1. General - Administration, Applications and Fees
  2. MCAR-66 Licensing - Licences, Renewal,Ratings and Limitations
  3. MCAR - 145
  4. MCAR - 147 and EASA approved courses
  5. Continuing Airworthiness


  1. How to obtain a Flight Crew Licence
  2. How to Renew Flight Crew Licence
  3. How to get a Maldivian Medical Certificate
  4. How to participate in Maldivian Air Law examination for flight crew
  5. How to get an Air Operation Certificate


General - Administration, Applications & Fees

I previously submitted irreplaceable paperwork to the CAD with an application. Can these documents be retrieved or referred to if necessary in relation to my conversion application for a MCAR-66 licence?

Original documents are normally returned to the applicant. Paperwork relevant to an application and requirements will be copied /scanned. Paperwork not considered to be substantial will be destroyed.

How do I amend the personal details on my licence and am I legally obliged to?

A change in personal details should be notified to the CAD immediately in writing and any original supporting documents, such as marriage certificates, or change of name or nationality deeds, with the appropriate form and fees. A change of address may be notified free of charge. In all cases, your existing licence must be returned to the CAD.

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MCAR-66 Licensing - Licences, Renewal, Ratings & Limitations

Does the CAD have a list of other licence limitations used by other authorities on conversion from their National licences to a MCAR-66 licence?


If I have a MCAR D-02 licence with a group rating and an additional aircraft needs adding to the group, do I have to do a MCAR-147 approved course and show additional experience?

Following conversion to a MCAR-66 licence, yes. Where the aircraft is considered complex, full type rating requirements apply.

For the removal of limitations from a type rating on a MCAR-66 licence, is an approved type rating course and experienced required?

Yes, for all aircraft types except piston-engine aircraft, where an oral examination will be available. Where aircraft is considered complex, full type rating requirements apply.

What route should I take in order to gain the Category C licence? Would I need to go through the Category A and B route?

An engineer can go from B1 or B2 to C by experience. Or, via an approved university course. Experience in a civil aircraft maintenance environment would also be required. See Section F of ELGD.

I have passed the Category B1 level of exams. Can I apply for the Category A licence until I gain sufficient experience to apply for the B1 licence?


I believe the limitations on my licence are incorrect but I have been issued an authorisation by my Company in accordance with my licence. What do I do?

The CAD should be notified immediately in writing, submitting the licence document, when an engineer or an organisation suspects that a licence has been issued incorrectly. Incorrectly issued licence privileges should not be exercised.

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Credits & Exemptions - Graduates, Skilled Workers, Non-Maldivian Applicants

Are there any MCAR-66 module credits available to those with academic qualifications?

Yes. However, those wishing to claim credits must meet a certain criterion and in most cases an assessment will need to be made.

What credits can ex-military aircraft engineers get towards obtaining the MCAR-66 licence?

There are currently no credits available towards the MCAR-66 module exams. However, authenticated engineering experience on operational aircraft will be counted towards the overall experience requirement. A minimum of 1 years experience is required on civil operating aircraft relevant to the category or sub-category of licence you are applying for.

I have an ICAO licence outside of Maldives. Can I convert to a MCAR-66 licence and what credits will I get?

There are no conversion terms or credits available in respect of the exams. However, authentic experience may be counted towards the overall experience requirement. Previous countable experience will be assessed at the time of licence application.

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Licence Conversion - MARD-02 to MCAR-66, Category to Category & Non Maldivian Applicants

Where applicants are applying to add old authorisations, after having converted to MCAR-66 under fast track, will there be additional charges and how do I make my application?

Old authorisations would not be converted to MCAR-66 licence

I have recently renewed my MAR D-02 licence but would now like to convert to a MCAR-66 licence. Will I get a refund on my MAR D-02 licence, or a reduced fee towards the MCAR-66 licence?

No. Charges will be made in accordance with the CAD Scheme of Charges.

What will happen when I get to the date on which I must have obtained a MCAR-66 licence and I have not converted?

Under the new regulations, you would not be able to certify.

For the conversion of protected rights, how far back do I need to submit paper work?

The CAD recommends that you use the fast track process, details of which can be found in Section B of the ELGD. However, if applying for all protected rights in one application, all authorisations certified by your Quality Department, relating to your application, must be submitted. It should be noted that applications of this nature might take considerably longer than fast track applications.

