AIR LEGISLATION AND SAFETY REGULATIONS (AEC 208)

INTRODUCTION
Aviation - Is the design, construction, operation and use of aircraft.
Aviation Legislation - Is the term used to define the process through which the
laws relating to all areas of the Civil Aviation industry in Nigeria are enacted and
the laws so formed.
Regulations - Is an official rule made by government or some other Authority.
Safety Regulations - Is the rules or laws which must be followed to make the art
of aeronautics safe.
The Nigerian Civil Aviation Regulations-2009 (NCARs-2009) was empowered by
the Civil Aviation Act of 2006.
For most students, this subject has not found a place in the top-ten choice of
courses. However, it will be essentially required as a Maintenance
Technician/Technologist/Engineer to have a sound working knowledge of the
legislative process with which you would have to be associated once you are
exercising your privileges as a Licensed Maintenance
Technician/Technologist/Engineer.
REGULATORY FRAME WORK
INTERNATIONAL CIVIL AVIATION ORGANIZATION (ICAO)
Background
History was made on 17th December, 1903, when the Wright brothers (Ovville and
Wilbur) made the first sustained aero-plane flight.
During the early years that follow, only a few aircraft flew. At that time, the only
person in danger was usually the pilot, because there was no legislation was
created.
The International Commission for Air Navigation (ICAN) held its first convention
in 1903 in Berlin, Germany but no agreements were reached among the 8-countries
that attended. At the second convention of ICAN in 1906 held in the same venue
27-countries attended and still no agreement reached. In 1912, the third convention
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of the ICAN was held in London after which the first radio call signs for use by
aircrafts were allocated.
The Convention on International Civil Aviation, which provided for the
establishment of the ICAO, was signed in Chicago in 1944. While the second
world-war (1939-1945) was still going on, 52 countries of the world held a
meeting in Chicago and signed the convention on International Civil Aviation,
known as the Chicago convention on 7th December, 1944 under its terms as
Provisional International Civil Aviation Organization (PICAO) which started on 6th
June, 1945.

The PICAO was disestablished on 4th April, 1947 and was replaced by
International Civil Aviation Organization (ICAO) which began operations the
same day. Under article 44 of the Convention, the ICAO sets standards and
regulations that have helped the global air transport system evolve into a critical
driver of social and economic prosperity for communities and businesses all
around the world. It serves 191 Member States and acts a focal point for the entire
global aviation community.

ICAO took three (3) years for the ratification process of the convention but it
finally came into being with the 26-member states that ratified the Convention.
ICAO also took over the ICAN offices in Paris, France in October 1947 and
became a specialized agency of the United Nations linked to the United Nations
Economic and Social Council (ECOSOC).

The structure of the ICAO includes:

Assembly; Council; Committees of the Council; Air Navigation Commission; and

Secretariat

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Assembly:

The Assembly is the Organization's sovereign body. It meets at least every three
years to review its work and establish guidelines for future activities.

The assembly is a sovereign body comprising of members representing all the

contracting states (191 states as at Nov. 2011). All member assembly meets every
3 years.
Each member state has one vote in the assembly, and decisions are made by a
simple majority vote unless otherwise specified by the Chicago convention.
Sessions have been held in many different cities.
Functions of assembly:
(i) Makes policy recommendations.
(ii) Reviews the work of ICAO.
(iii) Offers guidance to other ICAO bodies.
(iv) Determines the budget.
(v) Elects the council members - At the 38th assembly of ICAO held at
Montreal, Canada on 1st October 2013 election of the present council
members was conducted.
The assembly may amend the ICAO constitution by a two-thirds majority vote, and
it has done so on several occasions.

Council:

The Council is the ICAO's executive body. It comprises 36 contracting states

elected by the ordinary session of the Assembly for a three-year term. It has a
President. In electing Council members, the Assembly gives adequate
representation to states of chief importance to air transport, states not otherwise
included that make the largest contribution to the provision of facilities for

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international civil air navigation, and states whose designation will ensure that all
major geographical areas of the world are represented.

The council is a permanent body, composed of 36 member states elected by the

assembly for three-year terms. In selecting the membership of the council, the
assembly is required by the Chicago convention to give adequate representation
and the 36 member states are divided into 3 categories as follows:
Category 1: States of chief importance in air transportation
1. Australia 2. Brazil 3. Canada 4. China 5. France 6. Germany 7. Italy 8. Japan 9.
Russian Federation 10. United Kingdom 11. United States
All the states have been re-elected.
Category 2: States which make the largest contribution to the provision of
facilities for international civil air navigation.
12. Argentina 13. Egypt 14. India 15. Mexico 16. Nigeria 17. Norway 18. Portugal
19. Saudi Arabia 20. Singapore 21. South-Africa 22. Spain 23. Venezuela
All states have been re-elected except Norway, Portugal and Venezuela.
Category 3: States ensuring geographical representation.
24. Bolivia 25. Burkina Faso 26. Cameroon 27. Chile 28. Dominican Rep 29.
Kenya 30. Libya 31. Malaysia 32. Nicaragua 33. Poland 34. Rep of Korea 35.
United Arab Emirates 36. United Rep of Tanzania
All the states have been elected for the first time except Burkina Faso, Cameroon,
Malaysia, Rep of Korea and UAE.
The present council president is Dr. Olumuyiwa Bernard Aliu (Nigeria) from 2013
till date.

Committees of the Council

It is five permanent bodies which are sub-ordinate to the council

The Air Navigation Commission (ANC) The Transport commission

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 The committee on joint support for Air Navigation Service
The Finance Committee:- Is composed of representatives from the council.
The Legal Committee:- Is composed of legal experts nominated by ICAOs
member states.

