AUDIT SUMMARY REPORT OF THE DEPARTMENT OF CIVIL AVIATION MAURITIUS

Transcription

1 ICAO Universal Safety Oversight Audit Programme AUDIT SUMMARY REPORT OF THE DEPARTMENT OF CIVIL AVIATION OF MAURITIUS (Port Louis, 22 to 29 September 2000) INTERNATIONAL CIVIL AVIATION ORGANIZATION

2 ICAO UNIVERSAL SAFETY OVERSIGHT AUDIT PROGRAMME Audit Summary Report on the Safety Oversight Audit Mission to Mauritius (Port Louis, 22 to 29 September 2000) 1. BACKGROUND The Department of Civil Aviation (DCA) of Mauritius was initially assessed under the voluntary ICAO Safety Oversight Assessment Programme in 1996 with a follow-up assessment in 1998 by an ICAO assessment team. This audit was carried out from 22 to 29 September 2000 pursuant to Assembly Resolution A32-11 and in accordance with the updated Memorandum of Understanding (MOU) agreed on 25 August 2000 between Mauritius and ICAO. The objectives of this audit were twofold. Primarily, its objective was to fulfill the mandate given to ICAO pursuant to the above-mentioned Assembly Resolution. Secondly, the audit was conducted with the objective of ascertaining the progress made in the implementation of the recommendations forwarded during the voluntary assessment conducted in 1998 and to re-ascertain the safety oversight capability of the DCA of Mauritius. The audit also aimed to ensure that Mauritius is in conformity with ICAO Standards and Recommended Practices (SARPs), as contained in Annexes 1, 6 and 8 to the Chicago Convention, associated guidance material and good aeronautical practices On 22 December 2000, Mauritius submitted an action plan addressing all the findings and recommendations contained in the audit interim report and also containing comments and clarifications of some of the items contained in the audit interim report. In addition, Mauritius provided clarifications to its action plan on 16 February 2001 and an update on the implementation of its action plan on 30 May The action plan and clarifications submitted were reviewed by the Safety Oversight Audit (SOA) Section and were found to be satisfactory. The comments and clarifications provided were, as appropriate, taken into consideration in the preparation of this report. 2. CIVIL AVIATION ACTIVITIES IN MAURITIUS At the time of the audit, the civil aviation activities in Mauritius included: a) number of technical staff employed by the organization at Headquarters 4 b) number of active pilot licences 282 c) number of active licences other than flight crew licences 87 d) number of commercial air transport operators 2 e) number of air operator certificates (AOCs) issued 2 f) number of aircraft registered in Mauritius 23 g) number of Certificates of Airworthiness (C of A) issued 23

3 - 2 - h) number of approved maintenance organizations (AMOs) 16 i) number of aircraft airworthiness inspectors 2 3. SUMMARY OF FINDINGS 3.1 General statement The ICAO assessment of 1996 contained recommendations related to the outdated status of the Civil Aviation Regulations of Mauritius (CARM). Major issues identified were the inadequate level of staffing and lack of training and procedural guidance material for technical personnel. In the ICAO follow-up mission of 1998, most of the same recommendations were once again forwarded. This audit also revealed that, except for a draft of proposed amended regulations which is in development, no significant progress has been made in these crucial areas. The CARM and the Civil Airworthiness Requirements have not been recently amended and do not conform in many respects to SARPs found in Annexes 1, 6 and 8. In addition, no recent notification has been made to ICAO of the differences between the Annexes and the CARM The DCA has insufficient staff and is unable to attract and retain qualified technical personnel. The DCA has not established a formal training policy or initial and recurrent training programmes for its technical staff, and the current level of training is inadequate for inspectors in the areas of personnel licensing, airworthiness, flight operations, cabin safety and dangerous goods. Technical staff are not provided with required guidance material such as policies, procedures, manuals, handbooks and checklists to assist them in the performance of their duties. Copies of ICAO Annexes, located in various sections of the DCA, do not always contain the most recent amendments. The DCA does not issue credentials for its inspectorate staff in order to facilitate the right of access and inspection to all the facilities of operators and airports. Mauritius ratified Article 83 bis to the Convention on International Civil Aviation on 6 August 1990, however, the legislation has not yet been amended to allow for its implementation The DCA does not issue licences directly, instead it issues licences on the basis of licences issued by other contracting States. However, it has not established requirements and procedures for the validation and issuance of licences on the basis of foreign licences. The Licensing Officer has not received the training required to perform the functions and responsibilities of the position. The DCA has no procedures to follow when appointing designated medical examiners and there is no system for the supervision and control of medical examiners. In addition, there are no procedures for control of flight and practical test delivery or for the appointment of designated examiners. There is no method for verifying the quality of training received at foreign training centres. No established procedures, including examinations, exist for the validation of foreign licences and ratings The DCA has not established an effective system for aircraft operations certification and supervision. The DCA lacks a full-time staff position of Flight Operations Inspector as well as a technically competent and experienced inspectorate nucleus. Because the CARM relating to flight operations have not been amended, many areas concerning aviation safety are not addressed. The CARM is not in conformance with ICAO Standards in that they do not require certain items to be reviewed and approved by the DCA prior to the issuance of an AOC, and do not require an air operator to have an accident prevention and flight safety programme. There is no requirement that amendments to an Operations Manual be reviewed before inclusion, and the contents of the manual are not in conformance with ICAO Standards. The DCA has not addressed