I have not got the full set of Avionic licences. How would that convert under MCAR-66?

There are simple conversion tables shown in the ELGD covering most common scenarios. (Refer to Section B Appendix A). Your application will be assessed when submitted and appropriate limitations applied. Information for the removal of those limitations, or to convert to an unrestricted MCAR-66 licence, can also be found in the ELGD.

If I convert to a MCAR-66 licence now, will I lose any privileges in respect of type or group ratings that may affect my employment?

It is not intended that any privileges be lost on conversion. Many conversions relating to types and paragraphs or a combination of the two, will be unique and so standard terms cannot be given at present. Your licence privileges will be assessed at the time of application and the relevant MCAR-66 type and/or group ratings endorsed.

I have an ICAO licence, issued by a non-EU state. Can I convert this licence to a MCAR-66 licence and if so, are there any credits from examinations and experience requirements?

There are no conversions terms or credits available in respect of the examinations. However, authentic maintenance experience on operating aircraft may be counted towards the overall experience requirement. But, a validation certificate may be issued subject to verification of your licence and successful completion of MCAR-66 module 10.

I have an EASA part-66 licence. Can I convert this licence to a MCAR-66 licence?

Yes. But subject to successful completion of MCAR-66 module 10.

How can I convert my MAR D-02 licence?

his falls under the protected rights and is described in ELGD 2007

I am currently a B1.1 licence holder and I would like to add a B2 licence. What are the requirements?

There are additional conversions exams that must be passed and at least 1 year's maintenance experience in avionics. For more detailed information see Section G of ELGD 2007.

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For organisations outside Maldives, CAD is involved in giving MCAR-145 approval. Therefore, what is the requirement for the Certifying Staff of those Foreign MCAR-145 organisations who issue Certificate of Release to Service after maintenance of a Product, Part or Appliance which is to be fitted to a Maldivian registered aircraft? Does the Certifying Staff require having an MCAR-66 license?

Regarding your question involving MCAR-145 organisations located outside Maldives, there are 2 situations I would like to mention:

  • For maintenance performed on aircraft the provisions of MCAR-145.30 (j), paragraphs 1 and 2, apply to facilities and line stations located outside Maldives, which means that a MCAR-66 license is not mandatory in these cases.
  • For maintenance of components, MCAR-145.30(i) states that “Component certifying staff shall comply with MCAR-66”, and MCAR-66 subpart C - Components, MCAR-66.200 is reserved

This means that currently there is no MCAR-66 license for certification of components. In the approval of foreign MCAR-145 organisations, CAD is following the policy of using the relevant regulation of the local NAA. ‘Component' means any engine, propeller, part or appliance.

Suppose a MAR D02 licence holder with Category A & C (Mechanical) with Bombardier Dash-8-200 (PW120) type endorsed converts to a MCAR-66 licence. Can the person certify maintenance work in a MCAR-145 organisation on the engine of an ATR-42 which has PW121 engine? As per Appendix one of AMC to MCAR-66 standard type ratings for Dash-8-200 and ATR-42 are, Bombardier DHC- 8-100/200/300 (PW120) and ATR 42/72 (PW 120), respectively.

No. Since airframe and engine goes together in a MCAR-66 type rating.

Can NDT approval be given to an unlicensed person in a MCAR-145 organisation?

Refer ELGD 2007 section I4.2 .

Does MCAR-145.30 (f) and MCAR-145.35 (b) mean that personnel who carry out specialised task shall be appropriately qualified in accordance with officially recognised Standards in addition of having a MCAR-66 B1/B2 licence ?

Yes, if the MCAR-66 licence holder is going to perform specialised tasks. e.g. If the MCAR-66 licence holder is going to perform NDT tasks other than colour contrast dye penetrant inspections then they will need to be qualified in accordance with European Standard EN 4179.

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MCAR-147 & EASA approved courses.

If a manufacturer's course is not approved, is it acceptable?

Not unless direct approval is granted by the CAD. Courses cannot be approved retrospectively and so application for approval should be made prior to the applicant taking the course. The form for course approval can be found here .

What is the current criterion for direct course approval?

The same as is required for MCAR-147 organisations. It is important to remember that courses will not be retrospectively approved.

In the case of direct course approval, how does the CAD monitor the facilities and training?

