Release tag (MPM-SC-001) and the unit will be returned to stores inventory.

Associated Forms

All major repair or major modification to Pivot Airline aircraft shall be accomplished in accor-dance with Transport Canada approved data or specified data in accordance with the require-ments of CARs 571.06. A person who signs a maintenance release in respect of a major repair or major modification on an aeronautical product owned or maintained by Pivot Airlines shall ensure that the major repair or major modification conforms to the requirements of the relevant technical data that have been approved or the use of which has been approved within the meaning of the term ‘approved data’ or ‘specified data’.

Base Manager and Production Manager are responsible to make sure that no major repair or major modification performed on Pivot Airlines aircrafts unless approved.

Planner is responsible to make sure that all the parts, tooling and equipment are available before scheduling work.

Supply Chain is to make sure that parts are available on time for the work.

Technical Records is responsible to make sure all relevant documents are properly documented.

Director, Supply Chain is to ensure that all the parts/material are at hand for the job Planner is to make sure that all the required tool and time available for the job.

AWC to be created whenever there is any work to be competed on aircraft including major modification and major repair.

All work to be completed IAW Maintenance Manual or approved data.

At the end of work weight and balance amendment to be completed. Weight and balance amendment to be entered in the logbook and also new sheet to be replaced in the aircraft documents.

All the parts used and how work completed should be detail in AWC.

If test flight requires for the maintenance release test flight should be completed. If test flight satisfactory pilot in command has to say test flight satisfactory in the logbook.

At the completion of work all the papers forward to Technical Records for verification.

Flow Chart Major Modification /Repair

Yes

No

Associated Forms

Where maintenance has been performed on a Company aircraft, a maintenance release with respect to the maintenance performed shall be completed prior to take-off on the affected aircraft.

The maintenance release is a declaration that in respect to the maintenance performed, the performance rules of the Canadian Aviation Regulations have been completed with and applicable standards of the airworthiness have been met.

The maintenance release shall only apply to the particular maintenance task(s) to which it relates. Where a task is divided into sub-tasks, all the sub-tasks must be completed prior to the signing of a maintenance release in respect to the completion of that task.

PRM is responsible to provide the appropriate Maintenance Release and Task Control training to the employee as per their job responsibilities.

ACA is responsible to ensure that the maintenance release is not signed unless the maintenance release meets applicable requirements specified in MPM. ACA is responsible to review and completeness of the task/job cards. Where task is divided into sub-tasks, all the sub-tasks must be completed and include a stamp & initial/signature.

Technical Records is responsible to verify paperwork against the completed tasks to ensure all documents are correct. Check and verify, where a task is divided into sub-tasks, all the sub-tasks are completed and include stamp & initials/signature of Aircraft Technician/ACA.

In-House Task Card will be created to provide work instructions for additional tasks that the company may want to implement in addition to or in compliment with the OEM Manuals, such as the AMM or Maintenance Task Card Manual. All maintenance personnel with technical responsibilities will be required to review and use In-House Task Card when no other manual procedure or OEM Task Card is available. An annual review of the In-House Task Cards will be carried out to verify the currency and revision of the information provided.

The Technical/Fleet Support personnel will create In-House Task Cards as the necessity arises.

Publications will ensure the In-House Task Cards are uploaded on the Employee Website for the employees to read. The Employee Website has the ability to track if an employee has read the communication.

The Base Manager/Production Manager is responsible to ensure all maintenance staff are aware and using the In-House Task Card when assigned.

The Technical/Fleet personnel will create the In-House Task Card.

The In-House Task Card will follow a certain numbering format as shown in the example below starting with 000, followed by ATA Chapter, MTCM or AMM Reference, Fleet Type and the Subject.

The subject will be bold and capital letters, followed by the information to be communicated to the maintenance staff.

The use of illustrations, and charts may be used to help explain the subject matter. All AWC/ DMI’s shall be printed and attached to the Journey logbook page.

The maintenance staff will utilize the In-House Task Card where applicable.

The Technical/Fleet Personnel will review the In-House Task Cards annually to ensure currency of information.