4 - 3 - the issue of safe air transport of dangerous goods, as there are no trained personnel assigned to perform dangerous goods inspections, and there is no requirement that air operators dangerous goods training programmes be reviewed and approved. The AOC issued by Mauritius does not conform to ICAO requirements and the additional conditions and limitations under which the aircraft on the AOC are to be operated are not specified The DCA conducts frequent inspections to the only public air transport operator in the State. The surveillance inspections of Mauritius registered aircraft operating abroad are performed annually during airworthiness certificate renewals. Inspections of AMOs based outside Mauritius are performed once every two years as part of approval renewals. However, the DCA does not have a surveillance programme for either the local or the foreign-based aircraft and AMOs. Guidance material and checklists used for these inspections are not fully developed and have not been approved by the Director. Operating regulations for airworthiness supervision and control are not up-to-date and do not conform to ICAO standards. There are no formal procedures, guidance and checklists for the technical staff. Essential documents from manufacturers, State of Design, and ICAO, as well as aircraft files, are not maintained in a system that could assure timely receipt, amendment, distribution and ease of retrieval of aircraft records. Procedures for the validation of type certificates have not been developed. The Airworthiness Section does not have adequate inspection and support staff. 3.2 Primary aviation legislation and civil aviation regulations in Mauritius Abstract of findings The primary aviation legislation in Mauritius, the Civil Aviation Act (the Act ), was promulgated in 1974 but did not come into effect until October The Act stipulates that a licence is required to operate an aircraft, an air transport service, an aerodrome or a flying school. However, the Act does not contain provisions for the establishment and regulation of a civil aviation organization or the appointment of a Chief Executive Officer/Director. The Act empowers the Minister responsible for Civil Aviation to issue regulations and submit them to the Legislative Assembly for approval. It does not provide for the Director of the DCA, by delegation or otherwise, to amend regulations or issue specific subsidiary regulations. In addition, the maximum financial penalty provided for under the Act is not adequate to serve as a deterrent for violations The DCA does not issue credentials for its inspectorate staff in order to facilitate the right of access and inspection to all the facilities of operators and airports Mauritius ratified Article 83 bis to the Convention on International Civil Aviation on 6 August 1990 and the DCA recently signed an agreement transferring its oversight responsibilities to another State. However, the Act has not been amended in order to enable the DCA to implement the provisions of Article 83 bis The Minister responsible for civil aviation approved, on 13 June 1986, the Civil Aviation Regulations of Mauritius (CARM) which address registration of aircraft, air operator certificates (AOCs), aircraft crew and licensing, operation of aircraft and aircraft accident investigation. The Civil Airworthiness Requirements have been issued by the Director of the DCA, on the basis of Regulation 107, but in contravention of Section 12 of the Act Delegation of Powers. With the exception of one amendment in 1994 to the CARM, neither the CARM nor the Civil Airworthiness Requirements have been updated since