This would be considered on a case-by-case basis. Normally, the CAD would want to make an inspection trip; however, if the organisation is known to the department and have had previous direct course approval, it might just be a paperwork exercise.

Is an Engine Run-Up and Taxiing course required to endorse an aircraft type rating on a MCAR-66 licence?

Engine run and taxi courses are not required in MCAR-66 type training, and hence not required to endorse a type in a MCAR-66 licence. For further information on this matter please refer to the ELGD 2007, Section I - MAR D02 and specialised tasks, I4.1Engine Run-Up and Taxiing .

What is the difference between ATR 42/72 Non PEC (PWC 120) and ATR 42/72 PEC (PWC 120) under limitations section of EASA 147 approval schedule?

ATR training centre has developed a 5 days T1 course to cover all differences between ATR 42/72 PEC and ATR 42/72 Non PEC aircrafts. Differences are found on ATA 21, 24, 26, 27, 28, 29, 30, 31, 32, 33, 35, 36, 38, 50, 60, and 70.

Does T1 mean B1 theory only and T2 mean B2 theory only?

T1 and T2 are the name for B1 and B2 type training as indicated on the CAD Form 11 . If the type training course covers theoretical part only, then this is mentioned on the certificate.

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Exams - Local & foreign applicants.

Is there any suggested reading material to assist engineers studying for MCAR-66 exams?

Yes. See Section J of ELGD (refer to Appendix C).

How long will I have to take and pass the oral examination conducted under the ASC AW-15?

The CAD has allowed the duration for the completion of the oral exam on a case by case basis for those applications received prior to Jan-2007. Any queries relating to this policy should be made in writing to CAD.

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Certification & Verification - Local & foreign applicants.

Is there any suggested reading material to assist engineers studying for MCAR-66 exams?

Yes. See Section J of ELGD (refer to Appendix C).

How long will I have to take and pass the oral examination conducted under the ASC AW-15?

The CAD has allowed the duration for the completion of the oral exam on a case by case basis for those applications received prior to Jan-2007. Any queries relating to this policy should be made in writing to CAD.

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Aircraft, Licences & Logbooks / Worksheets

Who can directly verify the work of an engineer working on aircraft?

Either a Validator, whom should be a supervisory licensed aircraft engineer working for the same organisation, or an Assessor, approved by the organisation to perform this function.

Is there an official procedure to be followed when verifying the work of an engineer?

No, this would be down to each individual organisation as part of their quality system.

How can one verify that training has been conducted to ATA Level II and III?

This is not now relevant under MCAR-66, even though the ATA Chapters are referred to in the syllabus. Training and testing must be conducted in accordance with MCAR-66, Appendix III for grant or extension of a MCAR-66 licence.

Will a valid company approval alone allow me to continue certifying?

In accordance with MCAR-66, all certifying staff must be MCAR-66 licensed (with the exception of Annex II aircraft) or hold a validation certificate, to perform the Certificate of Release to Service from 01 January 2007.

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Logbook & Assessors

What or who is 'suitably qualified staff' to become Assessors?

There are no qualifications as such to be an Assessor, the nominated staff should be senior licensed engineers, either in a management or supervisory role and appropriately licensed according to the individual engineer's application.

Could a Quality Manager perform the Assessor function?

Yes, providing they meet the above criteria. However, a Quality Manager will probably be least likely to perform this function. It would more likely be a shift supervisor.

Should an Engineer choose not to hold a logbook, will the nominated Assessor or approved CAD Assessor still be required to confirm training and experience relating to that Engineer's licence application?

The CAD would like to encourage the use of the Assessor system whether an Engineer is the holder of the above logbook or not. This will speed up the licence application handling process and there will be provision for an Assessor to sign the actual application as certification as soon as the forms are revised. In all cases, in accordance with AMC 66.45(d) a record of experience is required.

Would the CAD expect every single task to be logged, however simple?

The use of the logbook is voluntary thus it can be used to log as much information as the holder wishes. Note: In accordance with AMC 66. 45(d) a record of experience is required - see also MCAR 145.35(j) requiring staff records of all relevant training. However, it is not mandatory that every single task is logged i.e. minor maintenance or simple checks. It is advised that any tasks carried out relating to licence issue or an extension to a licence, be logged.

Section 2.2 Basic Skills implies that each listed competency be gained, applicable to the licence category being applied for, prior to a licence application being submitted. Is this correct? Must an applicant have gained every competency prior to submitting application?

