Frequently Asked Questions

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

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.

To obtain an Air Transport Sales Agency Approval (ATSAA), you must submit an application form (CAA/ATS/03 - Application for Approval as an Air Transport Sales Agent) along with the mandatory supporting documents to the Civil Aviation Authority (CAA). Mandatory Supporting Documents:

• Copy of the certificate of business registration

• Copy of the memorandum and articles of association of the company

• Copy of the agreement between your company and the air carrier

• Copy of the letter of appointment from the air carrier

• Copy of relevant training certificates (Passenger and/or Cargo related), issued by the carrier or a recognized institute/organization

• Copy of IATA approval certificate (if registered with IATA)

• Copy of travel agency certificate of registration (if registered as a travel agency)

Applicants must submit hard copies of the complete application set via the CAA office counter. Currently, applications are only accepted in person at the CAA office.

Applicants must have adequate office/business premises to operate an ATSA. The premises must meet the following requirements:

• Exterior signage displaying the business name and air carrier

• Interior signage displaying the business name and air carrier

• Proper seating arrangements for customers (for GSA(Pax)/PSA)

• Adequate floor space for ticketing/sales operations

• Air carrier’s logo or identification board/canvas inside the office/premises

The CAA will conduct an inspection of the office/premises as part of the application review process to ensure they are adequate for operating an ATSA.

If the application and office/business premises are complete and satisfactory, approval will be granted within 10 working days from the date of application submission.
If there are any deficiencies, the applicant will be given time to correct them. If corrections are not made within the given timeframe, the application will be rejected.

A one-time processing fee of 100 USD (or equivalent in MVR) is charged at submission.
A monthly fee of 100 USD (or equivalent in MVR) is payable every month (before 10th day of each calendar month) for all approved ATSAs.

The ATSA fee can also be paid annually.

If the monthly fee is not paid by the 10th day of each calendar month, the approval will be suspended. If dues are not paid by the end of the month, the approval will be revoked.
Late payments will be accepted with a fine of MVR 1000.

For detailed legal requirements, refer to Air Transport Circular AT 02/07 (Rules governing air transportation sales in the Maldives) available on the CAA website.

• Name and full address of aircraft operating agency

• Aircraft type

• Aircraft nationality and registration marks

• Aircraft call-sign
• Name of commander (optional)

• Number of crew and passengers

• General description of goods carried if any.

• Purpose of flight

• Schedule route(s), date(s), timing(s) of operations

IP – International private (for tourism purpose) (medivac flights)
IT- Technical Stop (i.e., flights for fuel stop/crew rest/calibration flights)
IF- International Ferry

The patient details (i.e., the name of the patient, the hospital name and the name of the personnel accompanying the patient) shall be submitted along with the application.

Direct Flights are not permitted between Israel and Maldives (vice versa). Aircrafts with ICAO registration (4X) are not allowed to fly in and out of the Maldives.  

• Name and full address of aircraft operating agency

• Name and full address of owner

• Name and full address of charterer(s)

• Aircraft type

• Aircraft nationality and registration marks

• Capacity / configuration of aircraft

• Aircraft call-sign

• Category of flight(s)

• Schedule route(s), date(s), timing(s) of operations

• Passenger tariff/charterers' inclusive tour minimum price payable cargo rates

• Copy of the certificate(s) of registrations, Airworthiness, and noise certificate

• Copy of declaration of competency

• Copy of insurance certificate(s) and policy covering third party liability

• Name and address of representative in Male’ if any

• Airline Security Manual

• Name and full address of aircraft operating agency

• Full billing address (Including Telephone No, Fax No and E-mail address)

• Aircraft type

• Aircraft nationality and registration marks.

• Aircraft call-sign

• Name of commander

• Number of crew and passengers

• General description of goods carried if any.

• Purpose of flight

• Schedule route(s), date(s), timing(s) of operations

Foreign State aircraft intending to land at or overfly Maldives are to obtain diplomatic clearance for such landings or over flights from the Ministry of Foreign Affairs.

No

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

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.

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.

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.

Yes

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.

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

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.

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.

Old authorisations would not be converted to MCAR-66 licence

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

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

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.

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.

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.

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.

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

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

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.

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

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.

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

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.

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.

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

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.

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.

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.

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.

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.

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.

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.

No.

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.

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

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 reservedThis 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.

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

Refer ELGD 2007 section I4.2 .

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.

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 .

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

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.

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 .

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.

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.

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;

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.

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)

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

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.

The 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

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.

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.

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.

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.

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.

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

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.

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.

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.

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.

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

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)

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.

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.

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.

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.

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

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.

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.

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

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.

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 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.

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

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.

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.

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

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

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

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

Table 2: Approved Medical Examiners

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

Upon receiving a written request by letter or by an e-mail to [email protected] 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