5 - 4 - their issuance. As a result, the Mauritius aviation regulations and requirements do not conform with all the SARPs contained in Annexes 1, 6 and Corrective action proposed/implemented by Mauritius With respect to the recommendation that the Civil Aviation Act be amended to make provision for the establishment of a civil aviation organization, the appointment of a Chief Executive Officer, and the delegation of the necessary authority to develop and promulgate air navigation regulations, the DCA indicated that the draft of a new Civil Aviation Act is presently being reviewed and will take all of these matters into account. The review will be completed by December 2001 and the new Act is expected to be enacted by Government by June The DCA indicated that the Government is presently reviewing draft revised Civil Aviation Regulations which will incorporate all SARPs of Annexes 1, 6 and 8. The review will be completed by December 2001 and approval by the Minister is expected by June The Civil Airworthiness Requirements and other guidance material on licensing, operations and airworthiness matters will be issued under the authority of the DCA by December 2001, once the DCA has the appropriate authority to issue operating regulations and guidance material as contemplated under the revised Act The DCA will develop and issue appropriate credentials to the inspectorate staff of the DCA by December 2000 to ensure that inspectors have appropriate rights of access and inspection A procedure for incorporating amendments to SARPs will be developed and implemented, and differences will be listed and notified to ICAO by December Significant differences will also be published in the Mauritian AIP With respect to Article 83 bis of the Chicago Convention, the DCA indicated that the revised Civil Aviation Act will include provisions enabling the Director of Civil Aviation to implement Article 83 bis and will ensure recognition of the validity of certificates and licences issued or validated by the State of the Operator By letter dated 30 May 2001, the DCA advised that the Minister responsible for civil aviation has contacted a legal adviser from the UKCAA who is a specialist in aviation legislation, in order to ensure that the revised legislation will be up-to-date with relevant ICAO SARPs and that the revision process is kept on track to meet the action plan target date of December Civil aviation organization system in Mauritius Abstract of findings The responsibility for civil aviation safety oversight rests with the DCA, under the authority of the Ministry of External Communications. The DCA is managed by a Director, assisted by two Deputy Directors, who in turn manage the Regulatory Section and the Air Traffic Services Section. The Regulatory Section is responsible for Air Safety, including Airworthiness, Operations and Personnel Licensing. The vast majority of positions in the Section are either vacant, temporarily assigned to DCA management, or filled through contractual arrangements with other States or agencies. The Regulatory Section has a staff of four

6 - 5 - persons who share duties. Written terms of reference for Division Heads and technical personnel of the DCA have not been developed, including duties, responsibilities, job functions and delegation of authority The procedure to recruit personnel is complex and includes liaison with other State bodies. The DCA is unable to attract and retain technical personnel qualified to undertake the wide range of duties required of an inspectorate staff. Salaries offered to inspectors are not consistent with the background and technical experience required and are two to three times lower than salaries of comparable industry personnel Technical staff are not provided with the necessary guidance material such as policies, procedures, manuals, handbooks and checklists to assist them in the performance of their duties and responsibilities. The DCA has not established formal initial or recurrent training programmes for any of the technical staff and the current level of training is inadequate for inspectors in the areas of personnel licensing, airworthiness, flight operations, cabin safety and dangerous goods. There is no formal system for maintaining records of training received The system for updating ICAO publications does not ensure that each section of the DCA receives all amendments relevant to that section s technical expertise. Also, there is no control system in place for monitoring the loan and use of the DCA s shared publications. A system for ordering and distributing ICAO documents and technical material is lacking Corrective action proposed/implemented by Mauritius With respect to the need to fill vacant posts, the DCA indicated that expansion of the DCA is being vigorously pursued. Each job position has an approved Scheme of Service according to the Civil Service Regulations. The DCA will develop written terms of reference and work descriptions for each position, by December 2001, and delegations of authority will be given, as required, for job functions The staffing level of the DCA will be studied once the existing staff are integrated into a new structure and all entry grade personnel are recruited. The DCA indicated that an appropriate organization exists for studying and making recommendations on salary and grading for all posts in the public service. The DCA takes into consideration the particulars of each post before making recommendations to the Government With respect to training, the DCA indicated that it will develop a training programme for inspector staff by June The training programme will be tracked by the record keeping system currently in place. Inspectors will be trained in their respective areas of responsibility before being tasked with their job, if no such training has been given previously. In the absence of trained inspectors, the DCA indicated that it will have recourse to contracted expertise from other competent authorities. On 16 February 2001, the DCA further submitted the training records of two technical officers as a sample of the record keeping system currently in place With respect to the need to develop guidance material, including policies, procedures, manuals, handbooks and checklists, the DCA noted in the update to its action plan submitted on 30 May 2001, that policy statements, guidance and operational procedures have now been written and are being implemented, as required, for: licence validation, qualification of simulators, approval of simulators and their use by training and testing by companies, authorization of examiners, approval of instructors course, and the approval of DCA authorized examiner courses.

