2.16.1 General
Only products in accordance with chapter 1.9 “Scope of work” can be released to
service. All necessary facilities, equipment, tooling, material, approved technical data
and certifying staff must be available at that time.

The Certificate of Release to Service may only be signed by certifying staff that is included in List of certifying staff if it is ensured that all maintenance has been completed in accordance with approved standards.

NOTE: a process of release of aircraft not covered by Basic Regulation is defined and
controlled by Quality Department and brought(1) to Certifying Staff attention trough
Information Bulletin.

The Aircraft Certificate of Release to Service (CRS) in an ATL shall contain the statement:
“Certifies that the work specified, except as otherwise specified, was carried out in
accordance with PART-145 and in respect to that work, the aircraft / aircraft component
is considered ready for release to service.”

The Aircraft Aircraft Certificate of Release to Service (CRS) Form 2.16.1 contains the statement:
“Certifies that the work specified, except as otherwise specified, was carried out in
accordance with PART-145 and in respect to that work, the aircraft / aircraft component
is considered ready for release to service.”.

NOTE: Aircraft CRS Form 2.16.1 is issued for EU registered aircraft only. The Component CRS EASA Form 1, Form 2.16 contains the statement: “Certifies that unless otherwise specified(2) in block 12, the work identified in block 11 and described in block 12, was accomplished in accordance with Part–145 and in respect to that work the items are considered ready for release to service.” Certificate of Release to Service must contain following minimum information

1) date of completion of the released maintenance, and;
2) location where the certificate release to service is issued, and;
3) approval number of the S 7 ENGINEERING, and;
4) Certifying Staff Surname of the certifying staff issuing the certificate release to
service, and,
5) Certifying Staff individual authorisation number of the certificate release to service
issuing such a certificate, and;
6) Certifying Staff signature of the certifying staff issuing such a certificate release to
service, and;
7) limitations to airworthiness or operations, if any.


2.16.2 Aircraft maintenance release to service (A1 rating)
S 7 ENGINEERING uses the following procedure for issuing certificates after line and base aircraft maintenance and all type component maintenance. This procedure is based on:

1) Issue Aircraft Certificate Release to Service (CRS) after line maintenance including all maintenance tasks, additional works etc. in accordance with operator work order;
2) Issue Aircraft Certificate Release to Service (CRS) after base maintenance including all maintenance tasks , additional works etc. accordance with operator work order;
3) Issue Aircraft Certificate of Release to Service (CRS) in case of defect rectification;
4) Issue Aircraft Certificate of Release to Service (CRS) in case of defect rectification out of Line or Base Maintenance performance;
5) Issue Aircraft Certificate of Release to Service (CRS) to summarise the multiple maintenance;

S 7 ENGINEERING uses following documents for issue CRS after any maintenance:

1) Base Maintenance CRS in the Aircraft CRS Form 2.16.1 blocks 17-22 and Aircraft Technical Log (ATL). Copy of page of the ATL where the aircraft base maintenance CRS issued must be registered in the corresponding WPSS Form 2.13.1(b) and inserted into corresponding work package;

2) Line Maintenance CRS in the Aircraft Technical Log (ATL). Copy of page of the ATL where the aircraft line maintenance CRS issued must be registered in the corresponding WPSS Form 2.13.1(a) and inserted into corresponding work
package;
Aircraft CRS must not be issued in the case of any non-compliance known to S 7 ENGINEERING which could hazard flight safety. It typically includes, but not limited to deviation from requirements of AD, out of limit significant cracking, deformation, corrosion or failure of primary structure, any evidence of burning, electrical arcing, and significant hydraulic fluid or fuel leakage and any emergency system or total system failure. Moreover the certifying staff has to be sure that:

1) no ATL open items;
2) deadline of deferred items is not out of limit and DIOL is on board;
3) after completion of the maintenance the aircraft or component is clear of all tools, equipment, MOE 2.6;
4) after completion of the maintenance the aircraft or component is clear of all any extraneous parts or material – all close up work performed;
5) after completion of the maintenance the all access panels removed have been
refitted – performed through check of work package at the line maintenance environment or performed through maintenance management computer system at the at maintenance environment.
6) CRS signed in the ATL.

