EASA Part-M

EASA Part-M

Manual No.: BCT-0142 For Training Purpose Only Rev. 1: Sep 09, 2019
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Table of Contents
Table of Contents ............................................................................................................................................................................................................................. ii

ANNEX I (PART-M)............................................................................................................................................................................................................................ 1

GENERAL .......................................................................................................................................................................................................................................... 1

M.1 ............................................................................................................................................................................................................................................... 1

AMC M.1 ...................................................................................................................................................................................................................................... 2

SECTION A — TECHNICAL REQUIREMENTS...................................................................................................................................................................................... 3

SUBPART A — GENERAL............................................................................................................................................................................................................... 3

M.A.101 Scope ............................................................................................................................................................................................................................. 3

SUBPART B — ACCOUNTABILITY...................................................................................................................................................................................................... 4

M.A.201 Responsibilities.............................................................................................................................................................................................................. 4

GM M.A.201 Responsibilities ....................................................................................................................................................................................................... 8

GM M.A.201(e) Responsibilities .................................................................................................................................................................................................. 9

AMC M.A.201(e)(2) Responsibilities ............................................................................................................................................................................................ 9

GM M.A.201(f) Commercial ATO ................................................................................................................................................................................................. 9

GM M.A.201(i), M.A.302(h) and M.A.901(l) ................................................................................................................................................................................ 9

GM M.A.201(i) Aircraft maintenance programme .................................................................................................................................................................... 12

AMC M.A.201(i)(3) Responsibilities ........................................................................................................................................................................................... 12

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M.A.202 Occurrence reporting .................................................................................................................................................................................................. 13

AMC M.A.202(a) Occurrence reporting ..................................................................................................................................................................................... 14

AMC M.A.202(b) Occurrence reporting ..................................................................................................................................................................................... 14

SUBPART C — CONTINUING AIRWORTHINESS .............................................................................................................................................................................. 16

M.A.301 Continuing airworthiness tasks ................................................................................................................................................................................... 16

AMC M.A.301(1) Continuing airworthiness tasks ...................................................................................................................................................................... 17

AMC M.A.301(2) Continuing airworthiness tasks ...................................................................................................................................................................... 18

AMC M.A.301(3) Continuing airworthiness tasks ...................................................................................................................................................................... 19

AMC M.A.301(4) Continuing airworthiness tasks ...................................................................................................................................................................... 20

AMC M.A.301(5) Continuing Airworthiness Tasks ..................................................................................................................................................................... 20

AMC M.A.301(7) Continuing airworthiness tasks ...................................................................................................................................................................... 20

M.A.302 Aircraft Maintenance Programme .............................................................................................................................................................................. 20

AMC M.A.302 Aircraft maintenance programme ...................................................................................................................................................................... 27

GM M.A.302(a) Aircraft Maintenance Programme ................................................................................................................................................................... 28

AMC M.A.302(d) Aircraft maintenance programme ................................................................................................................................................................. 29

AMC M.A.302(e) Aircraft maintenance programme ................................................................................................................................................................. 31

AMC M.A.302(f) Aircraft maintenance programme .................................................................................................................................................................. 35

AMC M.A.302(h) Aircraft maintenance programme ................................................................................................................................................................. 36

GM M.A.302(h) Aircraft maintenance programme ................................................................................................................................................................... 37

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AMC M.A.302(i) Aircraft maintenance programme .................................................................................................................................................................. 40

M.A.303 Airworthiness directives .............................................................................................................................................................................................. 54

M.A.304 Data for modifications and repairs ............................................................................................................................................................................. 54

AMC M.A.304 Data for modifications and repairs ..................................................................................................................................................................... 55

M.A.305 Aircraft continuing airworthiness record system ........................................................................................................................................................ 55

AMC M.A.305(d) Aircraft continuing airworthiness record system .......................................................................................................................................... 58

AMC M.A.305(d)(4) and M.A.305(h) Aircraft continuing airworthiness record system ............................................................................................................ 59

AMC M.A.305(h) Aircraft continuing airworthiness record system .......................................................................................................................................... 60

AMC M.A.305(h)6 Aircraft continuing airworthiness record system ........................................................................................................................................ 61

M.A.306 Aircraft technical log system ....................................................................................................................................................................................... 61

AMC M.A.306(a) Aircraft technical log system .......................................................................................................................................................................... 62

AMC M.A.306(b) Aircraft technical log system .......................................................................................................................................................................... 65

M.A.307 Transfer of aircraft continuing airworthiness records ................................................................................................................................................ 65

AMC M.A.307(a) Transfer of aircraft continuing airworthiness records ................................................................................................................................... 66

SUBPART D — MAINTENANCE STANDARDS .................................................................................................................................................................................. 67

M.A.401 Maintenance data ....................................................................................................................................................................................................... 67

AMC M.A.401(b) Maintenance data .......................................................................................................................................................................................... 67

AMC M.A.401(c) Maintenance data .......................................................................................................................................................................................... 68

M.A.402 Performance of maintenance ..................................................................................................................................................................................... 69

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AMC M.A.402(a) Performance of maintenance ........................................................................................................................................................................ 70

GM M.A.402(a) Performance of maintenance .......................................................................................................................................................................... 71

AMC M.A.402(c) Performance of maintenance......................................................................................................................................................................... 71

AMC M.A.402(d) Performance of maintenance ........................................................................................................................................................................ 71

AMC M.A.402(e) Performance of maintenance ........................................................................................................................................................................ 72

AMC M.A.402(f) Performance of maintenance ......................................................................................................................................................................... 73

AMC M.A.402(g) Performance of maintenance ........................................................................................................................................................................ 73

AMC1 M.A.402(h) Performance of maintenance ...................................................................................................................................................................... 74

AMC2 M.A.402(h) Performance of maintenance ...................................................................................................................................................................... 74

GM M.A.402(h) Performance of maintenance .......................................................................................................................................................................... 77

M.A.403 Aircraft defects ............................................................................................................................................................................................................ 78

AMC M.A.403(b) Aircraft defects............................................................................................................................................................................................... 78

AMC M.A.403(d) Aircraft defects............................................................................................................................................................................................... 79

SUBPART E — COMPONENTS ........................................................................................................................................................................................................ 80

M.A.501 Classification and installation ...................................................................................................................................................................................... 80

AMC1 M.A.501(a)(1) Classification and installation .................................................................................................................................................................. 81

GM1 M.A.501(a)(2) Classification and installation .................................................................................................................................................................... 82

AMC1 M.A.501(a)(3) Classification and installation .................................................................................................................................................................. 83