7 With respect to the recommendation that the current system for ordering and distributing amendments to ICAO Annexes and documents be reviewed, and that a control system be put in place for monitoring the loan and use of shared publications, the DCA indicated that the current system is being continuously improved and that due consideration will be given to ensuring that amendments are incorporated in a timely manner and to controlling these documents. On 16 February 2001, the DCA submitted further clarifications, indicating that the improvements being made to the present system include: a) the generation of a database of all ICAO documentation held; b) an amendment control form to manage amendments and manual or document status; c) a ledger of document loan and return with respect to the Director s library; and d) quarterly audits of officers documents. In its update submitted on 30 May 2001, the DCA advised that a library cadre is in the process of being recruited. 3.4 Personnel licensing and training Mauritius Abstract of findings Mauritius has not fully developed and promulgated personnel licensing regulations to implement the provisions contained in Annex The Personnel Licensing Office is managed by the Deputy Director of the Regulatory Section, who is assisted by one staff, the Aeronautical Information Services (AIS) Officer. However, there is no established training programme for any personnel licensing staff and there is no system established, nor qualified technical staff, to effectively oversee personnel licensing activities. The Office is appropriately equipped and has current copies of Annex 1 and other technical documents The DCA does not issue licences directly but converts foreign licences into Mauritius licences. However, the DCA has not established requirements and procedures for the validation and issuance of licences on the basis of foreign licences. The DCA does not require pilots to take any type of written, oral or practical examination for licence validation or conversion. Pilots operating abroad (off-shore) receive validations in order to fly Mauritius-registered aircraft. However, these validations are renewed by the DCA without a verification of the records of proficiency test reports or current medical records The State converts and issues the following licences: commercial pilot (aeroplane), commercial pilot (helicopter), airline transport pilot (aeroplane) and airline transport pilot (helicopter). Mauritius does not issue flight operations officer/flight dispatcher licences There are two medical examiners who have been designated by the DCA, although no established procedures to conduct medical examinations have been developed. Medical examination records are not forwarded to the DCA.