Air Navigation Commission

It is a technical body composed of 19 commissioners. They serve as independent

experts who were nominated by their states and do not serve as state or political
representatives. They finalize the standard and recommended practices (SARPs)
and submit it for adoption.

Secretariat

The ICAO secretariat is headed by a Secretary General who is appointed by the

council. The Secretary General appoints the staff of the ICAO secretariat. He
supervises and directs its activities. The secretariat provides the permanent
organizational frame work within which technical and administrative support is
supplied to governments and to ICAO council, Air Navigation Commission,
Committees and Divisions.
The secretariat is grouped into five main Bureaux:
(1) Air Navigation (2) Air Transport (3) Legal (4) Technical Assistance
(5) Administration
The Bureaux have experts in specialized fields, who have been recruited on a
broad geographical basis.
Also on the secretariat level, ICAO maintains seven regional offices as follows:

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Regional offices Regions
1. Bangkok, THAILAND Asia and Pacific
2. Cairo, EGYPT Middle East
3. Dakar, SENEGAL Western and Central Africa
4. Lima, PERU South America
5. Mexico city, MEXICO North America, Central American and
Caribbean
6. Nairobi, KENYA Eastern and Southern Africa
7. Paris, France Europe and North Atlantic

The present Headquarters of ICAO is Montreal/Quebec in Canada.

ICAO REGULATIONS
The regulations laid down by ICAO are contained in annexes to the Chicago
convention, each covering one particular aspect of aviation legislation. All ICAO
member states must comply with these regulations as a condition of joining ICAO.
The requirements detailed in the annexes forms the minimum standard for civil
aircraft operation worldwide and are the framework on which national regulations
(E.g. Nigeria - NCAA, US - FAA, UK - CAA) are based.
ICAO ANNEXES
The annexes contain the standard and recommended practices (SARPS). Each
annex is published as a loose-leaf document in a standard format, which is
subjected to revision action. There are 19 annexes to the convention but only the
first eight are listed below for this course.
Annex1: Personnel licensing; Annex2:Rules of air; Annex3: Metrological for
international air navigation; Annex4:Aeronautical chart; Annex5: Units of

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measurements to be used in air & ground operations; Annex6:Operation of aircraft;
Annex7:Air nationality and registration; Annex8:Airworthiness of aircraft.

AIMS AND OBJECTIVES OF ICAO

1. To ensure the safety and orderly growth of international civil aviation
throughout the world.
2. Encourage the development of airways, airports and air navigation facilities for
international civil aviation.
3. Encourage the art of aircraft design and operation for peaceful purposes.
4. To meet the need of people of the world for safe, regular, efficient, and
economical air transport.
5. To prevent economic waste caused by unreasonable competition.
6. Ensure that the rights of contracting states are fully represented and that every
contracting state has a fair opportunity to operate international airline.
7. Avoid discrimination between contracting states.
8. Promote safety of flight in international navigation.
9. Promote generally all aspects of international civil aeronautics.
AFRICAN CIVIL AVIATION COMMISSION (AFCAC)
History and present status
The African Civil Aviation Commission (AFCAC): It is an autonomous body and
membership is open to African States members of ECA or AU.
AFCAC is a consultative body and its conclusions and recommendations shall be
subject to acceptance by each of the governments.
The African Civil Aviation Commission (AFCAC) was created by the
constitutional conference convened by the International Civil Aviation
Organization (ICAO) and the OAU (now AU) at Addis Ababa in 1964 and
commenced to function in 1969, to become an OAU specialized agency on 11 May
1978; The development of safe and orderly air transport services into, within and
from Africa is to be established on the basis of equality of opportunity and
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operated soundly and economically as envisaged in the convention on International
Civil Aviation opened for signature at Chicago on 7 December 1944.
The Abuja Treaty of 3 June 1991, adopted by the Assembly of Heads of State and
Government of the Member States of the AU has established the African
Economic Community with the aim of deriving mutual benefit, coordination and
integration of civil aviation policies for the social and economic development of
Africa; that AFCAC assists African States in supplementing the work of ICAO, the
international body responsible for the regulation of civil aviation worldwide.
The 23rd AFCAC was hosted by Ghana Civil Aviation Authority (GCAA) in
Accra, Ghana on 2nd to 5th April 2013. HQ of AU is Addis Ababa in Ethiopia,
presently with 25 member states.
The objectives of AFCAC:
a) To provide the civil aviation authorities in the member states with a framework
within which to discuss and plan all the required measures of coordination and
cooperation for all their aviation activities.
b) To promote coordination, better utilization and orderly development of African
air transport systems.

Functions of AFCAC
Some of the functions of AFCAC include;
a) Encouraging the application of ICAO standards and recommendations on
facilitation and supplementing them by further measures aimed at greater
facilitation of movement by air or passengers, cargo and mail.
b) Fostering arrangements between states whenever this will contribute to the
implementation of
i) ICAO regional plans for air navigation facilities and services.
ii) ICAO specifications in the fields of airworthiness, maintenance and operation of
aircraft, licensing of personnel and aircraft accident investigation.