No, this is not the intention. The applicant should have satisfactory coverage of the listed practical competencies. The Assessor should satisfy themselves that the applicant has sufficient coverage prior to submitting an application.

Does the Validator need to be appropriately licensed according to the applicant's licence application?


Can the logbook be used by anyone?

Yes. The use of the logbook should be encouraged by applicants outside of civil maintenance organisations, and even by contracting agencies so that relevant qualifications and details from curriculum vitae's can be recorded.

Will logbook holders be expected to submit the whole logbook with every licence application?

No, just the relevant pages are required according to the licence or type rating being applied for.

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Continuing Airworthiness

As stated, ‘only' Certifying staff can decide which defect has to be rectified or could be deferred in relation to flight safety. Which category certifying staff does MCAR mean by this, A/B1, B2/C?

The category of certifying staff that can decide what defect must be rectified immediately depends on the environment:
- In MCAR-145 base maintenance category C licence holders have the final decision;
- In MCAR-145 line maintenance and in MCAR-M subpart F independent category B licence holder have the final decision;

Can the particular certifying staff A/B1, B2/C decide which defect has to be rectified or could be deferred in relation to flight safety when those defects are not in the scope of their 145 certification authorisation?

Certifying staff can of course decide which defect has to be rectified before further flight. Certifying staff must refuse to release an aircraft if there is a known airworthy condition whether in the scope of their MCAR-145 certification authorization or not.

Does this mean that those defects that will not hazard the flight safety can be deferred by the pilot according to the approved minimum equipment list “MEL”?

A pilot always makes use of the MEL, the technician proposes to defer defects according to the MEL but the pilot accepts or not. This is how the MEL works. The MEL allows continuing operation with specific equipment unserviceable when the dispatch condition is specified in the MEL. The continuation of operation is limited by the rectification interval (A, B, C or D)

Are MCAR M.607 and 145.35 for the same purpose and what is the relation between them and the AMC 66.20(b) 2 privileges?

Subpart F is an approval for General Aviation maintenance organisations of non large aircraft while MCAR-145 is an approval for maintenance organisations for large aircraft and commercial air transport. The objectives of M.607 and 145.35 are the same in both environments.
- For M.607: The responsibility for controlling the adequacy between the privileges held by a licence holder and what he actually releases lies with the Subpart F maintenance organisation employing him.
- For M.145.35: The responsibility for controlling the adequacy between the privileges held by a licence holder and what he actually releases lies with the MCAR-145 maintenance organisation employing him.
- For 66.20: The responsibility for controlling the adequacy between the privileges held by a licence holder and what he actually releases lies with the licence holder

MCAR-66 – Must an applicant for a category C licence who holds a B1 (B1.1 or B1.2 or B1.3 or B1.4) or B2 licence be examined on the remainder of the B1 modules in order to be eligible for category C?

An applicant for a category C licence, holding a B1 or B2 licence, does not need to be examined on the remainder of B1 modules.

Paragraph M.707 (b) specifies that airworthiness review staff can only be accepted after completing a review under supervision. Who should carry out such supervision?

he supervision should be carried out by the “appropriate airworthiness review staff” of the continuing airworthiness management organisation (CAMO). This staff shall have acquired:

  • At least five years experience in continuing airworthiness, and;
  • An appropriate MCAR-66 licence or an aeronautical degree or equivalent, and;
  • Formal aeronautical maintenance training, and;
  • A position within the approved organisation with appropriate responsibilities

Should CAD Form 2 also be used for application for subpart I to MCAR-M ‘Airworthiness Review Certificate' approval?

Subpart I establishes the procedure for the issuance of the Airworthiness Review Certificate while Subpart G ‘ Continuing airworthiness management organisation' establishes the requirements to be met by an organisation to qualify for the issue of an approval for the management of aircraft continuing airworthiness.
There is no need to apply for a subpart I approval because privileges under paragraph M.711 are already included in the subpart G approval.

Does paragraph M.401 (b) 4 ‘maintenance data' indicate the maintenance instructions modified by any MCAR-145 organisation can be used by all maintenance organisations, MCAR-66 staff or pilot owners?