Aircraft CRS shall be issued by certifying staff of the following categories:

1) Category “A1” at the Line Maintenance when no base maintenance has been performed and all works have been personally performed. Personally performed means that Line Maintenance Work Package (e.g. WPSS and all associated documentation or separate page(s) of aircraft technical log and all associated documentation) does not contain any maintenance records filled up by another person. For the purposes of category “A1” Line Maintenance means any minor scheduled inspection/check up to and including a weekly check specified in the aircraft maintenance program, or;

3) Category “B2” at the Line Maintenance when the maintenance performed on
avionic and electrical systems, and/or electrical and avionics tasks within
powerplant and mechanical systems, requiring only simple tests to prove their
serviceability, or;
4) Category “C” at the Base Maintenance;

2.16.2.1 Issue of Aircraft Certificate of Release to Service after Base Maintenance
Certifying staff for this procedure is holder of “C” category.
All base maintenance checks (A-checks and higher) have to be entered into WPSS by
PPCD staff based on Operator work order. WPSS Form 2.13.1(b) contains the
reference to list (“Work scope” block) of all maintenance tasks and additional work(s)
according to operator work order(s). Aircraft CRS Form 2.16.1 is issued by PPCD staff.
Registered number of the each Aircraft CRS Form 2.16.1 must be unique; this may
include alpha/numeric characters. It is established by the numbering system/procedure of the PPCD After completion of Base Maintenance a certifying staff with “C” category should fill up the “Certificate of maintenance” block of the Form 2.13.1(b), Aircraft CRS blocks 18 to 22 (for EU registered aircraft) of the Form 2.16.1 and Aircraft CRS in the ATL.

QC Inspector should check whole work package for correct filling out and completeness. After the check he must put his name and signature into the “Maintenance documentation is filled out according to MOE” block of the corresponding WPSS Form 2.13.1(b).


2.16.2.2 Issue of Aircraft Certificate of Release to Service after Line Maintenance
Certifying staff for this procedure is holder of category “A1” or “B1.1” or “B2”.
All Line Maintenance checks / tasks (any checks up to and not including A-checks) and
additional work(s) are to be entered into WPSS Form 2.13.1(a) by PPCD staff based on
Operator work order.
After completion of Line Maintenance certifying staff with category “A1” or category
“B1.1” or “B2” (limited to EASA Part-66, 66.A.20(a)3(i)) should fill up the “Certificate of
maintenance” block of the Form 2.13.1(a) and Aircraft CRS in the ATL.

Category “A1” certifying staff is able to issue Aircraft CRS in case of Line Maintenance has been personally performed and all additional works were in the of permissible list of tasks (reference to chapter 3.4.1.3 of this MOE). Personally performed means that Line Maintenance Work Package (WPSS and all associated documentation) does not contain any maintenance records filled up by another person.

NOTE: In case of additional work(s) on the avionic or electrical system carried out under responsibility of “B2” category the final Aircraft CRS after completion of Line
Maintenance must be sign off by certifying staff “B1.1” category. particular

Any aircraft defect that hazards seriously the flight safety shall be rectified before CRS issue.
Any aircraft defect shall be rectified within any limits specified in the maintenance data or in the MEL/CDL.
Only the authorized certifying staff categories «A1», «B1.1» and «B2» can decide, using corresponding maintenance data (MOE 2.8), whether an aircraft defect hazards seriously the flight safety and therefore decide which rectification action shall be taken before CRS issue and which defect rectification can be deferred.
Only the authorized certifying staff categories «A1», «B1.1» and «B2» can decide, using corresponding MEL/CDL, which defect rectification can be deferred and therefore decide which maintenance actions shall be taken before CRS issue.
NOTE: “A1” category can make the decision only regarding defects that are under «A1»