AMC1 M.A.501(a)(4) Classification and installation .................................................................................................................................................................. 83

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AMC2 M.A.501(a)(4) Classification and installation .................................................................................................................................................................. 84

AMC M.A.501(a)(5) Classification and installation .................................................................................................................................................................... 85

GM1 M.A.501(b) Classification and installation ........................................................................................................................................................................ 86

GM2 M.A.501(b) Classification and installation ........................................................................................................................................................................ 87

M.A.502 Component maintenance............................................................................................................................................................................................ 87

AMC M.A.502 Component maintenance ................................................................................................................................................................................... 89

AMC M.A.502(b) and (c) Component maintenance .................................................................................................................................................................. 89

AMC M.A.502(d) Component maintenance .............................................................................................................................................................................. 89

M.A.503 Service life limited components .................................................................................................................................................................................. 90

M.A.504 Segregation of components ........................................................................................................................................................................................ 90

AMC1 M.A.504 Segregation of components ............................................................................................................................................................................. 90

GM1 M.A.504 Segregation of components ............................................................................................................................................................................... 91

SUBPART F — MAINTENANCE ORGANISATION ............................................................................................................................................................................. 93

M.A.601 Scope ........................................................................................................................................................................................................................... 93

M.A.602 Application .................................................................................................................................................................................................................. 93

AMC M.A.602 Application.......................................................................................................................................................................................................... 93

M.A.603 Extent of approval ....................................................................................................................................................................................................... 93

AMC M.A.603(a) Extent of Approval.......................................................................................................................................................................................... 94

AMC M.A.603(c) Extent of approval .......................................................................................................................................................................................... 95

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M.A.604 Maintenance organisation manual ............................................................................................................................................................................. 97

AMC M.A.604 Maintenance organisation manual .................................................................................................................................................................... 98

M.A.605 Facilities ....................................................................................................................................................................................................................... 98

AMC M.A.605(a) Facilities .......................................................................................................................................................................................................... 99

AMC M.A.605(b) Facilities........................................................................................................................................................................................................ 100

AMC M.A.605(c) Facilities ........................................................................................................................................................................................................ 100

M.A.606 Personnel requirements ............................................................................................................................................................................................ 101

AMC M.A.606(a) Personnel requirements............................................................................................................................................................................... 103

AMC M.A.606(b) Personnel requirements .............................................................................................................................................................................. 103

AMC M.A.606(c) Personnel requirements ............................................................................................................................................................................... 104

AMC M.A.606(d) Personnel requirements .............................................................................................................................................................................. 105

AMC M.A.606(e) Personnel requirements............................................................................................................................................................................... 105

AMC M.A.606(f) Personnel requirements ............................................................................................................................................................................... 106

AMC M.A.606(h)(2) Personnel requirements .......................................................................................................................................................................... 107

M.A.607 Certifying staff and airworthiness review staff ......................................................................................................................................................... 108

AMC M.A.607 Certifying staff and airworthiness review staff ................................................................................................................................................ 109

AMC M.A.607(c) Certifying staff and airworthiness review staff ............................................................................................................................................ 110

M.A.608 Components, equipment and tools .......................................................................................................................................................................... 111

AMC M.A.608(a) Components, equipment and tools ............................................................................................................................................................. 112

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AMC M.A.608(b) Components, equipment and tools ............................................................................................................................................................. 112

M.A.609 Maintenance data ..................................................................................................................................................................................................... 113

AMC M.A.609 Maintenance Data ............................................................................................................................................................................................ 113

M.A.610 Maintenance work orders ......................................................................................................................................................................................... 113

AMC M.A.610 Maintenance work orders ................................................................................................................................................................................ 113

M.A.611 Maintenance standards ............................................................................................................................................................................................ 114

M.A.612 Aircraft certificate of release to service .................................................................................................................................................................... 114

M.A.613 Component certificate of release to service ............................................................................................................................................................. 114

AMC M.A.613(a) Component certificate of release to service ED Decision 2015/029/R ........................................................................................................ 114

M.A.614 Maintenance and airworthiness review records ...................................................................................................................................................... 122

AMC M.A.614(a) Maintenance and airworthiness review records ......................................................................................................................................... 122

AMC M.A.614(c) Maintenance and airworthiness review records.......................................................................................................................................... 123

M.A.615 Privileges of the organisation .................................................................................................................................................................................... 123

GM M.A.615 Privileges of the organisation ............................................................................................................................................................................. 124

GM M.A.615(a) Privileges of the organisation......................................................................................................................................................................... 125

AMC M.A.615(b) Privileges of the organisation ...................................................................................................................................................................... 125

M.A.616 Organisational review ............................................................................................................................................................................................... 126

AMC M.A.616 Organisational review....................................................................................................................................................................................... 126

M.A.617 Changes to the approved maintenance organisation ............................................................................................................................................... 127

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AMC M.A.617 Changes to the approved maintenance organisation ...................................................................................................................................... 128

M.A.618 Continued validity of approval .................................................................................................................................................................................. 128

M.A.619 Findings ..................................................................................................................................................................................................................... 128

SUBPART G — CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION........................................................................................................................ 130

M.A.701 Scope ......................................................................................................................................................................................................................... 130

M.A.702 Application ................................................................................................................................................................................................................ 130

AMC M.A.702 Application........................................................................................................................................................................................................ 130

M.A.703 Extent of approval ..................................................................................................................................................................................................... 130

M.A.704 Continuing airworthiness management exposition .................................................................................................................................................. 131

AMC1 M.A.704 Continuing airworthiness management exposition ....................................................................................................................................... 132

AMC2 M.A.704 Continuing airworthiness management exposition ....................................................................................................................................... 133

AMC M.A.704(a)(2) Continuing airworthiness management exposition ................................................................................................................................ 135

M.A.705 Facilities ..................................................................................................................................................................................................................... 136

AMC M.A.705 Facilities ............................................................................................................................................................................................................ 137

M.A.706 Personnel requirements ............................................................................................................................................................................................ 137

AMC M.A.706 Personnel requirements ................................................................................................................................................................................... 138

AMC M.A.706(a) Personnel requirements............................................................................................................................................................................... 140

AMC M.A.706(e) Personnel requirements............................................................................................................................................................................... 141

AMC M.A.706(f) Personnel requirements ............................................................................................................................................................................... 141

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AMC M.A.706(i) Personnel requirements................................................................................................................................................................................ 141

AMC M.A.706(k) Personnel requirements ............................................................................................................................................................................... 141

M.A.707 Airworthiness review staff ........................................................................................................................................................................................ 142

AMC M.A.707(a) Airworthiness review staff ........................................................................................................................................................................... 143