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c) Fostering and coordinating programmes for the development of existing and
future training facilities to cope with the present and future regional and sub
regional requirements for personnel in all fields of civil aviation.
i) Studying the need for collective arrangements for technical assistance in Africa
with a view to obtaining the best possible use of all available resources,
particularly those provided within the framework of the United Nations
Development Programme.
AFCAC, in the exercise of its functions, work in close consultation and
cooperation with AU, ECA, ICAO and any other governmental or non-
governmental international organization concerned with civil aviation.
FEDERAL AVIATION ADMINISTRATION (FAA)
The FAA is an agency of the United States department of transportation with
authority to regulate and oversee all aspect of civil aviation in the U.S. The FAA
issues the Federal Aviation Regulation (FAR), these provides requirements which
affects aircraft design, operation, maintenance, repair, and alteration.
JOINT AVIATION AUTHORITIES (JAA)
Is an organization representing the national aviation authorities of a number of
European states. There is also an emphasis on attempting to harmonize the
European regulations with those of the USA.
EUROPEAN AVIATION SAFETY AGENCY (EASA)
EASA was set up to promote the highest common standards of safety and
environmental protection in civil aviation. It is intended to be the center piece of a
new cost- efficient regulatory system in Europe and a reliable partner for
equivalent authorities throughout the world. As EASA develops the aviation
regulatory environment, it will change some of the existing CAA processes and
procedures. EASA is intended to replace the already existing JAA in Europe.
UNITED KINGDON LEGISLATTION
The history of civil aviation legislation in the UK began with the Air Navigation
Act of 1936. After ratifying the Chicago convention of ICAO, the UK government
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in 1949 passed the Civil Aviation Act. The requirements of the act are laid down in
the Air Navigation Order. The act was amended over time and the Civil Aviation
Act of 1971 formally set up the Civil Aviation Authority (CAA). The CAA was
formed in April 1972 as the first unified and independent body controlling civil
aviation. Nigeria adopted the British Aviation Regulations to govern some of its
civil activities in the past.

Civil Aviation Regulatory Commission (CARC)

Civil Aviation Regulatory commission (CARC) was established on 1st August

2007 to replace the Civil Aviation Authority (CAA) in accordance with article 68
of the civil aviation law number 41 of year 2007. According to this legislation the
CARC has financial and administrative independence. It is the authorized body
responsible for:

Safety and Security;

Economic Regulations;
Legal Affairs; and
The provision of Air Navigation Services

THE NIGERIAN CIVIL AVIATION AUTHORITY (NCAA)

BRIEF HISTORY:
The first recorded flight into Nigeria was the maiden flight of an annual Royal Air
Force flight, which landed in Maiduguri and Kano on the 27th October 1925.
In the early days of civil Aviation in Nigeria, the control and administration of civil
aviation was vested in the Director of public works, who applied the British Air
Navigation Order (ANO) as the prevailing legislative instrument. Rapid growth in
air transport activities in the country necessitated the establishment of a Nigerian
Civil Aviation Department (CAD). The CAD integrated into the Federal Ministry
of transport in 1965 and was later to be a Department in the Ministry of Aviation
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until 1990 when the Federal Civil Aviation Authority (FCAA) was created; whose
function includes regulation of civil aviation in the country.
Towards the end of 1995, the government undertook a re-organization of some
government parastatals in the Aviation industry and as a result, the FCAA was
scrapped. New Directorates of safety Regulation and Monitoring and Economic
Regulatory and Monitoring (DSRAM) & (DERAM) were established in the
Federal Ministry of Aviation, to replace the safety function of the defunct FCAA
while Air Traffic services and Aerotels department were merged with the former
NAA to form Federal Airports Authority of Nigeria.
The Ministry remained the organ of government, responsible for formulating
policies, regulating the industry, the Directorate of safety Regulation and
Monitoring (DSRAM), was not delegated any of the power or functions of the
Ministry and therefore had no authority to issue regulation and a limited mandate
to enforce and empower its inspectorate in safety oversight activities.
The international Civil Aviation Organization (ICAO) as part of its conditions
requires all member states to establish an appropriate state organization to be
known as civil Aviation Authority charged with necessary powers to ensure
compliance with air navigation regulations promulgated by the state. Nigeria as a
signatory to the convention and desirous to maintain its membership of ICAO had
to fulfill this obligation. It was in view of this and in response to calls from
stakeholders in the Aviation industry that the Federal Military Government enacted
Decree 49 of 1999 establishing the NCAA. The responsibility for flight safety rests
with the NCAA, an autonomous body headed by a Director General, who is
appointed by the NCAA as a corporate body, independent from Government, but
controlled by a Governing Board which includes representatives from the Ministry
of Aviation, Ministry of Defence and Ministry of Communications.
The Civil Aviation Act of 2006 has re-established NCAA and appropriately
empowered it.

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Hence, the agency empowered by law to regulate civil aviation activities in Nigeria
today is the Nigerian Civil Aviation Authority (NCAA). Hereafter it is known as
the Authority.

Director General/Chief Executive Officer (D-G/CEO)

The office of the D-G/CEO is actively supported by seven Directorates.

The main directories of the NCAA are as follows:

Flight Standards Group (FSG)

The Flight Standards Group within the Nigerian Civil Aviation Authority (NCAA)
is a group of Directorates that have joint safety oversight responsibilities.

Directorate of Airworthiness Standards (DAWS)

It is the responsibility of the Airworthiness Directorate to ensure that all aircraft in

Nigeria are airworthy, i.e. fit to fly. DAWS also inspects and certifies aircraft
according to established procedures; proposes, reviews and approves designs,
repairs and modifications; ensures that safety requirements are complied with and,
where deficiencies are identified, corrective measures are taken (through letters,
fines, suspension of certificates, etc); supervises the whole aviation industry in
order to align it with global aviation trends and propose corrective measures to
ensure air safety.

Directorate of Licensing (DOL)

The Directorate of Licensing is responsible for licensing of all personnel in line

with the Nigerian Civil Aviation Regulations that in turn, are aligned with ICAO
Annex 1 Standards and Recommended Practices (SARPs).

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 Directorate of Operations & Training (DOT)

The Directorate of Operations and Training (DOT) is responsible for the effective
oversight activities and setting of standards in all areas of flight operations and
training in the Nigeria air transport industry.