No. paragraph M.401 (b) 4 established only the principle that the person or organisation maintaining an aircraft shall have access and use only applicable current maintenance data.
It clarifies that it is considered, inter alia, an ‘applicable maintenance data'. ‘any applicable data issued in accordance with 145.45(d) maintenance instructions that are modified by the organisation in accordance with a procedure specified in the maintenance organisation's exposition.

AMC M.605 (c) indicates that unserviceable components should be stored in a separate secured location from serviceable components. This seems to be a more stringent requirement that in MCAR-145, which only speaks of segregation.

Paragraph M.605(c) “facilities” and 145.25(d) ‘facility requirements” specify the storage condition to ensure “segregation” of serviceable and unserviceable components. In the MCAR-145 no AMC is necessary as the system relies on the quality system which does not exist in the MCAR-M subpart F “maintenance organisation”. This is the reason why no additional AMC material has been developed.

Regarding B1 and B2 support staff, do they need to sign off all tasks, or need they be authorised to do so?

No, in accordance to paragraph 145.30(h) “personal requirements” they do not need to sign off all tasks nor need they be authorised to do so, as they manage and organize parts of the work package and supervise completion and interfaces between individual tasks and may carry out some of the tasks themselves.

MCAR-66 allows up to two years reduction in required practical training following training as skilled worker. What are relevant skills and what is expected level of skill? E.g. car mechanic after his completed training or car mechanic after receiving assignment by the garage on some independent job.

For the moment, there is not much guidance on this issue. It is left to the CAD to decide on a case by case basis.

AMC 66.45d. For B1 or B2 Practical training can be reduced to 2 weeks for applicants with practical experience of comparable aircraft. Should experience be as certifying staff on that comparable aircraft type?

No, the requirement does not require such experience to be gained as certifying staff.

Is it possible to give a MCAR-147 approval to a training institute providing only training in just 1 module (e.g. HF)?

This is the way the rule is written today. If experience shows that this approach is unsatisfactory, a rulemaking activity would be launched to complement MCAR-147 and/or its AMC on this point.

Can a specialist on In-flight Entertainment Systems carry out and release maintenance on the systems in different aircraft types without being (full) certifying staff on all types?

This is the way the rule is written today. If experience shows that this approach is unsatisfactory, a rulemaking activity would be launched to complement MCAR 147 and/or its AMC on this point.

MCAR-147 approved organisations can also give courses outside MCAR-66, how can we approve these courses? (E.g. continuation, task training, NDT, engine run, etc.)

Courses outside MCAR-66 are not covered by the regulation and CAD would consider that they have not been considered by the regulator as safety critical.

MCAR-147 approved organizations have the privilege to carry out basic examination on behalf of CAD. Does this imply that CAD has to supply or approve questions?

No. CAD does not have to supply questions. But of course as part of the oversight CAD must sample check and review the organisations question data banks. However, still MCAR-66 module 10 (Aviation Legislation) exams shall be taken at CAD.

Should examiners be specialist in the subject, or can they be responsible for the proper conduct of the examination without being responsible for the content?

It is not required for examiners to be specialists in the subjects examined.

Is it possible to split modules?

The splitting of modules is not in the spirit of MCAR-66. It was never intended/decided that t module examination can be divided into pieces. The only possibility to exams “parts of a module” is when 66.25 comes into play, where examination credits (knowledge gained or civilian apprenticeship based on an examination credit report) are applicable. Nevertheless, the examination is still a module examination (for example if credits have been granted on sub-modules 1.1, 1.2 the remaining module 1 examination consists of module 1.3)

What is minimum duration practical type training? a) In case a B1 and B2 courses are combined?
b) In case experience is in another subcategory? (adding B1.2 to B1.1)

The minimum duration for practical training according to AMC 66.45 (4) is 2 weeks. As this is AMC material, CAD can study the different options on a case by case basis. This is the principle of AMC material. Nonetheless, if experience shows that this approach is unsatisfactory, a rulemaking activity would be launched to complement MCAR-66 and/or its AMC on this point.

Is it not explicitly required to mention the category for which the training was given on the type training certificate, Can one assume that if the category is not mentioned, the avionics and electrics will always be for category B2 and the airframe power plant and electrical systems will always be for B1?

This seems logical and in line with the regulations. When in doubt, it is always possible to contact the organisation having carried out the training.

MCAR-66 requires and appropriately approved 145 organisations to do the practical training what does CAD mean with appropriately approved? How should this been demonstrated with the applicant for an AML?