AMC M.A.707(a)(1) Airworthiness review staff ....................................................................................................................................................................... 145

AMC M.A.707(a)(2) Airworthiness review staff ....................................................................................................................................................................... 146

AMC M.A.707(b) Airworthiness review staff ........................................................................................................................................................................... 147

AMC M.A.707(c) Airworthiness review staff ........................................................................................................................................................................... 147

AMC M.A.707(e) Airworthiness review staff ........................................................................................................................................................................... 148

M.A.708 Continuing airworthiness management .................................................................................................................................................................... 149

GM M.A.708 Continuing airworthiness management ............................................................................................................................................................. 150

AMC M.A.708(b)3 Continuing Airworthiness Management .................................................................................................................................................... 151

GM M.A.708(b)(4) Continuing airworthiness management .................................................................................................................................................... 151

AMC1 M.A.708(c) Continuing airworthiness management ED Decision 2016/011/R ............................................................................................................. 151

AMC2 M.A.708(c) Continuing airworthiness management ..................................................................................................................................................... 152

GM M.A.708(c) Continuing airworthiness management ......................................................................................................................................................... 153

AMC M.A.708(d) Continuing airworthiness management ...................................................................................................................................................... 154

M.A.709 Documentation ......................................................................................................................................................................................................... 154

AMC M.A.709 Documentation ................................................................................................................................................................................................. 155

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GM M.A.709 Documentation................................................................................................................................................................................................... 156

M.A.710 Airworthiness review ................................................................................................................................................................................................ 156

GM M.A.710 Airworthiness review.......................................................................................................................................................................................... 159

AMC M.A.710(a) Airworthiness review ................................................................................................................................................................................... 160

AMC M.A.710(b) and (c) Airworthiness review ....................................................................................................................................................................... 161

AMC M.A.710(d) Airworthiness review ................................................................................................................................................................................... 162

AMC M.A.710(e) Airworthiness review ................................................................................................................................................................................... 163

AMC M.A.710(ga) Airworthiness review.................................................................................................................................................................................. 163

GM M.A.710(h) Airworthiness review ..................................................................................................................................................................................... 164

M.A.711 Privileges of the organisation .................................................................................................................................................................................... 164

AMC M.A.711(a)(3) Privileges of the organisation .................................................................................................................................................................. 165

AMC M.A.711(b) Privileges of the organisation ...................................................................................................................................................................... 167

AMC M.A.711(c) Privileges of the organisation ....................................................................................................................................................................... 168

M.A.712 Quality system ........................................................................................................................................................................................................... 168

AMC M.A.712(a) Quality system .............................................................................................................................................................................................. 169

AMC M.A.712(b) Quality System ............................................................................................................................................................................................. 170

AMC M.A.712(f) Quality system .............................................................................................................................................................................................. 171

M.A.713 Changes to the approved continuing airworthiness organisation ............................................................................................................................ 172

AMC M.A.713 Changes to the approved continuing airworthiness organisation ................................................................................................................... 173

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M.A.714 Record-keeping ......................................................................................................................................................................................................... 173

AMC M.A.714 Record-keeping................................................................................................................................................................................................. 174

M.A.715 Continued validity of approval .................................................................................................................................................................................. 175

M.A.716 Findings ..................................................................................................................................................................................................................... 175

SUBPART H — CERTIFICATE OF RELEASE TO SERVICE — CRS ...................................................................................................................................................... 177

M.A.801 Aircraft certificate of release to service .................................................................................................................................................................... 177

AMC M.A.801 Aircraft certificate of release to service after embodiment of a Standard Change or a Standard Repair (SC/SR) .......................................... 179

AMC M.A.801(b) Aircraft certificate of release to service ....................................................................................................................................................... 185

AMC M.A.801(d) Aircraft certificate of release to service ....................................................................................................................................................... 185

AMC M.A.801(f) Aircraft certificate of release to service........................................................................................................................................................ 186

AMC M.A.801(g) Aircraft certificate of release to service ....................................................................................................................................................... 187

AMC M.A.801(h) Aircraft certificate of release to service ....................................................................................................................................................... 187

M.A.802 Component certificate of release to service ............................................................................................................................................................. 188

AMC M.A.802 Component certificate of release to service .................................................................................................................................................... 188

M.A.803 Pilot-owner authorisation ......................................................................................................................................................................................... 188

AMC M.A.803 Pilot-owner authorisation ................................................................................................................................................................................ 189

SUBPART I — AIRWORTHINESS REVIEW CERTIFICATE ................................................................................................................................................................. 191

M.A.901 Aircraft airworthiness review .................................................................................................................................................................................... 191

AMC M.A.901 Aircraft airworthiness review ........................................................................................................................................................................... 196

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AMC M.A.901(a) Aircraft airworthiness review ....................................................................................................................................................................... 196

AMC M.A.901(b) Aircraft airworthiness review....................................................................................................................................................................... 196

AMC M.A.901(c)2, (e)2 and (f) Aircraft airworthiness review ED Decision 2015/029/R ......................................................................................................... 196

AMC M.A.901(d) and (g) Aircraft airworthiness review .......................................................................................................................................................... 197

AMC M.A.901(g) Aircraft airworthiness review ....................................................................................................................................................................... 200

AMC M.A.901(j) Aircraft airworthiness review ........................................................................................................................................................................ 200

AMC M.A.901(l)1 Aircraft airworthiness review ...................................................................................................................................................................... 201

GM M.A.901(l)5 Aircraft airworthiness review........................................................................................................................................................................ 201

GM M.A.901(l)7 Aircraft airworthiness review........................................................................................................................................................................ 202

M.A.902 Validity of the airworthiness review certificate ........................................................................................................................................................ 202

M.A.903 Transfer of aircraft registration within the EU .......................................................................................................................................................... 203

AMC M.A.903(a)1 Transfer of aircraft registration within the EU ........................................................................................................................................... 203

AMC M.A.903(b) Transfer of aircraft registration within the EU............................................................................................................................................. 203

M.A.904 Airworthiness review of aircraft imported into the EU ............................................................................................................................................ 203

AMC M.A.904(a)1 Airworthiness reviews of aircraft imported into the EU ............................................................................................................................ 204

AMC M.A.904(a)2 Airworthiness reviews of aircraft imported into the EU ............................................................................................................................ 204

AMC M.A.904(b) Airworthiness review of aircraft imported into the EU ............................................................................................................................... 206

M.A.905 Findings ..................................................................................................................................................................................................................... 208

SECTION B — PROCEDURE FOR COMPETENT AUTHORITIES ....................................................................................................................................................... 209