Directorate of Aerodrome & Airspace Standards (DAAS)

The primary responsibility of the DAAS is to ensure safety and security at all
Nigerian aerodromes in conformance with the relevant standards and
recommended practices of ICAO Annexes.

Directorate of finance and administration

The Directorate is responsible for all Financial, Administrative, Human Resources,

Corporate Affairs /Planning functions.

Directorate of Air Transport Regulation (DATR)

The Nigerian Civil Aviation Authority (NCAA) is statutorily responsible for the
safety and economic regulation of the civil aviation industry. The Directorate is
responsible for the economic regulation of the aviation industry.
PAST AVIATION LAW IN NIGERIA
Before the enactment of the civil Aviation Act 2006, the principal aviation laws
were, at different times, contained in the following documents:
Civil Aviation Act No. 30 of 1964
Civil Aviation Act CAP. 51 law of the Federation of Nigeria, 1990
The civil Aviation Authority Establishment Decree No. 49 of 1999.

CURRENT CIVIL AVIATION LAW IN NIGERIA

Nigerian Civil Aviation Authority is the regulatory body for aviation in Nigeria. It
became autonomous with the passing into law of the Civil Aviation Act-2006 by
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the National Assembly and assent of the President of the Federal Republic of
Nigeria. The Act not only empowers the Authority to regulate Aviation Safety and
to carry out oversight functions of Airports, Airspace, Meteorological Services, etc
as well as economic regulations of the industry.

The Civil Aviation Act 2006, which consolidates earlier enactments and decree,
is the principal/ primary aviation law in Nigeria.
For the purpose of giving effect to the Chicago convention and other related
protocol, the civil Aviation Act, 2006 was enacted by the appropriate house of
parliament of the state of Nigeria.
It empower the appropriate Director General (DG) of NCAA to make the
regulations

Civil Aviation Act 2006

This Act has established the NCAA.

Section 30 of the Act confers on the Director General (D-G) NCAA power to
make the regulations for the purpose of regulating air navigation generally.
Section 31 of the Act specified the functions of the NCAA, these includes;
1. Registration of aircraft in Nigeria.
2. Licensing of aircraft personnel
3. Regulation of maintenance organization
4. Regulation of conditions for the carriage of goods and passengers.
5. Securing the safety, efficiency and regularity of air transport.
6. Issuance of certificate of birth and death occurring on the aircraft.
7. Enforcing the provisions of the Act, and several other functions.

NIGERIAN CIVIL AVIATION REGULATIONS (NCARs)

The civil Aviation Act has conferred the power to make regulations for the control
of air transport to the NCAA, thus this regulations published by the regulatory

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body (NCAA) is the focus in this section of our note. Unlike the Act, which is the
master- empowering document, the NCARs is the document an aircraft
maintenance engineer will use as it contains the regulations and requirement that
relates directly to their regular activities unlike the legislative provisions in the Act.
The regulations enforced today, published by the regulatory body (NCAA) is the;
Nigerian Civil Aviation Regulations-2009 (NCARs-2009). This was tailored
towards the FAA regulation system. The immediate past regulations is the;
Nigerian Civil Aviation Regulations-2006 (NCARs-2006). This was tailored
towards the JAA/EASA system. Presently, the country is in a transition phase, that
is, from the NCARs-2006 to the full implementation of the NCARs-2009.

The Nigerian Civil Aviation Regulations-2009

The current aviation regulations (NCARs-2009) are issued in sets, with each sets
dealing with specific kind of aviation activities or specialty. This harmonized
regulation covers the following parts;

PARTS OF THE NCARs-2009

Part 1 General policies, procedures and definitions.

Part 2 Personnel Licensing

Part 3 Approved Training Organization

Part 4 Aircraft Registration and Marking.

Part 5 Airworthiness

Part 6 Approved Maintenance Organization

Part 7 Instruments and equipment

Part 8 Operations

Part 9 Air Operator Certification

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Part 10 Commercial Air Transport by Foreign Air Operators

Part 11 Aerial work.

Part 12 Aerodrome Regulations

Part 13 Air Navigation Services

Part 14 Carriage of dangerous goods by air.

Part 15 Environmental protection regulations

Part 16 Aviation security

Part 17 Offences

AIRCRAFT DOCUMENTS
Aircraft documents are written according to certain requirements. This
documentation includes all manuals and publications necessary for operation,
follow-up and maintenance of the aircraft. These documents are generated by
different bodies as shown below.
1. Documents Issued by Aircraft Manufacturer
a. Aircraft Maintenance Manual (AMM): Its a technical publication that
describes the aircraft and gives instructions to maintenance personnel in charge
of the servicing and the maintenance of the aircraft.
b. Wiring Diagram Manual (WDM): Its a technical publication that gives an
exploded view of the aircraft wiring diagrams.
c. Illustrated Parts Catalogue (IPC): Its a technical publication that gives the
exploded diagram of each component of an aircraft and its spare part number.
d. Structural Repair Manual (SRM): It is a technical publication used for repair of
aircraft structures.
e. Pilot Operating Handbook (POH): It is used for the pilot general information
intended for operation of the aircraft, in compliance with the regulation in force.