Associated Forms

LEGEND FOR TASK CARD NUMBER

Maintenance Technical Circular will be issued to communicate and educate personnel on important maintenance related information resulting from best industry practices, manufacturer recommendations, internal investigation following an incident and analysis of repeat defects pertaining to fleet reliability.

All maintenance personnel with technical responsibilities, will be required to review the posted Maintenance Technical Circular (MTC) on the Employee Website.

The Technical/Fleet Support personnel will create the Maintenance Technical Circular (MTC) as seem fit to communicate the information that is unclear or requires highlighting to improve fleet performance, reduce human factors events and provide a safe product. The annual review of the Maintenance Technical Circulars (MTCs) will also verify the currency and revision of the information provided.

Publications will ensure the Maintenance Technical Circulars (MTCs) are

uploaded on the Employee Website for the employees to read. The Employee Website has the ability to track if an employee has read the communication.

The Technical/Fleet Personnel will create the Maintenance Technical Circular (MTC).

The Maintenance Technical Circular (MTC) will have a unique number with the fleet type, ATA and circular number for the particular ATA. (e.g., MTC-CRJ-49-01).

The subject will be bold and capital letters, followed by the information to be communicated to the maintenance staff.

The use of illustrations, charts etc. may be used to help explain the subject matter.

The Maintenance Technical Circular (MTC) will be posted as a memo on the Employee Website for tracking purposes.

The Maintenance Technical Circular (MTC) will also be located on the Employee Website under maintenance for reference.

The Technical/Fleet Personnel will review the Maintenance Technical Circulars (MTCs) annually to ensure currency of information.

Associated Forms

Intentionally Left Blank

Open Part Purchase Orders will close after all parts in the PO are received and it is checked against the PO’s invoice. Go to the “Open” Section of the Purchase Order Node in the Inventory Explorer Tree. Select the PO that holds the parts to be received. This will pull up the finalized Purchase Order. Open the item menu by right-clicking on the part in the item grid and select “Receive/Return Item”. This will open the PO detail Form. Click on the button at the bottom labeled “Receive/Return Item”, which will bring up the Reception for Parts form). Next the Item’s Reception Fields need to be entered.

Received P/N: Select the Part number of the item received. This allows for double-checking to see if the part received has the same part number as ordered or an equivalent part number.

Serial Number/ Batch Number: Depending if the part has a batch number or a serial number, the appropriate field will be available.

Shelf/ Bin: The parts Default Shelf and Bin will be automatically placed here depending on the warehouse. Changes to the Shelf and Bin can be made if needed at this time.

Received: Required

Condition: The condition of the part that is being received

Certification / Date: What certificate is being received with the part and the date of the certificate.

Add Certificate: This allows an PDF copy of the certificate to be uploaded

Counters: The current counters that are on the part are placed here. Any counter that is required by the P/N must be entered before the item will be received. To reference which counters, need to be used, click on the “Open P/N” button.

Tracking: Requirements of Hard Time Components (HTC), Life Limited Parts (LLP) and Shelf-Life expiration are all defined at the part number level and are enforced throughout the software system.

Once all required fields are entered correctly, click on the button at the bottom of this form labeled “Item received”. The item is now received and is now in inventory.

If any required fields are missed a warning message will come up explaining what is missing. Click “Ok” and finish the required fields.

If the counters at Reception do not match the counters required at reception then a warning message will come up when trying to receive the item. This message will explain what does not match and gives the option to go back and change the delin-quent counter to the correct value or enter in an explanation as to why the counter does not match and place the part in the “Disposition Queue” or the “Quarantine Queue”.

Receiving an item to Inventory from Repair Order

After receiving the parts back from the vendor, the RO needs to be opened. Each item in the RO is to be received one at a time by right-clicking and opening the items. At reception, all the information received from the vendor at reception is to be recorded in the reception section of the ROI form. Required information includes the part number, serial or batch number, condition, certificate, certification date, applicable counters, and the location.