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SUBPART A — GENERAL........................................................................................................................................................................................................... 209

M.B.101 Scope ......................................................................................................................................................................................................................... 209

M.B.102 Competent authority ................................................................................................................................................................................................. 209

AMC M.B.102(a) Competent authority — General ................................................................................................................................................................. 210

AMC1 M.B.102(c) Competent authority — Qualification and training ................................................................................................................................... 210

AMC2 M.B.102(c) Competent authority — Qualification and training ................................................................................................................................... 212

AMC M.B.102(d) Competent authority organisation — Procedures....................................................................................................................................... 212

M.B.104 Record-keeping ......................................................................................................................................................................................................... 213

AMC M.B.104(a) Record-keeping ............................................................................................................................................................................................ 214

AMC M.B.104(f) Record-keeping ............................................................................................................................................................................................. 215

M.B.105 Mutual exchange of information .............................................................................................................................................................................. 215

AMC M.B.105(a) Mutual exchange of information ................................................................................................................................................................. 215

SUBPART B — ACCOUNTABILITY.................................................................................................................................................................................................. 217

M.B.201 Responsibilities .......................................................................................................................................................................................................... 217

SUBPART C — CONTINUING AIRWORTHINESS ............................................................................................................................................................................ 218

M.B.301 Maintenance programme ......................................................................................................................................................................................... 218

AMC M.B.301(a) Maintenance programme ............................................................................................................................................................................ 218

AMC M.B.301(b) Maintenance programme ............................................................................................................................................................................ 218

AMC M.B.301(c) Maintenance Programme ............................................................................................................................................................................. 220

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AMC M.B.301(d) Maintenance programme ............................................................................................................................................................................ 221

M.B.302 Exemptions ................................................................................................................................................................................................................ 221

M.B.303 Aircraft continuing airworthiness monitoring ........................................................................................................................................................... 221

AMC1 M.B.303(a) Aircraft continuing airworthiness monitoring (ACAM) .............................................................................................................................. 222

AMC2 M.B.303(a) Aircraft continuing airworthiness monitoring (ACAM) .............................................................................................................................. 223

GM M.B.303(a) Aircraft continuing airworthiness monitoring (ACAM) ED Decision 2016/011/R .......................................................................................... 223

AMC1 M.B.303(b) Aircraft continuing airworthiness monitoring ........................................................................................................................................... 224

AMC2 M.B.303(b) Aircraft continuing airworthiness monitoring ........................................................................................................................................... 225

AMC3 M.B.303(b) Aircraft continuing airworthiness monitoring ........................................................................................................................................... 225

GM M.B.303(b) Aircraft continuing airworthiness monitoring ............................................................................................................................................... 226

AMC M.B.303(d) Aircraft continuing airworthiness monitoring (ACAM) ................................................................................................................................ 227

M.B.304 Revocation and suspension ....................................................................................................................................................................................... 227

SUBPART D MAINTENANCE STANDARDS ..................................................................................................................................................................................... 228

SUBPART E COMPONENTS ........................................................................................................................................................................................................... 229

SUBPART F — MAINTENANCE ORGANISATION ........................................................................................................................................................................... 230

M.B.601 Application................................................................................................................................................................................................................. 230

M.B.602 Initial Approval .......................................................................................................................................................................................................... 230

AMC M.B.602(a) Initial approval.............................................................................................................................................................................................. 231

AMC M.B.602(b) Initial approval ............................................................................................................................................................................................. 231

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AMC M.B.602(c) Initial approval .............................................................................................................................................................................................. 231

AMC M.B.602(e) Initial approval.............................................................................................................................................................................................. 232

AMC M.B.602(f) Initial approval .............................................................................................................................................................................................. 232

AMC M.B.602(g) Initial approval.............................................................................................................................................................................................. 232

M.B.603 Issue of approval ....................................................................................................................................................................................................... 233

AMC M.B.603(a) Issue of approval .......................................................................................................................................................................................... 233

AMC M.B.603(c) Issue of approval........................................................................................................................................................................................... 234

M.B.604 Continuing oversight ................................................................................................................................................................................................. 235

AMC M.B.604(b) Continuing oversight .................................................................................................................................................................................... 235

M.B.605 Findings...................................................................................................................................................................................................................... 236

AMC M.B.605(a)(1) Findings .................................................................................................................................................................................................... 237

M.B.606 Changes ..................................................................................................................................................................................................................... 237

AMC M.B.606 Changes............................................................................................................................................................................................................. 237

M.B.607 Revocation, suspension and limitation of an approval Regulation (EU) No 1321/2014 ........................................................................................... 238

SUBPART G — CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION........................................................................................................................ 239

M.B.701 Application................................................................................................................................................................................................................. 239

AMC M.B.701(a) Application ................................................................................................................................................................................................... 239

M.B.702 Initial approval ........................................................................................................................................................................................................... 240

AMC M.B.702(a) Initial approval.............................................................................................................................................................................................. 241

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AMC M.B.702(b) Initial approval ............................................................................................................................................................................................. 241

AMC M.B.702(c) Initial approval .............................................................................................................................................................................................. 241

AMC M.B.702(e) Initial approval.............................................................................................................................................................................................. 242

AMC M.B.702(f) Initial approval .............................................................................................................................................................................................. 243

AMC M.B.702(g) Initial approval.............................................................................................................................................................................................. 243

M.B.703 Issue of approval ....................................................................................................................................................................................................... 243

AMC M.B.703 Issue of approval............................................................................................................................................................................................... 243

AMC M.B.703(a) Issue of approval .......................................................................................................................................................................................... 246

AMC M.B.703(c) Issue of approval........................................................................................................................................................................................... 246

M.B.704 Continuing oversight ................................................................................................................................................................................................. 246

AMC M.B.704(b) Continuing oversight .................................................................................................................................................................................... 247

M.B.705 Findings...................................................................................................................................................................................................................... 248

AMC M.B.705(a)(1) Findings .................................................................................................................................................................................................... 249

M.B.706 Changes ..................................................................................................................................................................................................................... 249

AMC M.B.706 Changes............................................................................................................................................................................................................. 250

M.B.707 Revocation, suspension and limitation of an approval ............................................................................................................................................. 250

SUBPART H CERTIFICATE OF RELEASE TO SERVICE — CRS........................................................................................................................................................... 252

SUBPART I — AIRWORTHINESS REVIEW CERTIFICATE ................................................................................................................................................................. 253

M.B.901 Assessment of recommendations ............................................................................................................................................................................. 253

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AMC M.B.901 Assessment of recommendations .................................................................................................................................................................... 253