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f. Instruction Manual (IM): Its a technical publication used for training purposes
for maintenance personnel.
g. Service Bulletins (SB)
h. Service Letters (SL)
2. Document Issued by Regulatory Authority
a. Aircraft Log Book: It is also known as Airframe Log Book. The colour is green.
It is used to record number of flight, duration of flight and particulars of all
maintenance work done on the aircraft. It also contains the log book certificate
raised upon completion of inspection of the aircraft.
b. Engine Log Book: The colour is blue. It is similar to the aircraft log book but
records Time-Run Since New (TSN) of the engine. It contains engine log book
certificates raised upon completion of inspection for the engine and propeller
(for fixed pitch propeller).
c. Modification Log Book: The colour is red. It gives a record of any
alteration/modification carried out on the aircraft.
d. Status of Life Limited Parts Form: This is a list of all life limited parts
indicating remaining life of the item.
e. Airworthiness Directives (AD)
f. Certificate of Airworthiness (C of A)
g. Certificate of Registration (C of R)
3. Document Issued by Ministry of Communications
a. Radio Station License: This is a document issued by the ministry of
communication permitting the utilization of a particular radio frequency. Every
aircraft must have a Radio Station License and becomes invalid upon change of
ownership. This license must be revalidated yearly on payment of a fee related
to the aircrafts weight.

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4. Document Issued by Insurance Company
a. Insurance Certificate: This document is issued by an insurance company for a
certain charge and it guarantees compensation in certain cases and has a period
of validity and extent of coverage.
5. Documents Issued by Approved Maintenance Organization (AMO)
a. Aircraft and Engine Log Book Certificates: It indicates details of maintenance
work carried out during the scheduled inspection on aircraft, engine and
components.
b. Aircraft Weight and Balance Report: It gives the fore and aft limits of center of
gravity.
c. Technical Log
d. Acceptable Deferred Defects Card (ADD)
e. Maintenance Statement & Certificate of release to service (MS & CRS)
f. Certificate of fitness for flight
6. Documents to be displayed in the Aircraft at all times:
a. Certificate of Airworthiness (C of A)
b. Certificate of Registration (C of R)
c. Radio station license
7. Documents to be carried in the Aircraft at all times:
a. Technical log
b. Aircraft equipment list
c. Pilots Operating Handbook (POH)
d. Weight and Balance paper
8. Documents to be made available upon request:
a. Aircraft logbook
b. Engine logbook
c. Propeller log book (for variable pitch propeller)

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Making entries in Aircraft Documents
To avoid misinterpretations, entries made into the relevant aircraft document must
be in indelible pencil, ink or typed.
Use words which are as given below:
Clear: Obvious and understandable wording.
Concrete: Specific and definite wording.
Concise: Brief, short and to the point wording.
Examples of good and poor entries:
Poor Entry: pilot L.H. and co-pilot R.H. brake not working
Improved Entry: Pilot L.H. rudder pedal and co-pilot R.H. rudder pedal not
effectives
AIRCRAFT FILE:
Miscellaneous data, information, and licenses are part of the aircraft file. Check
that the following document is up to date and in accordance with current
airworthiness regulations
1. Airworthiness Directives (AD):
It is a technical publication issued by regulatory authority whose contents are
compulsory in nature for compliance, which is for an unsafe condition. It provides
aircraft owners with information of unsafe conditions. They are Federal Aviation
Regulation (FAR) and must be complied with, unless specified exemption is
granted. The ADs specify the aircraft or component found to be unsafe by the
FAA, and the conditions, limitations or inspections, if any under which the aircraft
may continue to be operated.
Airworthiness Directives may be divide into two categories:
a. Those of an emergency nature requiring immediate compliance upon receipt
b. Those of a less urgent nature requiring compliance within a relatively longer
period of time (recurrent or repetitive). For example, an AD may require a
certain inspection every 100 hours.

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The contents of ADs include the aircraft, engine, propeller or appliance model and
serial number affected. Also included are compliance time or period, a description
of the difficulty experienced, and the necessary corrective action. It is the aircraft
owner/operators mandatory responsibility to assure compliance with all pertinent
AD notes.
2. Service Bulletins (SB):
It is a technical publication that passes information from manufacturers to
operators of their aircraft/equipment about non-mandatory modification. The FAA
states that whenever an aircraft or engine manufacturer determines, through service
experience, that his product may be improved by some modification or that the
service life of his product may be extended by some particular maintenance repair,
he may issue a service bulletin. The letter will tell what trouble is and how to
remedy it. Although the service bulletin is technically not mandatory unless
compliance is made mandatory by the FAA Airworthiness Directive; however,
where the service bulletins has a time limit requirement for compliance it
virtually becomes mandatory.
The bulletins may include:-
a. The purpose for issuing the publication
b. Name of the applicable airframe, engine, or component
c. Detailed instruction for service, adjustment, modification inspection and source
of parts, if required.
d. The estimated number of man-hours required to accomplish the job.
Normal SB is published on white paper.
Alert SB is published on a blue coloured paper. It requires urgent attention that
affects safety. It is often picked-up by airworthiness authorities and made
mandatory to the aircraft operators. They document now becomes an AD.

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3. Service Letter: It is a technical publication whose contents are advisory in
nature for compliance. Therefore, the information can be optional to the aircraft
operator.
CERTIFICATION
1. CERTIFICATE OF AIRWORTHINESS (C of A)
This is a document issued by Airworthiness Authority (Regulatory Authority) of
the country where the aircraft was registered, that the aircraft is airworthy and fit to
fly. An aircraft must not fly unless there is a current C of A in force, duly issued or
rendered valid under the law of the country in which the aircraft was registered,
and any conditions subject to which the certificate was issued or rendered valid as
detailed in Civil Aviation Act.
The period of validity of a C of A is as specified on the certificate. They copies of
all manuals in respect of the aircraft have to be submitted to the Authority at the
time for application for initial C of A.
The certificate of airworthiness shall specify:
Category of Aircraft
(1) Transport category (passenger)
(2) Transport category (cargo)
(3) Aerial work
(4) General purpose
Performance group of aircraft
(1) Turbo Jet engine
(2) Turbo Prop engine
(3) Piston engine
Date to which the certificate is valid
Name of the operator
Nationality and registration marks of aircraft