After the required information is entered, the repair requirements can be signed off by right-clicking on the repair requirement and selecting “Receiver Sign Off”. When sign-ing off repair requirements, if any of the required receiving information, with the excep-tion of the location, shows discrepancies with the information expected at reception, then a warning message telling the user about the discrepancy with the option to return to editing the ROI or write a note on the part and place the item into the Dispo-sition Queue or Quarantine Queue.

Receiving a replacement part from a Repair Order

In the event of receiving a replacement part from a repair order, the user will enter the information about the new part in the “received” section of the repair order form. After the information is entered correctly, the user will sign off on all repair requirements.

The application will warn the user that the old item will be marked as “Exchanged (RO)” and the replacement part will be entered into inventory with discrepancies, which will place the item into the Disposition Queue.

A note must be entered at the warning message to acknowledge that this action is acceptable or to explain why the replacement part was necessary. The user will con-tinue to receive the inventory item by left clicking on the “Receive Inventory Item”.

Go into the Disposition Queue (DQ) and locate the part that was recently received. Right click on the part and select “Approve to inventory”. Add the note to explain why the part was received into the DQ. Be sure that the location that shows in the approval box is the same location the part was received into. (note when approving part from DQ it will always revert to the master location unless it is changed.

Keep the original certification with the part along with any teardown/strip reports. Scan all received document in the company’s shared drive for storage. Be sure to verify the correct documents were scanned in.

Entering Invoice Cost

Once an invoice for a specific RO has been received, the Invoice cost within each Repair order item (ROI) within the particular Repair order is to be updated. This ensures that the correct Repair value is assigned to all inventory items listed on the Repair Order.

The invoice cost for a particular Repair Order Item can be added by navigating to the Open or Closed Repair Order node. If the entire Repair order has been received, the RO will be listed in the Closed node. If there are still outstanding items within the Repair Order, the RO will be listed in the Open node.

From there, the Repair Order number can be queried using the QBE fields at the top of the grid. Once the proper Purchase order number has been located, open the Pur-chase order Item within the purchase order, using the right-click menu “Open Item…”. In the RO Item details form, enter the Repair cost for the Repair Order Item in the “Invoice Cost” and click “Save Repair Cost”.

To create an Internal Work Order, following are steps to be followed:

Creating a Work order: The user can create a new work order by right-clicking on an inventory item in the Quarantine, Disposition Queues or from the Inventory Items node, and selecting “Create WO”. Once in the Work Order form, left click on the “save” button to generate a work order number.

Adding Repair requirements to the Work Oder:

Once the work order has been saved, the user can add repair requirements to the work order by right-clicking in the Repair Requirement Grid and selecting “Insert Repair Requirement”.

A repair requirement selection list will prompt the user to choose a requirement; the user can add a new requirement by selecting the “Add” button. To save this change, the user needed to click on the “Save” button.

An authorized user must add the repair requirement and any options that is required for the repair requirement, such as whether it can be used by a Work Order or a Repair Order, or if the repair requirement would increase Builds. Finally, the user can add a part number and its alternates to be used by this repair requirement.

Adding an Ancillary Part to a Work Order

Once the work order has been saved, the user can add ancillary parts by right-clicking in the ancillary parts grid and selecting “Insert Inventory Item”. This will bring up the inventory selection list for the user to select the part that is needed.

Once the user selects the part that is need for a repair requirement, click on the “Select” button. The part will be reserved for the Work Order in question. To save this change, the user needed to click on the “Save” button.

When Shipping a package, following should be considered.

The content to be shipped.

The address of the recipient

Additional information and/or paperwork required for the shipment.

The priority with which it should be shipped.

Appropriate shipping materials for the package at hand

Tracking and Labeling

The content of the shipment: At Pivot Airlines, Supply Chain handles many different materials that require shipping which includes documents, aircraft parts and dangerous goods etc. Packaging is done as per the nature of shipping material.

The address of the Shipment: It is important to know and be sure of destination of the package. One must determine whether it’s a shipment within Canada or if it’s an international shipment. This is important since shipping internationally requires additional information. Our company utilizes several courier companies such as Fed-Ex, DHL and Air Canada Cargo. It’s important that when preparing a shipment, whether it would be through online services or using the airway bill from the courier, use the appropriate one for the shipment as there are differences with national and international shipments.