To be appropriately approved to conduct practical training, a MCAR-145 approved organisation must demonstrate that it can carry out such training to the satisfaction of CAD issuing the licence on which the type rating will figure. For example, the procedures related to practical training must figure in the MOE and the practical course must be reviewed by CAD. This can of course lead to multiple approvals of practical courses.

Can painting be considered as maintenance?

Discrepant repainting processes may result in “scribble mark” at structural joints across the airframe of aircraft. Such scratches, if not repaired will result in fatigue cracks and widespread multi-site fatigue damages, which could lead to uncontrolled decompression. Due to the complexities involved in stripping and repainting/decaling of aircraft involved in commercial air transport, this process is to be considered maintenance. “Maintenance” means any one or combination of overhaul, repair, inspection, replacement, modification or defect rectification of an aircraft or component, with the exception of pre-flight inspection.

Referring to MCAR 145.30 phrase (h) (i), do the words ‘all relevant apply to ‘tasks' only, or also to ‘inspections'?

The words ‘All relevant' relate to both tasks and inspections carried out for maintenance. Refer to the definition of CAR part 1 until publication of MCAR-1

MCAR 145.30. Is there a possibility in the MCAR-145 for non-support or non-certifying staff for example a qualified mechanic to perform an ‘inspection'?

Yes, if the company has procedures not all inspections have to be carried out by support staff or certifying staff and therefore a qualified mechanic can perform and “inspection”, B1 or B2 must “ensure” that the inspection has been carried out properly.

MCAR 145.30. If a qualified mechanic is approved by the 145-organisation for inspection, which inspection checks are in his/her scope? If a qualified mechanic is approved to perform maintenance tasks, which tasks is MCAR-145 referring to?

An inspection is a maintenance task. Maintenance tasks have to be determined by MCAR-145 organisation through the MOE. Furthermore, the mechanic does not necessarily need to be approved for inspections.

MCAR 145.30. If those tasks are defined by the 145 organisation, should there be a standardisation of those tasks in all 145 organisations?

No. this depends on the scope approval of the MCAR-145 organisation and its internal structure.

AMC 145.30 (g) point 2 (p). Does item ‘p' means that a cat ‘A' member of certifying staff is allowed to defer defects in the Aircraft tech log, and are they allowed to deactivate all severe safety systems?

A Cat. A member of certifying staff is only allowed to defer defects for activities which are within his scope of certification authorisation. This has to be agreed by CAD.

M.403. in M.403 it is stated that a pilot can defer defects according the M.E.L., should those deferred defects been certified by Certifying staff so the aircraft therefore can be considered ready to release to service?

Based on M.403(b) a pilot may decide to fly or not, by deferring defects within the limits of the MEL, M-item in MEL requires release by certifying staff.

MCAR 145.50. Should any trouble shooting be performed by Certifying staff?

MCAR 145 does not require certifying staff to carry out trouble shooting. Nonetheless, it does require B1 or B2 certifying staff to release maintenance after such trouble shooting.
After performance of trouble shooting, a CRS shall be issued by appropriately authorised certifying staff after performing correction activities. The same applies for defect rectification.

General MCAR-145. If the pilot or a qualified mechanic is performing the Pre-flight inspection and has to verify all outstanding deferred defects in the Tech-log for validation and repetitive required maintenance actions, are those actions to be considered as maintenance? If so, should those items be certified by certifying staff?

Verifying all outstanding deferred defects as part of the pre-flight inspections is not considered as maintenance

MCAR-145.35(c). What is the maximum of aircraft type-ratings approvals allowed on the 145-certification authorisation?

It depends on the scope of the MCAR-145 approval and on company procedures. The scope should be equal or less than both the scope of the MCAR-145 and of the licence holder.

MCAR 145.35(c). What is the proper interpretation of ‘maintenance experience'?

Recent experience requirement are placed both in MCAR-66 and MCAR-145 as they are responsibility of both the licence holder and the maintenance organisation issuing certification privileges.
Both cases require 6 months of relevant experience. This is more developed in MCAR-145 and it is clearly not the intent to require such experience on each aircraft type.
What is understood as 6 months experience is detailed in MCAR-145.35(c). In the case of isolated certifying staff, the requirement is more stringent as we only have the MCAR-66.20 (b)(2) since there is not system to accompany the certifying staff.