M.B.902 Airworthiness review by the competent authority ................................................................................................................................................... 254

AMC M.B.902(b) Airworthiness review by the competent authority...................................................................................................................................... 255

AMC M.B.902(b)(1) Airworthiness review by the competent authority ................................................................................................................................. 256

AMC M.B.902(b)(2) Airworthiness review by the competent authority ................................................................................................................................. 257

AMC M.B.902(c) Airworthiness review by the competent authority ...................................................................................................................................... 257

M.B.903 Findings...................................................................................................................................................................................................................... 258

APPENDICES TO ANNEX I (PART-M) ............................................................................................................................................................................................. 259

Appendix I — Continuing airworthiness management contract ............................................................................................................................................. 259

GM to Appendix I — Continuing airworthiness management contract ED Decision 2016/011/R .......................................................................................... 263

Appendix II — Authorised Release Certificate — EASA Form 1 Regulation (EU) 2015/1088 ...................................................................................................... 264

AMC to Appendix II to Part-M — Use of the EASA Form 1 for maintenance ED Decision 2015/029/R .................................................................................. 274

GM to Appendix II to Part-M — Use of the EASA Form 1 for maintenance ............................................................................................................................ 278

Appendix III — Airworthiness Review Certificate — EASA Form 15 ............................................................................................................................................ 280

Appendix IV — Class and Ratings System to be used for the Approval of Maintenance Organisations referred to in Annex I (Part-M) Subpart F and Annex II
(Part-145) ................................................................................................................................................................................................................................. 283

Appendix V — Maintenance organisation approval referred to in annex I (Part-M) Subpart F .................................................................................................. 288

AMC to Appendix V to Part-M — Maintenance Organisation Approval referred to in Annex I (Part-M) Subpart F ............................................................... 290

Appendix VI — Continuing airworthiness management organisation approval referred to in annex I (Part-M) Subpart G ...................................................... 291

AMC to Appendix VI to Part-M — Continuing Airworthiness Management Organisation Approval referred to in Annex I (Part-M) Subpart G ................... 293
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Appendix VII — Complex Maintenance Tasks ............................................................................................................................................................................. 294

AMC to Appendix VII — Complex Maintenance Tasks ............................................................................................................................................................ 296

Appendix VIII — Limited Pilot-owner maintenance .................................................................................................................................................................... 297

AMC to Appendix VIII — Limited Pilot Owner Maintenance ................................................................................................................................................... 299

APPENDICES TO AMCS AND GM TO ANNEX I (PART-M) .............................................................................................................................................................. 313

Appendix I to AMC M.A.302 and AMC M.B.301(b) — Content of the maintenance programme........................................................................................... 313

Appendix II to AMC M.A.711(a)(3) — Sub-contracting of continuing airworthiness management tasks ............................................................................... 331

Appendix III to GM M.B.303(b) — KEY RISK ELEMENTS .............................................................................................................................................................. 341

Appendix IV to AMC M.A.604 — Maintenance organisation manual ED Decision 2015/029/R ................................................................................................. 368

Appendix V to AMC M.A.704 — Continuing airworthiness management exposition ................................................................................................................. 378

Appendix VI to AMC M.B.602(f) — EASA Form 6F ....................................................................................................................................................................... 406

Appendix VII to AMC M.B.702(f) — EASA Form 13...................................................................................................................................................................... 412

Appendix VIII to AMC M.A.616 — Organisational Review ........................................................................................................................................................... 419

Appendix IX to AMC M.A.602 and AMC M.A.702 — EASA Form 2 .......................................................................................................................................... 425

Appendix X to AMC M.B.602(a) and AMC M.B.702(a) — EASA Form 4 .................................................................................................................................. 428

Appendix XI to AMC M.A.708(c) — Contracted maintenance ................................................................................................................................................. 429

Appendix XII to AMC M.A.706(f) and AMC1 M.B.102(c) — Fuel Tank Safety training ............................................................................................................ 438

Appendix XIII to AMC M.A.712(f) — Organisational review .................................................................................................................................................... 445

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ANNEX I (PART-M)
GENERAL
M.1
For the purpose of this Part, the competent authority shall be:

1. for the oversight of the continuing airworthiness of individual aircraft and the issue of airworthiness review
certificates the authority designated by the Member State of registry;

2. for the oversight of a maintenance organisation as specified in Section A, Subpart F of this Annex (Part-M):

i. the authority designated by the Member State where that organisation's principle place of business is
located;

ii. the Agency if the organisation is located in a third country;

3. for the oversight of a continuing airworthiness management organisation as specified in Section A, Subpart G of
this Annex (Part-M):

i. the authority designated by the Member State where that organisation's principle place of business is
located if the approval is not included in an air operator's certificate;

ii. the authority designated by the Member State of the operator if the approval is included in an air operator's
certificate;

iii. the Agency if the organisation is located in a third country;

4. for the approval of maintenance programmes,

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 EASA Part-M
i. the authority designated by the Member State of registry; or

ii. if agreed with the Member State of registry prior to the approval of the maintenance programme:

a) the authority designated by the State where the operator has its principal place of business or is
established or residing; or

b) the authority responsible for the oversight of the continuing airworthiness management organisation
managing the continuing airworthiness of the aircraft, or with which a limited contract in accordance
with M.A.201(i)(3) has been made by the owner.

AMC M.1
A competent authority may be a ministry, a national aviation authority or any aviation body designated by the Member
State and located within that Member State. A Member State may designate more than one competent authority to
cover different areas of responsibility, as long as the designation decision contains a list of the competencies of each
authority and there is only one competent authority responsible for each given area of responsibility.

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SECTION A — TECHNICAL REQUIREMENTS
SUBPART A — GENERAL

M.A.101 Scope
This Section establishes the measures to be taken to ensure that airworthiness is maintained, including maintenance. It
also specifies the conditions to be met by the persons or organisations involved in such continuing airworthiness
management.

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SUBPART B — ACCOUNTABILITY
M.A.201 Responsibilities
a) The owner is responsible for the continuing airworthiness of an aircraft and shall ensure that no flight takes place
unless:

1. the aircraft is maintained in an airworthy condition, and;

2. any operational and emergency equipment fitted is correctly installed and serviceable or clearly identified as
unserviceable, and;

3. the airworthiness certificate remains valid, and;

4. the maintenance of aircraft is performed in accordance with the maintenance programme as specified in point
M.A.302.

b) When the aircraft is leased, the responsibilities of the owner are transferred to the lessee if:

1. the lessee is stipulated on the registration document; or

2. detailed in the leasing contract.