Additional information and/or paperwork required for the shipment: When preparing shipment, following shall be considered:

For shipments within Canada fill the information that is required by the airway bill, this must be done carefully, one must also make sure to leave a reference that will allow you to determine the content in the package, for example: the repair order of the unit inside, the name of the content, transfer orders etc.

For international shipments one must fill the airway bill specific to international ship-ments paying close attention to the description box were one must describe the con-tent of the package; in this section one must describe the content thoroughly to avoid being held by customs. If the content is an aircraft part or parts it is the shipper’s responsibility to write not only the description of the part but also its part number and serial number. An international shipment must be accompanied by a commercial invoice for which the template can be found on the Company’s Employee Website. The commercial invoice must be filled carefully making sure that it matches the infor-mation given in the airway bill; this document must be reviewed and then signed by the shipper. This document will be copied 4 times; one copy must be attached to the receipt or copy of the waybill; another copy must be shipped inside the box and the three remaining (including the original) must be attached to the airway bill in the box.

For shipping dangerous goods, be it within Canada or internationally, we will use a third party, Dangerous Goods Consulting. For this the shipper must create a service purchase order in the Company’s computer program to Dangerous Goods Consulting. The purchase order must include the following:

The address of the recipient

The courier to be used and corresponding account number.

The priority with which it should be shipped.

The nature of the goods (reason to be considered dangerous)

A note asking for them to provide you with a tracking number.

The priority with which it should be shipped: The priority of the package must be determined prior to starting the shipping process, for it’s a rule that the faster it gets to its destination the more it costs to do so. For that reason, it is important to know the urgency of the package and use a courier service accordingly.

Appropriate shipping materials for the package at hand:

As a rule, a shipment must be able to withstand a 3-foot fall without the content suffer-ing any damage, on the other hand one must minimize the cost of the shipment with-out compromising its content. There are other things to consider when shipping aircraft parts that must be considered when selecting the packaging material. The fol-lowing must be considered:

How delicate is the content?

Is sensitive to pressure changes?

Is it sensitive to static?

Is the item heavy enough to damage other items shipped with it?

Once these questions have been answered, the shipper will proceed to package each item separately using a combination of bubble wrap, antistatic bags and bubble wrap, foam, sponge, etc. The items must be snug, and no shifting must occur during the shipping process. It is important that items that are delicate items such as computers, displays and attitude indicators, and heavy items such as brakes and starter genera-tors be shipped separately in an appropriate box or crate; for they could be damaged or damage other items shipped with them. It is important that the box or envelope selected doesn’t have any previous shipping information attacked to it since it is cause for misunderstandings and also no box utilized shall have dangerous goods informa-tion on it, if so either covers or remove.

Tracking and Labeling:

Every shipment that leaves Pivot Airlines, must be able to be tracked at any time and for that the following must be followed.

In case of a shipment within Canada to another Pivot Airlines operating station, a transfer order must be created in the company computer program that will include all aircraft parts being shipped. The shipping airway bill must include the transfer order number in the references section; this way the shipper will be able to relate the con-tent of the package with the tracking at any time.

In case of a “core return” or “loaner” being returned to the appropriate vendor; an exchange order must first be created in the company computer program with the unit being returned, the exchange order must be printed and copy must accompany the shipment along with the unserviceable tag or serviceable tag (in case of a loaner), a copy of the tag mentioned must be attached with the original exchange order that has been signed by the shipper. The airway bill must include the exchange order number for tracking and a copy of the airway bill must be attached to the exchanged order to be filed.

In case of an international shipment, as previously mentioned, a copy of the airway bill and a copy of the commercial invoice must be kept; this will allow the shipper not only to track the shipment but also to have the information required in releasing a package that might be held by customs.

Any shipment that leaves Pivot Airlines, must be have a packing list attached to it, this shipping tag contains the shipper’s and recipient’s address, this will help in avoiding misunderstandings with the shipments and also help to avoid the shipment being mis-placed.