8 The Air Mauritius training school offers training to both flight and cabin crews, however, it does not hold DCA approval. Air Mauritius pilots attend simulator training at various training centres abroad but these centres are not approved or supervised by the DCA. In addition, no system has been established to verify the quality of training received in the foreign training centres. Training pilots with Air Mauritius conduct flight tests without DCA approval or supervision Corrective action proposed/implemented by Mauritius With respect to the recommendation that policies and procedures be established for the appointment of medical examiners, along with a system for their supervision and control, the DCA noted that it has an agreement in principle with the Ministry of Health for the provision of technical medical oversight. Internal policies and procedures for the appointment and supervision of medical examiners will be developed by June In the update to its action plan submitted on 30 May 2001, the DCA advised that a procedure for the appointment of DCA authorized examiners, including a system for the supervision and control of flight and practical test delivery, has been developed and implemented. In addition, a procedure for the validation of foreign licences has been developed and implemented, along with a procedure verifying and monitoring the quality of training received in foreign training centres With respect to the recommendation that the DCA ensure that all licences issued by Mauritius conform with the specifications contained in Annex 1, Chapter 5, the DCA indicated that all of its existing licences in fact do comply with Chapter 5, with respect to the specifications which must appear on the licence The DCA indicated that it will file a difference with ICAO by December 2001, with respect to the fact that it does not issue the flight operations officer / flight dispatcher licence in accordance with Annex Aircraft operations certification and supervision in Mauritius Abstract of findings The CARM contains provisions for the regulation of aircraft operations and covers detailed descriptions of requirements for operations manuals, crew training and tests, and training manuals. The CARM addresses revocation and suspension of licences and stipulates the rights of access for the purpose of inspection. The Director is granted the right to detain an aircraft for just cause The CARM do not conform with ICAO SARPs in all respects in that they do not require certain items such as minimum equipment lists, flight and cabin crew training programmes, and dangerous goods training programmes, to be reviewed and approved by the DCA inspectorate prior to the initial issuance or the renewal of an AOC. The CARM do not require an air operator to establish and maintain an accident prevention and flight safety programme. Existing limitations for flight time, flight duty periods and rest periods for both flight crew and cabin crew in commercial air transport operations are inadequate Some critical areas, not addressed by regulations or directives, include items such as the use of checklists, security against aircraft sabotage, ground proximity warning systems, fuel and oil records, the responsibility for operational control, refuelling with passengers on board, operational procedures for

9 - 8 - threshold crossing height, pre-take-off icing inspections, threshold time for extended range operations, the secure stowage of baggage in passenger cabins, noise certification documentation, and the preservation of flight recorders in case of an incident or accident The DCA does not have any flight operations inspectors, instead, it contracts the services of inspectors from the Civil Aviation Administration of other States. These inspectors submit reports on the discrepancies identified, however, there is little follow-up. The DCA lacks a full-time staff position of Flight Operations Inspector as well as a technically competent and experienced inspectorate nucleus. In the past, Mauritius has entered into agreements with other States in order to receive assistance in matters of flight operations inspection, however, whenever the staff from other States leave, the DCA is unable to follow-up on the inspections conducted The DCA is not in a position to accomplish a wide range of required technical inspection activities, including flight operations inspections, cabin safety inspections, and dangerous goods inspections. The lack of a flight operations inspector also affects the oversight of air operator personnel who have been designated to perform flight examinations as a part of a company s approved examiner programme. Designated approved examiners are not subject to DCA inspection, as recommended by ICAO Doc 8335, paragraph , to ensure quality control on a yearly basis A system for the certification of air operators has been established. Applicants must first purchase a set of CARM as well as the Civil Airworthiness Requirements. Chapter 7 of the latter document describes the certification process. An application form is completed and the required manuals are submitted to the DCA for review. Currently, there are two AOC holders in Mauritius The DCA issues an AOC for the purpose of commercial air transport operations, however, the AOC does not conform with ICAO requirements described in Annex 6, Part I, paragraph , or with ICAO Doc 8335, Attachments A and B. Additional conditions and limitations under which the aircraft on the AOC are to be operated are not specified at the time of issuance of the AOC and are not specified elsewhere There are no established procedures or guidance material for use by operations inspectorate personnel. Operations manuals of air operators are not required to contain all of the items listed in Annex 6, Part I, Appendix 2. In addition, the DCA does not require air operators to submit, in advance, amendments to the operations manuals for the DCA s review, acceptance or approval Issues related to the safe transport of dangerous goods by air are not addressed by the DCA. The provisions of Annex 18 and the Technical Instructions (TI) have not been incorporated into national legislation. There is no personnel qualified to perform dangerous goods inspections, or provide information relating to the transport of dangerous goods by air. There is no regulatory requirement that an air operator s dangerous goods training programme be reviewed and approved by the DCA Corrective action proposed/implemented by Mauritius With respect to the recommendation that a full time staff position of Flight Operations Inspector be established, the DCA advised that it has provided for one Operations Inspector on its organizational chart and that arrangements will be made for filling this post by June An operations inspector from the UKCAA joined the DCA on 17 October 2000, for a period of two years, to support the