When reference is made in this Part to the ‘owner’, the term owner covers the owner or the lessee, as applicable.

c) Any person or organisation performing maintenance shall be responsible for the tasks performed.

d) The pilot-in-command or, in the case of air carriers licenced in accordance with Regulation (EC) No 1008/2008, the
operator shall be responsible for the satisfactory accomplishment of the pre-flight inspection. This inspection must
be carried out by the pilot or another qualified person but need not be carried out by an approved maintenance
organisation or by Part-66 certifying staff.
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e) In the case of aircraft used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, the operator is
responsible for the continuing airworthiness of the aircraft it operates and shall:

1) ensure that no flight takes place unless the conditions defined in point (a) are met;

2) be approved, as part of its air operator certificate, as a continuing airworthiness management organisation
pursuant to M.A. Subpart G (CAMO) for the aircraft it operates; and

3) be approved in accordance with Part-145 or establish a contract in accordance with M.A.708(c) with such
organisation.

f) For complex motor-powered aircraft used for commercial specialised operations, or CAT other than those by air
carriers licenced in accordance with Regulation (EC) No 1008/2008, or commercial ATOs, the operator shall ensure
that:

1) no flight takes place unless the conditions defined in paragraph (a) are met;

2) the tasks associated with continuing airworthiness are performed by an approved CAMO. When the operator is
not CAMO approved itself then the operator shall establish a written contract in accordance with Appendix I
with such an organisation, and

3) the CAMO referred to in (2) is approved in accordance with Part-145 for the maintenance of the aircraft and
components for installation thereon, or it has established a contract in accordance with M.A.708(c) with such
organisations.

g) For complex motor-powered aircraft not included in point (e) or point (f), the owner shall ensure that:

1) no flight takes place unless the conditions defined in paragraph (a) are met;

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 EASA Part-M
2) the tasks associated with continuing airworthiness are performed by an approved CAMO. When the owner is
not CAMO approved itself then the owner shall establish a written contract in accordance with Appendix I with
such an organisation, and

3) the CAMO referred to in (2) is approved in accordance with Part-145 for the maintenance of the aircraft and
components for installation thereon, or it has established a contract in accordance with M.A.708(c) with such
organisations.

h) For other than complex motor-powered aircraft, used for commercial specialised operations, or CAT other than those
by licenced air carriers in accordance with Regulation (EC) No 1008/2008, or commercial ATOs, the operator shall
ensure that:

1) no flight takes place unless the conditions defined in point (a) are met;

2) the tasks associated with continuing airworthiness are performed by an approved CAMO. When the operator is
not CAMO approved itself then the operator shall establish a written contract in accordance with Appendix I
with such an organisation, and

3) the CAMO referred to in point (2) is approved in accordance with Part-M Subpart F or Part-145 for the
maintenance of the aircraft and components for installation thereon, or it has established a contract in
accordance with M.A.708(c) with such organisations.

i) For other than complex motor-powered aircraft not included in point (e) or (h), or used for ‘limited operations’, the
owner is responsible for ensuring that no flight takes place unless the conditions defined in point (a) are met. To that
end, the owner shall:

1) contract the tasks associated with continuing airworthiness to an approved CAMO though a written contract
in accordance with Appendix I, which will transfer the responsibility for the accomplishment of these tasks to
the contracted CAMO, or;
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 EASA Part-M
2) manage the continuing airworthiness of the aircraft under its own responsibility, without contracting an
approved CAMO, or;

3) manage the continuing airworthiness of the aircraft under its own responsibility and establish a limited
contract for the development of the maintenance programme and for processing its approval in accordance
with point M.A.302 with:

− an approved CAMO, or

− in the case of ELA2 aircraft, a Part-145 or M.A. Subpart F maintenance organisation.

This limited contract transfers the responsibility for the development and, except in the case where a
declaration is issued by the owner in accordance with M.A.302(h), processing the approval of the
maintenance programme to the contracted organisation.

j) The owner/operator shall ensure that any person authorised by the competent authority is granted access to any of
its facilities, aircraft or documents related to its activities, including any subcontracted activities, to determine
compliance with this Part.

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GM M.A.201 Responsibilities
Quick summary table

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 EASA Part-M
GM M.A.201(e) Responsibilities
The performance of ground de-icing and anti-icing activities does not require a Part-145 maintenance organisation
approval. Nevertheless, inspections required to detect and, when necessary, remove deicing and/or anti-icing fluid
residues are considered maintenance. Such inspections may only be carried out by suitably authorised personnel.

AMC M.A.201(e)(2) Responsibilities

1. An air carrier licensed in accordance with Regulation (EC) No 1008/2008 only needs to hold a CAMO approval as part
of its air operator certificate (AOC) for the management of the continuing airworthiness of the aircraft listed on its
AOC. The approval to carry out airworthiness reviews is optional.

2. Part-M does not provide for CAMOs to be independently approved to perform continuing airworthiness
management tasks on behalf of air carriers licensed in accordance with Regulation (EC) No 1008/2008. The approval
of such activity is vested in the (AOC).

3. The operator is ultimately responsible and, therefore, accountable for the airworthiness of its aircraft.

GM M.A.201(f) Commercial ATO

’Commercial ATO’ refers to ‘training organisation(s)’, as meant in Article 10a of Regulation (EU) No 1178/2011, which
operate aircraft for commercial purposes in order to provide Part-FCL training courses.

GM M.A.201(i), M.A.302(h) and M.A.901(l)

Maintenance programme development and approval (for private aircraft other than complex motorpowered aircraft*)

* This means aircraft for which M.A.201(e), (f), (g), and (h) do not apply.

The following table provides a summary of the provisions contained in M.A.201(i), AMC M.A.201(i)(3), and GM
M.A.201(i)(3):
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Maintenance programme content and airworthiness review (for all aircraft)

The following table provides a summary of the provisions contained in M.A.302 and AMC M.A.901 in relation to the
content of the maintenance programme, its approval and its link with the airworthiness review:

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GM M.A.201(i) Aircraft maintenance programme
If an owner decides not to make a contract in accordance with M.A.201(i), the owner is fully responsible for the proper
accomplishment of the corresponding tasks. As a consequence, it is recommended that the owner properly self-
assesses his/her own competence to accomplish them or otherwise seeks the proper expertise.

AMC M.A.201(i)(3) Responsibilities

The limited contract for the development and, when applicable, processing of the approval of the aircraft maintenance
programme should cover the responsibilities related to M.A.302(d), M.A.302(e) and M.A.302(g).