Attach a copy of PO/XO/RO along with the Packing List.

Receiving Flow Chart

Maintenance Release Tag (MPM-SC-001):

Previous Certification, this box is used for the tracking number for all parts. All part certifications and documents are attached to our company purchase orders, repair orders and in-house workorders, these purchase order numbers become the batch number and previous certification numbers. Record purchase orders, repair orders and in-house workorders in this box.

Unit certification date, this is the date stated on the certification that the part was certified. It is not the date the part is tagged and received.

Serviceable /Maintenance Release, these boxes can be checked to identify what type of tag is being created. Serviceable is checked when another company has supplied certification and that information is copied from their certification onto the tag.Maintenance Release is when our company has certified the part. The part may have been certified with an in-house workorder or may have been removed serviceable from an aircraft. A FORM ONE must be created an attached to the Maintenance Release Tag.

Sign, the person creating the Tag must sign this box.

ACA#, the person creating the Tag must stamp in this box. ACA Stamp or Supply Chain Management stamp holder.

Date, this is the date the tag is created, not the certification dates unless they are the same.

Additional work to be performed. This box can be used to tell the installer if additional testing on install is required. Or special storage procedures are to be followed. Or general notes.

Loaner: check this box if the part has been loaned to us from another company. This will inform the installer the Loaner additional work card (AWC) is to be created to track the part until it is removed.

The AWC # used to perform the work.

Position, this is for the position on the aircraft of the part installed. Such as #1 #4 L/H R/H FORWARD/ AFT.

Aircraft, this is for the tail# of the aircraft worked on.

Sign, the person performing the work must sign this box.

ACA#, the person performing the work must stamp in this box.

Date, Date the work was done.

Maintenance Event, this is for the maintenance event # generated by the computer

Updated, this box is to be checked when computer has been updated.

Name, Signature of person performing Tech Record review.

Stamp, Stamp of person performing Tech Record review.

Date, Date Tech Record review completed.

Additional note is for general notes or comments.

Part number off, this is for the part number removed, this # must be verified from the data plate f the part. The part # could be different than the part installed.

Nomenclature, this is for the description of the part removed.

Manufacture, this is to identify the company that manufactured the part removed.

Model/Type, this is for the manufactures model number, type or style of the part removed.

Serial Number, this is for the serial number of the part as seen on the data plate of the part removed.

Aircraft, this is for the tail# of the aircraft part was removed from.

Position, this is for the position on the aircraft of the part removed. Such as #1 #4 L/H R/ H FORWARD/ AFT.

Log Page, the # of the log page the event is documented on.

Air Frame Total Time is to be copied from the log page the event is documented on.

Air Frame Total Landings is to be copied from the log page the event is documented on.

Reason for removal, is used to describe the failure of the part such as, worn beyond limits, cracked, leaking, due for overhaul. INOP is not enough information to correctly have a part repaired or to assist a repair facility in troubleshooting. The AWC# can also be recorded in this section for a complete history of the work performed.

Removed By, the person performing the work must sign this box.

The person performing the work must stamp in this box.

Date the work was done.

Serviceable Pick Tag (MPM-SC-005)

Serviceable Tag (MPM-MTC-008)

Unserviceable Tag (MPM-MTC-006)

Associated Forms

Associated Form

Flow Chart – Tools Control

Associated Forms

Associated Form

The following requirements must be met to receive a Run-up and Taxi authorization:

Valid ACA

Valid Radio Licence

Valid RAIC

Valid AVOP

CRM Training

A crew briefing must take place prior to engine run-up and/or taxi to ensure everyone participating is aligned and understands the intentions, purpose, and what results to expect from the engine run-up and/or taxi.

Local airport authority must be contacted and approval received prior to any engine run-up and/or taxi activity.

Left Seat Occupant and Right Seat Occupant must discuss prior to engine run-up and/or taxi:

Clearance granted by the airport authority.

Position on the airfield for engine runs.

Taxi route to the position on the airfield.

Radio frequencies required.

Left Seat Occupant and Right Seat Occupant shall have and use properly functioning headsets with boom microphones for all communication with ATC and each other.