10 - 9 - DCA in its technical inspection activities, and advantage will be taken of his presence with respect to the training and induction of the new incumbent With respect to the need to amend the CARM to conform with ICAO SARPs and guidance material applicable to aircraft operations, the DCA indicated that the draft Civil Aviation Regulations, which are expected to be in force by June 2002, will incorporate all SARPs of Annexes 1, 6 and 8. The revised regulations will include: a) a requirement that operations manuals be reviewed and accepted by the DCA and that they contain the applicable contents, as listed in Annex 6, Part I, Appendix 2; b) a requirement that certain items are to be reviewed and approved by the DCA prior to the issuance or amendment of an AOC, including: minimum equipment lists, flight crew training programmes, cabin crew training programmes and dangerous goods training programmes; c) a requirement that air operators establish and maintain an accident prevention and flight safety programme; d) a requirement specifying time limits applicable to flight time, flight duty periods and rest periods applicable to both flight crew and cabin crew; e) provisions relating to the use of checklists, security against aircraft sabotage, ground proximity warning systems, fuel and oil records, the responsibility for operational control, refuelling with passengers on board, operational procedures for threshold crossing height, pre-take-off icing inspections, threshold time for extended range operations, the secure stowage of baggage in passenger cabins, noise certification documentation, and the preservation of flight recorders in case of an incident or accident; and f) the provisions of Annex 18 and the Technical Instructions (TI) concerning the safe transport of dangerous goods. In addition, arrangements will be made for the training of an inspector in dangerous goods oversight activities by December 2001, and the issuance of an approval to carry dangerous goods will be supported by an inspection of an operator s dangerous goods manual. On 16 February 2001, the DCA further clarified that its corrective action will also include onsite dangerous goods inspections to be conducted at the various operators facilities by the DCA specialist, once recruited and trained. In the meantime, such inspections will be contracted to the Dangerous Goods Section of the UKCAA With respect to the recommendation that an AOC be issued in conformance with Annex 6, Part I, paragraph and Doc 8335, Attachments A and B, and that any applicable limitations and specifications be issued in conjunction with the basic AOC, the DCA indicated that this would be implemented by December Regarding the need to oversee air operator personnel who have been designated to perform flight examinations as part of a company s approved examiner programme, the DCA indicated in the update

11 to its action plan submitted on 30 May 2001, that a procedure to ensure that approved examiners are subject to DCA oversight has now been developed and implemented. Approval documentation has been developed for issuance to approved examiners. 3.6 Airworthiness of aircraft in Mauritius Abstract of findings Mauritius has adopted the airworthiness codes of the FARs, JARs and BCARs, under the provisions the Civil Airworthiness Requirements. However, the DCA does not validate type certificates issued in accordance with these codes prior to the issuance of a Mauritius certificate of airworthiness Both the CARM and the Civil Airworthiness Requirements are outdated and are not in conformance with the Standards of Annexes 6, 8 and 16, pertaining to maintenance of aircraft, the release of aircraft to service by an Approved Maintenance Organization (AMO) and noise certification and validation. Other Standards not addressed in the CARM include maintenance programme escalation, extended range operations by aeroplanes with two turbine power-units (ETOPS), and the adoption of mandatory continuing airworthiness information from the State of Design Under the Act, the Minister in charge of Civil Aviation is responsible for aircraft accident investigations. This responsibility has been delegated under the CARM to the Director of the DCA, who then holds the authority to either carry out, or appoint an inspector to carry out, an investigation into the causes and circumstances of any aircraft accident. However, the DCA does not have any airworthiness inspectors trained in aircraft accident investigation The Airworthiness Section is managed by an Acting Principal Airworthiness Engineer who reports to the Deputy Director of the Regulatory Section. Other than the Acting Principal Airworthiness Engineer, who is a contracted inspector from Bureau Veritas, the Section has two airworthiness inspectors and one support staff member. The DCA has a major problem in attracting qualified and experienced inspectors due to the low salary offered. The number of technical and support staff is insufficient and there is no avionics-qualified inspector. Inspector duties and responsibilities have not been developed and minimum entry requirements and training programmes have not been established The two airworthiness inspectors carry out all safety oversight tasks including certification of maintenance organizations, participation in air operator certification, continued surveillance of the industry, registration of aircraft, licencing of aircraft maintenance engineers and inspections for both local and foreign AMO facilities. The increasing number of off-shore operators (aircraft registered in Mauritius but based outside the State) adds to the workload of the airworthiness staff to a point where effective supervision and control of commercial air operators cannot be assured. Due to the travel distances from Mauritius, the inspectors are absent for substantial periods of time. Also, the Acting Principal Airworthiness Engineer signs airworthiness certifications, approvals and special permits without the DCA providing, in any format, the pertinent delegation of authority The DCA conducts frequent inspections to the only public air transport operator in the State. The surveillance of Mauritius registered aircraft operating abroad is limited to annual airworthiness certificate renewals. Inspections of AMOs based outside Mauritius are performed once every two years as part of the renewal process. However, the DCA does not have a surveillance programme for either the local or the