145.35(c)(g) and (h). Should this ‘maintenance experience' be the same in all 145-organisations due to standardisation?

No. it depends on the scope of the MCAR-145 approval and on the MCAR-66 holder.

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Flight Operations

Flight Crew licensing

How to obtain a Flight Crew Licence?

Civil Aviation Department grants Maldivian Flight Crew Licence (FCL) based on a foreign Flight Crew Licence issued by an ICAO Contracting State. For the issuance of the Maldivian FCL, the following criteria shall be met:

  1. The requirements under Air Safety Circular OPS 04 ( ASC OPS 04),
  2. A valid Maldivian Medical Certificate, and
  3. A pass in Maldivian Air Law examination for flight crew.

CAD will verify the foreign FCLs submitted by communicating with the issuing State before starting the licensing process. Therefore you may submit a copy of your foreign licence for verification before you apply for the issue of FCL. Upon holding a valid foreign FCL with the above mentioned requirements you may obtain a Maldivian FCL upon application.

Find below the three different categories of FCLs and application forms:

  • Student Pilot Permit Form No CAD/OPS/02
  • Commercial Pilot Licence (CPL) Form No CAD/OPS/05
  • Airline Transport Pilot Licence (ATPL) Form No CAD/OPS/06

The charges for Flight Crew Licences are listed below. No foreign currencies will be accepted for the payments. Recommend all applicants to bring the exact amount of cash to avoid inconvenience as CAD may be unable to change to give the balance.
Once all the requirements are fully met, CAD will issue the FCL within 3 working days

Table 1: Flight Crew Licence Charges

Type Charges
Issue of Private Pilot Licence MRF 500 / Year
Renewal of Private Pilot Licence MRF 300 / Year
Issue of Commercial Pilot Licence MRF 1000 / Year
Renewal Commercial Pilot Licence MRF 750 / Year
Issue of Airline Transport Pilot Licence MRF 1500 / Year
Renewal of Airline Transport Pilot Licence MRF 1000 / Year
Inclusion of Rating MRF 500

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How to renew a Flight Crew Licence?

Upon submitting the Application for renewal of Flight Crew Licence with the documents mentioned in the Application for renewal of Flight Crew Licence CAD will renew the FCL within a working day

How to get a Maldivian Medical Certificate?

CAD Approved Medical Examiners (AME) will issue the Maldivian Medical Certificates. Find below the Approved Medical Examiners.

Table 2: Approved Medical Examiners

Name AME No. Hospital/Clinic
Dr. Ali Shahid Mohamed AME 004 NSS Medical Services
Dr. Ismail Rasheed AME 005 Central Clinic / IGMH
Dr. Mauroof Hussain AME 006 IGMH
Dr, Dhunya Thaufeeq AME 007 Central Clinic

Dr, RJC Pandian

AME 008 ADK Hospital

AMEs will also issue Maldivian Medical Certificates based on foreign medical certificates and any limitations or condition including the validity will be complied with. Foreign States whose Medical Certificates may be accepted are:

  • Australia
  • Canada
  • European Union Member (ECAC) Countries
  • Malaysia
  • Nepal
  • New Zealand
  • Sri Lanka
  • Singapore
  • United States

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How to participate in Maldivian Air Law examination for Flight Crew?

Upon receiving a written request by letter or by an e-mail to CAD will schedule the exam and inform you the date and time for the exam.
The examination will be held at Civil Aviation Department, (7 th Floor P.A Complex, Hilaalee Magu, Male' 20307). All candidates are required to bring their National Identity Card (for foreigners passport is acceptable) and the Air Law examination Fee MRF 500 (foreign currencies will not be accepted) when attending the examination.
CAD will issue the examination result sheet to all candidates within a working day. The pass mark for the Flight Crew Air Law examination is 70%. Candidates who fail will be eligible for a reset in a period of time as per the table below

Table 3: Resit Eligibility

Attempt Eligibility
First 1 Week
Second 30 Days
Third 90 Days
Fourth 6 Months

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16/11/2015:MCAR-1 16/11/2015:MCAR-11 16/11/2015Approved Examiners
2013-01, Twin Otter, 8Q-TMK, Accident Report
20/04/2015 NPRM No:2015-05 updated
01/01/2015MCAR Air Operation
01/01/2015MCAR AirCrew