In the case of ELA1 aircraft not involved in commercial operations, the limited contract between the owner and the
CAMO/maintenance organisation should cover the following aspects:

− Whether the maintenance programme will be based on the ‘Minimum Inspection Programme’ described in
M.A.302(i);

− The obligation for the CAMO/maintenance organisation to develop and propose to the owner a maintenance
programme which:

− identifies the owner and the specific aircraft, engine, and propeller (as applicable);

− includes all mandatory maintenance information and any additional tasks derived from the evaluation of the
recommendations issued by the Design Approval Holder;

− does not go below the requirements of the Minimum Inspection Programme; and

− is customised to the particular aircraft type, configuration and operation, in accordance with M.A.302(h)3.

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− Whether the maintenance programme is going to be approved by the competent authority or the owner is going
to issue a declaration for the maintenance programme.

− In the case of approval by the competent authority, whether indirect approval by the CAMO is permitted or not.

− In the case of declaration by the owner, a statement in the contract making clear that the owner assumes full
responsibility for any deviations introduced to the maintenance programme proposed by the
CAMO/maintenance organisation.

M.A.202 Occurrence reporting

a) Any person or organisation responsible in accordance with point M.A.201 shall report to the competent authority
designated by the State of Registry, the organisation responsible for the type design or supplemental type design
and, if applicable, the Member State of operator, any identified condition of an aircraft or component which
endangers flight safety.

b) Reports shall be made in a manner established by the Agency and contain all pertinent information about the
condition known to the person or organisation.

c) Where the person or organisation maintaining the aircraft is contracted by an owner or an operator to carry out
maintenance, the person or the organisation maintaining the aircraft shall also report to the owner, the operator or
the continuing airworthiness management organisation any such condition affecting the owner's or the operator's
aircraft or component.

d) Reports shall be made as soon as practicable, but in any case within 72 hours of the person or organisation
identifying the condition to which the report relates.

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AMC M.A.202(a) Occurrence reporting
Accountable persons or organisations should ensure that the type certificate (TC) holder receives adequate reports of
occurrences for that aircraft type, to enable it to issue appropriate service instructions and recommendations to all
owners or operators.

Liaison with the TC holder is recommended to establish whether published or proposed service information will resolve
the problem or to obtain a solution to a particular problem.

An approved continuing airworthiness management or maintenance organisation should assign responsibility for co-
ordinating action on airworthiness occurrences and for initiating any necessary further investigation and follow-up
activity to a suitably qualified person with clearly defined authority and status.

In respect of maintenance, reporting a condition which endangers flight safety is normally limited to:

− serious cracks, permanent deformation, burning or serious corrosion of structure found during scheduled
maintenance of the aircraft or component.

− failure of any emergency system during scheduled testing.

AMC M.A.202(b) Occurrence reporting

The reports may be transmitted by any method, i.e. electronically, by post or by facsimile.

Each report should contain at least the following information:

− reporter or organisation’s name and approval reference if applicable,

− information necessary to identify the subject aircraft and/or component,

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 EASA Part-M
− date and time relative to any life or overhaul limitation in terms of flying hours/cycles/landings etc., as
appropriate,

− details of the occurrence.

AMC 20-8 General Acceptable Means of Compliance for Airworthiness of Products, Parts and Appliances provides
further guidance on occurrence reporting.

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 EASA Part-M
SUBPART C — CONTINUING AIRWORTHINESS
M.A.301 Continuing airworthiness tasks
The aircraft continuing airworthiness and the serviceability of both operational and emergency equipment shall be
ensured by:

1. the accomplishment of pre-flight inspections;

2. the rectification in accordance with data specified in point M.A.304 and/or point M.A.401, as applicable, of any defect
and damage affecting safe operation taking into account, the minimum equipment list (MEL) and configuration
deviation list, when applicable;

3. the accomplishment of all maintenance, in accordance with the M.A.302 aircraft maintenance programme;

4. for all complex motor-powered aircraft or aircraft used by licenced air carriers in accordance with Regulation (EC) No
1008/2008, the analysis of the effectiveness of the M.A.302 approved maintenance programme;

5. the accomplishment of any applicable:

(i) airworthiness directive;

(ii) operational directive with a continuing airworthiness impact;

(iii) continued airworthiness requirement established by the Agency;

(iv) measures mandated by the competent authority in immediate reaction to a safety problem;

6. the accomplishment of modifications and repairs in accordance with point M.A.304;

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 EASA Part-M
7. for non-mandatory modifications and/or inspections, for all complex motor-powered aircraft or aircraft used by
licenced air carriers in accordance with Regulation (EC) No 1008/2008, the establishment of an embodiment policy;

8. maintenance check flights when necessary.

AMC M.A.301(1) Continuing airworthiness tasks

1. With regard to the pre-flight inspection it is intended to mean all of the actions necessary to ensure that the aircraft is
fit to make the intended flight. These should typically include but are not necessarily limited to:

a) a walk-around type inspection of the aircraft and its emergency equipment for condition including, in particular,
any obvious signs of wear, damage or leakage. In addition, the presence of all required equipment including
emergency equipment should be established.

b) an inspection of the aircraft continuing airworthiness record system or the operators technical log as applicable to
ensure that the intended flight is not adversely affected by any outstanding deferred defects and that no required
maintenance action shown in the maintenance statement is overdue or will become due during the flight.

c) a control that consumable fluids, gases etc. uplifted prior to flight are of the correct specification, free from
contamination, and correctly recorded.

d) a control that all doors are securely fastened.

e) a control that control surface and landing gear locks, pitot/static covers, restraint devices and engine/aperture
blanks have been removed.

f) a control that all the aircraft’s external surfaces and engines are free from ice, snow, sand, dust etc. and an
assessment to confirm that, as the result of meteorological conditions and de-icing/anti-icing fluids having been
previously applied on it, there are no fluid residues that could endanger flight safety. Alternatively to this pre-
flight assessment, when the type of aircraft and nature of operations allow for it, the build-up of residues may be
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 EASA Part-M
controlled through scheduled maintenance inspections/cleanings identified in the approved maintenance
programme.

2. Tasks such as oil and hydraulic fluid uplift and tyre inflation may be considered as part of the pre-flight inspection.
The related pre-flight inspection instructions should address the procedures to determine where the necessary uplift
or inflation results from an abnormal consumption and possibly requires additional maintenance action by the
approved maintenance organisation or certifying staff as appropriate.

3. In the case of air carriers licensed in accordance with Regulation (EC) No 1008/2008, the CAMO should publish
guidance to maintenance and flight personnel and any other personnel performing pre-flight inspection tasks, as
appropriate, defining responsibilities for these actions and, where tasks are contracted to other organisations, how
their accomplishment is subject to the quality system of M.A.712. It should be demonstrated to the competent
authority that preflight inspection personnel have received appropriate training for the relevant pre-flight inspection
tasks. The training standard for personnel performing the pre-flight inspection should be described in the continuing
airworthiness management exposition.