12 foreign-based aircraft and AMOs. Because of the distant location of some of these facilities and the limited number of inspectors, DCA inspectors are not in a position to follow-up and verify that corrective action has been taken for all identified discrepancies The Airworthiness Section does not have formal inspector handbooks, guidance material and checklists to allow for a consistent and standardised approach to their oversight tasks. The Section maintains extensive records such as classification files, registration files, modification files of work done by the operator, mandatory modification files, and airworthiness certificate issuance and renewal files for each aircraft on their registry. Areas and subjects included in these files are not clearly specified and, as a result, the voluminous records are often not well maintained, and difficult to retrieve The lack of sufficient and adequate guidance material and checklists affects the issuance and renewal of certificates of airworthiness, the approval of maintenance programmes, reliability programmes, maintenance procedures manuals, minimum equipment lists, and extended-range operations (ETOPS) certification. There is no system for administering the procurement and control of manufacturers technical publications, State of Design continuing airworthiness information, and ICAO documentation. These documents are kept in various technical staff offices, and no system has been established to facilitate retrieval or to monitor the status of amendments. During inspections to assure compliance with the mandatory requirements of airworthiness directives (AD), the inspectors must resort to the summary provided by the operator There are no engineering or manufacturing activities in Mauritius Corrective action proposed/implemented by Mauritius With respect to the need to amend the CARM and the Civil Airworthiness Requirements to conform with ICAO SARPs of Annexes 6, 8 and 16, the DCA indicated that the draft Civil Aviation Regulations, which are expected to be in force by June 2002, will incorporate all relevant SARPs, including noise certification standards and validation, maintenance of aircraft by an AMO, maintenance programme escalation, extended range operations, and the adoption of mandatory continuing airworthiness information from the State of Design. Guidance material on these matters will also be issued and, by December 2001, the Civil Airworthiness Requirements will be reviewed accordingly With respect to the recommendation that a system be established for controlling the subscriptions, procurement, amendments and distribution of technical documents, such as manufacturer and State of Design continuing airworthiness information and ICAO documentation, the DCA indicated that such a system would be established by December Regarding current staffing levels, the DCA indicated that provision has been made in the Corporate Plan for three inspectors. It is expected that these posts will be filled by December The DCA also noted that under the existing technical assistance agreement with Bureau Veritas, the services of additional inspectors are available. In the update to its action plan submitted on 30 May 2001, the DCA advised that two graduate engineers are being trained in the Airworthiness Section along with additional clerical staff Procedures to validate type certificates issued by other States will be developed by December In addition, the applicable codes of airworthiness will be inserted in the Certificate of Airworthiness.