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 2. VALIDATION CERTIFICATE
Certificate of validation are confined to certificate of airworthiness in respect of
aircraft manufactured elsewhere but registered in Nigeria. Such aircraft constructed
abroad and hold a certificate of airworthiness of the country of its origin may have
such certificate made valid in this country provided that it complies with certain
conditions laid down by the NCAA.
(1) All relevant maintenance and inspection records must be available
(2) The aircraft must be weighed
(3) The aircraft must be test flown to schedule approved by the NCAA
(4) Copies of all relevant manuals must be provided
When the Nigerian Civil Aviation Authority is satisfied with the conditions of the
aircraft, a validation certificate is issued. The granting of this certificate does not
necessarily mean that the aircraft complies with the requirements necessary for the
issuance of a Nigerian Certificate but allows the aircraft to operate as if it holds a
Nigerian C of A, but limited and conditions may have to be imposed.
Factors that invalidate a C of A
(1) When the C of A has expired.
(2) When the aircraft is not maintained in accordance with approved
maintenance schedule or maintenance is carried out by unauthorized person.
(3) Failure to incorporate mandatory inspection/modification which has been
approved by Regulatory Authority.
(4) Wrong or incorrect entries made in Technical log.
(5) If an aircraft or its equipment is overhauled, repaired or modified in a manner
or with materials not approved by Regulatory Authority.
3. CERTIFICATE OF REGISTRATION (C of R)
The legal requirements in respect of aircraft registration are set out in part 4 of the
NCARS 2009. Application for aircraft registration in Nigeria must be made to the
NCAA who will, subject to acceptance of the application, issue a certificate of

22
registration. The application may be refused by NCAA if it appears that the aircraft
might may more suitable registered in another country.
The certificate remains valid until there is change of ownership of the aircraft, or
until the aircraft is destroyed or permanently withdrawn from service.
4. APPROVED ORGANIZATION
These are organizations, which satisfy the requirements of Airworthiness Authority
in respect of design, manufacture, overhaul, repair and modification of aircraft and
their component parts. The general requirements for granting approval will be the
maintenance of a satisfactory quality control through an efficient inspection
department must be provided with the necessary facilities and will be under the
complete control of a chief executive acceptable to the airworthiness authority. The
airworthiness authority issues a hand-book containing the list of all approved
organizations, indicating the work for which they are approved.
The certificate of approval issued to the organization has a serial number which
must appear on the approved certificate issued to the organization. The serial
number is in three parts e.g. AI/9084/87
(i) The letter A.I standing for APPROVED INSPECTION.
(ii) The second part: A number that changes with each organization.
(iii) The third part: A two digit number being the last two digits of the year
approval was granted.
5. APPROVED MAINTENANCE ORGANIZATION (AMO):
It is an organization approved by the Airworthiness Authority to perform
specific aircraft maintenance activities which may include inspection, overhaul,
maintenance, repair and/or modification and release to service of aircraft or
aeronautical products.

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MAINTENANCE RECORDS
1. MAINTENANCE STATEMENT AND CERTIFICATE OF RELEASE
TO SERVICE (MS & CRS)
It was formerly known as Certificate of Maintenance Review (CMR). It is
certification of maintenance in accordance with the NCARs-part 5 issued
following a complete renew of all maintenance documentation to certify that, on a
particular date all the appropriate maintenance on a particular aircraft has been
completed. It is required for all public transport and aerial work aircraft. To show
that the aircraft so maintained an MS and CRS must be issued as required by the
approved maintenance schedule such a certificate must be signed by the
appropriately licensed aircraft engineer of the categories stated in the approved
maintenance schedule or in special circumstances by persons approved by the
airworthiness authority or as stated below:
Type rated licensed engineer with Inspection Authorization (IA)
An AMO (Appropriately authorized certifying staff)
An AOC (Appropriately authorized certifying staff)
MS & CRS must be issued in duplicate, one copy in the tech log which is carried
on board the aircraft and the other copy preserved by the operator in the aircraft
file. The MS & CRS shall be preserved for at least two years after expiration.
2. CERTIFICATE OF RELEASE TO SERVICE (CRS)
It was formerly known as certificate of compliance (C of C). It is certification of
maintenance in accordance with the NCARs-part 5. It is issued by appropriately
authorized certifying staff or by a type rated Aircraft Maintenance Engineer if
he/she satisfies such maintenance as overhaul, repair, replacement, modification or
mandatory inspection is carried out on any civil aircraft in accordance with
approved maintenance schedule. The certificate must be signed by an appropriately
type rated licensed aircraft engineer or by authorized member of an approved
organization.