Left Seat Occupant is in charge of the aircraft at all times:

Left seat will confirm/select items as Right seat reads checklist.

Left seat will review engine start procedures with Right seat to confirm start sequence checks.

Switch selection for engine starting shall be the responsibility of the Left seat occupant.

Right Seat Occupant will operate/monitor the radios and is responsible to the Left Seat Occupant:

Right seat will advise Left seat of any occurrence which may jeopardize the safety of the aircraft or its operation.

Right seat will read the checklist indicating the desired position of the items.

Right seat will review engine start procedures with the Left seat to confirm the start sequence.

The initial radio call to ATC will identify the aircraft type, the last four letters of the aircraft registration and that maintenance personnel is running the aircraft.

All radio messages shall be spoken clearly and concisely using standard phraseology whenever practical.

Listen before transmitting to avoid interference with other transmissions.

If you do not understand the message, request ATC to repeat it.

The Right seat shall acknowledge all messages directed to them by the ATC including frequency changes. Such acknowledgement may take the form of a transmission of the last four letters of the aircraft registration or a repeat of the clearance with the last four letters of the aircraft registration.

After the Right seat acknowledges the instructions from ATC, the Left seat shall read back the instruction to the Right seat.

If either crew member is unsure of the aircraft position on the field or if the instruction from ATC has not been understood, the aircraft shall be stopped and not taxied further until clarification has been received from ATC.

These procedures are issued by Pivot Airlines as guidance for Maintenance Personnel when operating company aircraft after maintenance has been performed that requires engine run-up and/or aircraft taxi.

These procedures will not cover all circumstances. However, they are intended to assist personnel to operate the aircraft within the limitations of the Aircraft Maintenance Manuals. Maintenance Crews are expected to exercise sound judgement and consistency in their application.

The greatest advantage of multiple crew members on board the aircraft is that more than one person can contribute to the safety and effectiveness of the operation. In order for individual Crew Members to contribute as much as they can, they must both meet a standard, and (for the most part) carry out their duties in a standard manner.

These procedures deal primarily with the standardization of how the Maintenance Crews start, taxi and shutdown the aircraft. Maintenance checks are done in accordance with the applicable aircraft / engine maintenance manual.

These procedures are meant to prevent the undesirable, to determine when something undesirable is occurring, and how to deal with the undesirable should it occur.

As these procedures cannot cope with all situations, should it be appropriate to deviate from them, all applicable personnel shall be thoroughly briefed.

Associated Form

All aircraft operated by Pivot Airlines must be maintained in accordance with the Aircraft Main-tenance Schedule approved by the Minister. The purpose of this procedure is give details for downloading and updating aircraft navigation database (NDB)

Director, Aircraft Programs is responsible for the overall management of scheduling work in a timely manner.

Manager, Maintenance Planning is responsible for the overall supervision and review of work accomplished by the Maintenance Planner.

Production Manager is responsible for ensuring that the navigational data base is updated on the aircraft.

Director, Aircraft Programs/ Manager, Maintenance Planning receive notification of data base release and accordingly inform Production Manager.

Production Manager notifies the technician of the release and the requirement to download the database.

Production Manager notifies Maintenance Planning once the data base has been downloaded to allow for scheduling the update of said database prior to expiry.

Maintenance Planner schedules the updates on the fleet.

Associated Forms

Pivot Airlines has policy of printing pages and operating in an environmentally responsible manner as per company’s Corporate Policy Manual for handling office supplies and environ-mental policy.

All Employees

The printing of pages from digital publication or the copying of pages from paper publications created by the Manufacturer, vendor or supplier of Aeronautical products or tooling for use as reference material is acceptable if the person printing pages from the publication will use the copy to carry out maintenance or elementary work on an aeronautical product maintained by Pivot Airlines and the copy is destroyed & discarded immediately after the work is completed or at the end of the shift whichever occurs first.

All publications, additional work requests, Job Cards and General Information Circulars by Pivot Airlines will be published to the company website in PDF format.

The retention of copied publications from any medium is prohibited in Pivot Airlines.

Associated Forms