13 With respect to the need to provide training to technical staff in aircraft accident investigation, the DCA indicated that this will be part of the training programme being developed for June With respect to the recommendation that a system be established for the filing of required aircraft records, the DCA indicated in the update to its action plan submitted on 30 May 2001, that aircraft records are now being maintained for each individual aircraft and an individual annual certificate of airworthiness report is being generated and kept separately With respect to minimum entry qualification and experience requirements for airworthiness inspectors, the DCA noted that the requirements in the existing Scheme of Service will be reviewed by June With respect to developing a requirement to ensure that operators are provided with information concerning a least risk bomb location, to be incorporated in the aircraft flight manual, the DCA indicated that such a requirement will be put in place by July COMMENTS As indicated above, Mauritius submitted an action plan on 22 December 2000 and further clarifications on 16 February 2001, addressing all the findings and recommendations that were forwarded, including comments and feedback on the interim report sent on 16 November An update on the implementation of the action plan was forwarded on 30 May An attempt has been made in this report to reflect the action plan proposed by Mauritius along with the comments and feedback which were provided on the interim report. 5. STATUS OF IMPLEMENTATION AND DIFFERENCES FROM THE ICAO SARPs Differences identified during the audit are found in Appendices A and B to this summary report and differences vis à vis Standards will be included in the relevant Annex Supplement in line with Article 17 of the MOU signed between Mauritius and ICAO. Although Mauritius was provided with a preaudit questionnaire to assist it in identifying differences between its national regulations and ICAO SARPs and/or SARPs not implemented, a list of such differences was not submitted to the audit team. As such, the list of differences in Appendices A and B may not be exhaustive, and Mauritius is urged to conduct a thorough review of its national legislation and regulations and to notify ICAO of any further differences as required under Article 38 of the Chicago Convention.

14 APPENDIX A STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCES FROM THE ICAO STANDARDS (ANNEX 1 PERSONNEL LICENSING) ICAO Standard reference Mauritius regulation reference Differences between the national regulations of Mauritius and ICAO Standards CARM 25(10) Not in conformance CARM 25(5-9) Not in conformance. The following Annex 1 Standards have not been implemented in Mauritius: , and 4.6.

15 A-2 STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCES FROM THE ICAO STANDARDS (ANNEX 6 OPERATION OF AIRCRAFT) (PART I International Commercial Air Transport Aeroplanes) ICAO Standard reference Mauritius regulations reference Differences between the national regulations of Mauritius and ICAO Standards CARM 30 (7) Operations Manual does not contain all applicable items. Appendix 2 CARM 30 (7) Operations Manual does not contain all applicable items. 9.6 CARM, Chapter 7 Limitations not in conformance CARM 30 Not in conformance Seventh Schedule Not in conformance CARM 42 Not in conformance CARM Chapters 3, 7 Not in conformance. The following Annex 6, Part I Standards have not been implemented in Mauritius: 3.6, 3.7, , , , 4.2.8, , , , , , , , , , , , , , , , , , , , 4.6, 4.7, 4.8, 6.1.2, 6.13, 8.1.2, 8.2.4, 8.4, 9.3.1, 10.2, 11.2, 11.7, 12.4, 12.5, 13.2, , and 13.4.

16 A-3 STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCES FROM THE ICAO STANDARDS (ANNEX 8 AIRWORTHINESS OF AIRCRAFT) ICAO Standard reference Part II, 4.2 Part II, Part II, 5.1 Part II Chapters 3, 8 Part II, Part II, 2.2 Mauritius regulations reference Differences between the national regulations of Mauritius and ICAO Standards Not in conformance. Not in conformance. Partially implemented. Partially implemented. Not in conformance. Not in conformance.

17 APPENDIX B STATUS OF IMPLEMENTATION AND LIST OF DIFFERENCES FROM THE ICAO RECOMMENDED PRACTICES (ANNEX 6 OPERATION OF AIRCRAFT) (PART I International Commercial Air Transport Aeroplanes) Note: The Chicago Convention requires that a Contracting State file differences existing between its regulations and ICAO Annex Standards. However, due to the specific mandate given to ICAO for the implementation of the ICAO Universal Safety Oversight Audit Programme, it is necessary to include differences existing between the national regulations and ICAO Annex Recommendations, including Annex definitions, to encourage implementation and for inclusion in the summary report. Differences with Annex Recommended Practices will not be included in the Supplement to the relevant Annex if they should remain unimplemented by the time the final report is published. ICAO RP reference Mauritius regulations reference Differences between the national regulations of Mauritius and ICAO Recommended Practices The following Annex 6, Part I Recommended Practices have not been implemented in Mauritius: , , 10.3, 10.4, , and Attachment E, Sections 3, 4 and 5. END