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 3. CERTIFICATE OF FITNESS FOR FLIGHT
It is a special flight permit which is issued either under A Condition or B
Condition.
A Condition: If the validity of a C of A of an aircraft has expired, it may fly
under this A condition for renewal of the C of A or for weighing the aircraft.
B Condition: An unregistered aircraft may fly under B condition which is a
period before registration or for the purpose of testing the aircraft.
It is signed by a certified licensed Aircraft Maintenance Engineer of the
appropriate categories and its validity shall not exceed 7days.
4. DUPLICATE INSPECTION
It is an inspection carried out whenever aircraft flight controls or engine controls or
vital points of an aircraft have been disturbed. Flight controls such trim tabs,
altimeter, etc. Engine controls such as RPM, FCU, etc.
It is first made and certified by one qualified person, and subsequently made
certified by a second qualified person.
a. In the case of flying controls, appropriately licensed A and/or B aircraft
engineers or authorized members of an appropriately approved organization.
b. In the case of an Engine Control, appropriately licensed C, B, and or D aircraft
engineers or authorized members of an appropriately organization.
If a minor adjustment only is made to the flying or Engine Control System, and the
aircraft is away from base, then appropriately licensed pilot or flight engineer is
permitted to do the second part of the inspection.
5. TECHNICAL LOG:
Is a form carried on board the aircraft which is prepared by an approved
organization and consist of two sections; the flight report and the maintenance
report. The person in command of the flight makes entry into the technical log at
the end of the flight. The technical log is in duplicate, one copy carried on board
the aircraft, the other being retained by the operator. Entries in the technical log
should be transferred to the aircraft log-book as soon as possible but not more than
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seven (7) days after the expiration of the MS & CRS in-force at the time of
occurrence. This is a form carried on board the aircraft. It has two sections; the first
is called maintenance report section which records maintenance actions carried out
on the aircraft. The second is the flight report section which records the remarks by
the commander of the flight.
6. APPROVED MAINTENANCE SCHEDULE:
Approved maintenance schedule is compiled by the operator and submitted in
duplicate to the airworthiness authority for approval. In compiling the schedule, the
operator will give consideration to the recommendations of the manufacturer of the
aircraft. The facilities the operator himself has and his duties for which the aircraft
is to be used. When the schedule is approved, one copy will be retained by the
Airworthiness Authority as a master copy, the other being returned to the operator
with a letter of approval, which will quote the identifying particulars of the
relevant schedule. Once the schedule is approved, the operator can produce as
many copies as he wishes, but each copy must contain a copy of the approved
letter by the Airworthiness Authority.
The schedule will normally be based upon series of checking and inspections
which must be carried out at the stipulated flying hour periods.
7. ACCEPTABLE DEFFERED DEFECTS (ADD)
It is known as carried forward snags. It contains list of snags or defects for
unavoidable reasons and taking safety into consideration, they are carried forward
to a later schedule inspection. The ADD is usually snags that are picked from the
technical log.
Is a document known carried forward snags, which contains lists of snags that
could be carried forward to a later scheduled inspection. The ADD is usually snags
that are picked from the technical log.

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AIRCRAFT REGISTRATION AND MARKINGS
NCARs-part 4 set forth the requirements for the registration of aircraft in Nigeria,
and the regulations that govern the application of nationality and registration
marks.
Nigerian registered civil aircraft shall display nationality and registration marks.
The letter or letters used to identify the aircraft nationality as of Nigeria shall
conform to the requirements outlined in Annex 7 to the Convention on
International Civil Aviation. This is to be followed by a series of numbers or letters
assigned by the Regulatory Authority. Permanent marking of aircraft nationality
and registration shall;
(1) Be painted on the aircraft
(2) Have no ornamentation
(3) Contrast in colour with the background
(4) Be legible
(5) Be kept clean and visible at all times
Each owner shall display on that aircraft marks consisting of the Roman capital
letter "N" preceded by the number five (5), followed by the registration mark of the
aircraft in Arabic numerals, Roman capital letters, or a combination thereof,
assigned by the Regulatory Authority upon registration of the aircraft. E.g 5N -
CBG
General applicability
(a) NCARs-part 4 prescribes the requirements for registration and marking of Civil
Aircraft in line with the provisions of the Civil Aviation Act-2006.
(b) Regulatory requirement in NCARs-part 4 do not apply to:
Meteorological pilot balloons used exclusively for meteorological purposes
To unmanned free balloons without a payload
Nigerian military aircraft

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Aircraft registration requirements
No person may operate a civil aircraft that is eligible for registration under the laws
of Nigeria unless it has been registered by its owner or operator under the
provisions of the laws of Nigeria and the Regulatory Authority has issued a
Certificate of Registration (C of R) for that aircraft which shall be carried aboard
that aircraft for all operations.
Position of registration marks on aircraft
For a fixed-wing aircraft it shall display the marks as follows:
(i) On the left wing (port): It is located at the lower surface of the wing.
(ii) On the right wing (star board): It is located at the upper surface of the wing.
(iii) On both sides of fuselage and/or vertical tail surfaces.
(iv) The mark shall be located equidistant from the leading edge to the trailing
edge of the wings.
(v) The tops of the letters and numbers shall be towards the leading edge of the
wing.
An aircraft is eligible for registration if it is:
(1) Owned by;
(i) A citizen of Nigeria,
(ii) An individual citizen of another state who is lawfully admitted for permanent
residence in Nigeria,
(iii) A corporation lawfully organized and doing business under the laws of Nigeria
and the aircraft is based and primarily used in Nigeria,
(iv) A government entity of Nigeria or political sub-division thereof.
(v) A foreign person who has leased the aircraft to one of the persons described in
paragraphs (i) to (iv) above, provided that:
(a) The aircraft may remain on the Nigerian registry only for as long as the lease
remains in effect; and
(b) The certificate of registration includes the names and addresses of the lease
and, if different, the operator of the aircraft; and
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(2) Not registered under the laws of any other State except Nigeria
(3) The aircraft is not more than 22 years old, unless the aircraft is used
exclusively for general aviation purposes.
SIZE REQUIREMENTS OF MARKS ON HEAVIER - THAN - AIR
AIRCRAFT:
Height: The character marks shall be at least;
(i) 50cm high on the wings i.e. Height (H) = 50 cm on the wings
(ii) 30cm high if on the fuselage and vertical tail surfaces i.e. Height (H) = 30 cm
on fuselage and vertical tail surfaces
Width: Characters shall be two-thirds as wide as they are high, except the number
"1" and the letter I which shall be one-sixth as wide as it is high.
Width (W) = 2/3 of H except 1 and I which is 1/6 of H
Thickness: Characters shall be formed by solid lines one-sixth as thick as the
character is high. Thickness (T) = 1/6 of H
Spacing: The space between each character may not be less than one-fourth of a
character width. Spacing (S) = 1/4 of W
Basic technical requirements for the issuance of C of R
a. Adequate workshop facilities
b. Adequate storage and technical record system
c. Adequate and qualified staffs
Provision of an approved maintenance schedule
Removal of marks during sale of aircraft
When an aircraft that is registered in Nigeria is sold, the holder of the certificate of
registration shall remove before its delivery to the purchaser, all nationality and
registration marks of Nigeria, unless the purchaser is a citizen or other legal entity
as prescribed.
Identification plate requirement
The owner shall affix to each aircraft registered under the laws of Nigeria an
identification plate-
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(1) Containing the aircraft type, model, and serial number; and
(2) Made of fireproof metal or other fireproof material of suitable physical
properties; and
(3) Secured to the aircraft in a prominent position, near the main entrance.
APPROVED STORES
QUARANTINE STORES
It holds parts and materials which until they are proven to conform to
specifications.
All newly received materials or parts must be placed in a quarantine store until
such time as it can be ascertained that the goods conform to specification, and that
they bear evidence of prior inspection, identification, and are free from damage in
transit. When it has been established that the material or parts conform they are
batched. This enables their identity to be traced back to the incoming Approved
Certificate.
A Goods Received record has to be kept in the quarantine store, and when each
consignment of goods is cleared it is given, either a code number, a goods received
number or a batch number. In each case, the number should appear in the record
book in numerical sequence, and beside it must be written:
(a) The authorized release certificate number
(b) The date of receipt
(c) The name of the dispatching firm
(d) Details of materials and parts
(e) All other relevant information and signature of the person compiling the record.
When various items on the Authorized release Certificate are similar, e.g. sheet
metal of different gauges, then each item should be given a separate batch number.
The batch number of large items should be applied to the actual parts, but with
small items for example: fuses, nuts and bolts, etc the batch number may be
applied to the container.