Where a defect has been discovered and before commencing of the rectification process, an assessment / troubleshooting (defect conformation, inspection, test, measurement and etc.) by S 7 ENGINEERING staff is necessary in order to determine the required actions. Each stage of an assessment / troubleshooting must be recorded.
For this, the following should be identified by S 7 ENGINEERING authorized staff personnel:
- Whether the defect is covered by an approved maintenance data;
- Whether the defect is within the tolerances of the approved maintenance data;
- Whether the defect must be deferred in accordance with corresponding maintenance data or operator’s MEL.
Also all revealed defects must be assessed by S 7 ENGINEERING staff IAW Russian investigation regulations (AAII-98) and AMC 20-8. Defects that are contributing to incidents must be reported to Quality Control and Quality Assurance Department for

L2.3.3 Defects covered by approved maintenance data
Defects that are rectified during maintenance are recorded by maintenance staff in ATL
or WO.
If the necessary procedures for defect rectification are already included in the
maintenance instructions, corrective actions will be performed without consultation of
trouble shooting and/or engineering specialists.
Defects rectification or troubles which cannot be localized immediately are referred to a
troubleshooting specialists and/or engineering department specialists. The trouble
shooting and/or engineering department specialists use selected procedures to localize and correct the troubles. WO must be used and entered into WPSS.
All performed stages (e.g. inspection, testing, troubleshooting, disassembly, reassembly, measurement, adjustment and preparation of specific defect rectification conditions) of defect rectification must be recorded.
Defect rectification actions must be recorded together with information of the
maintenance data used, including its revision status (date and number if exist).
If the defect cannot be rectified due to any reason (e.g. lack of spares), then a deferred
defect approval process is initiated in accordance with S 7 ENGINEERING policy and
procedure described in paragraph L2.3.5 below.

L2.3.4 Defect not covered by approved maintenance data
These are generally major structural and corrosion defects. Refer to the chapter 2.9
(Repair procedure) of this MOE.
In any cases all defect rectification that not covered by approved maintenance data
must be referred to the corresponding TC/STC holder or manufacturer of component.
MOE 2.27 procedure and Request for information Form 2.27 is used by maintenance
staff for initiate of this procedure. Further defect rectification is performed IAW
maintenance instruction received from TC/STC holder or manufacturer of component.
Received maintenance instruction can be used directly by authorized maintenance staff or can be used by ED for additional job card issue.
Additional maintenance instruction must be attached to the corresponding WPSS.


L2.3.5 Deferred defect approval process
Defects which cannot be corrected / repaired immediately may be deferred to a later
ground time. Defect rectification may be deferrer only within any limits specified in the
maintenance data or in the MEL/CDL.
Maintenance data or MEL/CDL provides the basis for establishing which defect may be
deferred and which maintenance actions shall be taken. Deferred defect and interrelated maintenance actions including specific conditions or limitations (if exist)
must be recorded in the ATL.
Pilot/flight crew must be notified about all deferred defects before further flight.
Before postponing of defects, corresponding authorized staff for defect rectification have to:
- Carry out troubleshooting to determine at least which system, indication or component is faulty;

- Check MEL/CDL and other technical documentation concerning possibility for dispatch of the aircraft and make entry in technical documentation in use (TLB, CLB, WO) with corresponding reference number;
- Analyse the defect influence over the aircraft's operation or passengers comfort and
determine if information is important for crew or not;
- enter specific record into the ATL that must stay which defect was deferred, which
actions were taken and which limits are existing.
PPCD have to transfer all deferred defects on to worksheets at the next appropriate
maintenance check. Deferred defect which was planned for rectification but is not
rectified during the maintenance check have to be:
- again deferred as it stated in the MOE 2.13 page 1. List of non-completed work(s)
Form 2.13.1.1 is issued by maintenance staff;
- again planned at the next appropriate maintenance check. The original date of the
defect should be retained.