30
When the authorized release certificate and any endorsements on it has been
checked and accepted it:
(a) Is filed together with all relevant documents
(b) Is retained for a period of five years
(c) Must not be destroyed during the period the materials or parts are held in stock
In the case of major assemblies and components, the documents must not be
destroyed without the approval of the Authority.
If a colour code identification scheme is used, then the appropriate colour code
should be applied before transfer to the bonded stores will take place.
Quarantine stores must be kept separate from bonded stores. No parts or materials
should reach or be issued to the bonded store until released by the quarantine store
inspection department.
BONDED STORE
It holds parts and materials which have been proven to conform to specifications
and/or drawings.
The bonded store should contain only the aeronautical materials and parts which
have been identified and proved to conform to the specifications and/or drawings.
This store must not under any circumstances contain any commercial parts or
materials.
New parts coming into the Bonded Stores may be manufactured to a later drawing
than those already held in stock in most organizations, it is a function of the design
office, usually through their planning department to inform users as to the:
(a) Modification
(b) Disposal
(c) Conditions of issues
In most organizations, materials may be drawn from stores under the authority of a
requisition form that forms part of a History Record Card irrespective of the
system used it is essential that, where necessary, the batch number should be

31
recorded by the store-keeper through the batching system or appropriate
documents, to the incoming Approved Certificate.
The actual material or parts bearing the identification marks must always be kept
until last, e.g. sheets, bars sections, etc.
APPROVED CERTIFICATE
It is a certificate issued under Airworthiness Division of NCAA to cover the
release of materials or parts that conform to specifications or drawings of an
approved organization.
BOGUS PARTS
These parts have no evidence of prove that they are airworthy for use on aircrafts
though they appear almost identical to genuine spare parts.
Attention is drawn to Airworthiness Notice which gives guidance on the
acceptance of aeronautical parts from other than NCAA approved sources. The
airworthiness notice draws attention to the problem of bogus parts, which may
appear almost identical to genuine spares.

FILLING SYSTEM OF AN APPROVED STORE

The filling system of an approved store of an organization must be retained for a
minimum of five (5) after all transactions have been completed.
AIRCRAFT MODIFICATION
Modifications are changes made to the original design of the aircraft or its
components, subsequent to the aircraft being accepted as type. The modification
must therefore be approved before it can be incorporated.
MANDATORY MODIFICATIONS
Is a term given to a modification which on the authority of NCAA must be carried
out to ensure continued airworthiness of an aircraft. The Airworthiness Authority
requires such modification to be carried out within a specified time. If this
requirement is not met, the C of A will become invalid and will again become
valid until modification has been incorporated. Initially, information on such
32
modifications will be distributed through manufacturers technical news sheets etc.
which will carry a statement that the modification is mandatory. In some extreme
cases, an airworthiness notice may also be issued.
In addition the Airworthiness Authority maintains a list of mandatory modification
and inspections and aircraft owners (mandatory modification and inspections
summary).
MAJOR MODIFICATION
Major modification is the one, which in the opinion of the Airworthiness
Authority, may adversely affect the safety in flight and/or the structural strength of
the aircraft, and therefore must be investigated before approval can be granted.
Application for approval is made on a prescribed form, giving principal details of
the modification, relevant drawings and an initial fee. If approval is granted, the
airworthiness division will issue an Airworthiness Approval.
Airworthiness Approve Note (AAN): It authorized the embodiment of major
modification.

MINOR MODIFICATION
This is one which in the opinion of the Airworthiness Authority does not affect the
safety in flight and/or the structural strength of the aircraft and therefore does not
require any investigation before approval would be granted.
Application for approval will be made on a prescribed form, giving principal
details of the modification and attaching any relevant drawings. No fee is required
and an Airworthiness Division Surveyor signing the application form and returning
it to the applicant will indicate approval. The serial number of the form will be
quoted on the relevant certificate of release to service and there after retained by
the operator.

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