AMC M.A.301(2) Continuing airworthiness tasks

1. The operator should have a system to ensure that all defects affecting the safe operation of the aircraft are rectified
within the limits prescribed by the approved minimum equipment list (MEL), configuration deviation list (CDL) or
maintenance data, as appropriate. Also that such defect rectification cannot be postponed unless agreed by the
operator and in accordance with a procedure approved by the competent authority.

2. When deferring or carrying forward a defect rectification, the cumulative effect of a number of deferred or carried
forward defects on a given aircraft and any restrictions contained in the MEL should be considered. Whenever
possible, deferred defect rectification should be made known to the pilot/flight crew prior to their arrival at the
aircraft.

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3. In the case of aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008 and of complex
motor-powered aircraft, a system of assessment should be in operation to support the continuing airworthiness of
an aircraft and to provide a continuous analysis of the effectiveness of the CAMO defect control system in use.

The system should provide for:

a) significant incidents and defects: monitor incidents and defects that have occurred in flight and defects found
during maintenance and overhaul, highlighting any that appear significant in their own right.

b) repetitive incidents and defects: monitor on a continuous basis defects occurring in flight and defects found
during maintenance and overhaul, highlighting any that are repetitive.

c) deferred and carried forward defects: Monitor on a continuous basis deferred and carried forward defects.
Deferred defects are defined as those defects reported in operational service which are deferred for later
rectification. Carried forward defects are defined as those defects arising during maintenance which are carried
forward for rectification at a later maintenance input.

d) unscheduled removals and system performance: analyse unscheduled component removals and the performance
of aircraft systems for use as part of the maintenance programme efficiency.

AMC M.A.301(3) Continuing airworthiness tasks

The owner or CAMO as applicable should have a system to ensure that all aircraft maintenance checks are performed
within the limits prescribed by the approved aircraft maintenance programme and that, whenever a maintenance check
cannot be performed within the required time limit, its postponement is allowed in accordance with a procedure
agreed by the appropriate competent authority.

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AMC M.A.301(4) Continuing airworthiness tasks
The CAMO managing the continuing airworthiness of the aircraft should have a system to analyse the effectiveness of
the maintenance programme, with regard to spares, established defects, malfunctions and damage, and to amend the
maintenance programme accordingly.

AMC M.A.301(5) Continuing Airworthiness Tasks

Operational directives with a continuing airworthiness impact include operating rules such as extended twin-engine
operations (ETOPS) / long range operations (LROPS), reduced vertical separation minima (RVSM), MNPS, all weather
operations (AWOPS), RNAV, etc.

Any other continued airworthiness requirement made mandatory by the Agency includes TC related requirements such
as: certification maintenance requirements (CMR), certification life limited parts, airworthiness limitations contained in
CS-25 Book 1, Appendix H, paragraph H25.4, fuel tank system airworthiness limitations including Critical Design
Configuration Control Limitations (CDCCL) etc.

AMC M.A.301(7) Continuing airworthiness tasks

The CAMO managing the continuing airworthiness of the aircraft should establish and work according to a policy, which
assesses non mandatory information related to the airworthiness of the aircraft. Non mandatory information such as
service bulletins, service letters and other information that is produced for the aircraft and its components by an
approved design organisation, the manufacturer, the competent authority or the Agency.

M.A.302 Aircraft Maintenance Programme

a) Maintenance of each aircraft shall be organised in accordance with an aircraft maintenance programme.

b) The aircraft maintenance programme and any subsequent amendments shall be approved by the competent
authority.

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 EASA Part-M
c) When the continuing airworthiness of the aircraft is managed by a continuing airworthiness management
organisation approved in accordance with Section A, Subpart G of this Annex (Part-M) or when there is a limited
contract between the owner and this organisation in accordance with point M.A.201(i)(3), the aircraft maintenance
programme and its amendments may be approved through an indirect approval procedure.

i. In that case, the indirect approval procedure shall be established by the continuing airworthiness
management organisation as part of the Continuing Airworthiness Management Exposition and shall be
approved by the competent authority responsible for that continuing airworthiness management
organisation.

ii. The continuing airworthiness management organisation shall not use the indirect approval procedure when
this organisation is not under the oversight of the Member State of Registry, unless an agreement exists in
accordance with point M.1, paragraph 4(ii), transferring the responsibility for the approval of the aircraft
maintenance programme to the competent authority responsible for the continuing airworthiness
management organisation.

d) The aircraft maintenance programme must establish compliance with:

i. instructions issued by the competent authority;

ii. instructions for continuing airworthiness:

− issued by the holders of the type-certificate, restricted type-certificate, supplemental type-certificate,

major repair design approval, ETSO authorisation or any other relevant approval issued under
Regulation (EU) No 748/2012 and its Annex I (Part-21), and

− included in the certification specifications referred to in point 21A.90B or 21A.431B of Annex I (Part-21)
to Regulation (EU) No 748/2012, if applicable;

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iii. additional or alternative instructions proposed by the owner or the continuing airworthiness management
organisation once approved in accordance with point M.A.302, except for intervals of safety related tasks
referred in point (e), which may be escalated, subject to sufficient reviews carried out in accordance with point
(g) and only when subject to direct approval in accordance with point M.A.302(b).

e) The aircraft maintenance programme shall contain details, including frequency, of all maintenance to be carried out,
including any specific tasks linked to the type and the specificity of operations.

f) For complex motor-powered aircraft, when the maintenance programme is based on maintenance steering group
logic or on condition monitoring, the aircraft maintenance programme shall include a reliability programme.

g) The aircraft maintenance programme shall be subject to periodic reviews and amended accordingly when necessary.
These reviews shall ensure that the programme continues to be valid in light of the operating experience and
instructions from the competent authority whilst taking into account new and/or modified maintenance instructions
promulgated by the type certificate and supplementary type certificate holders and any other organisation that
publishes such data in accordance with Annex I (Part-21) to Regulation (EU) No 748/2012.

h) In the case of ELA1 aircraft not involved in commercial operations, compliance with points (b), (c), (d), (e), and (g) may
be replaced by compliance with all the following conditions:

1. The aircraft maintenance programme shall clearly identify the owner and the specific aircraft to which it refers,
including any installed engine and propeller.

2. The aircraft maintenance programme shall either:

− comply with the ‘Minimum Inspection Programme’, contained in point (i), corresponding to the particular
aircraft, or

− comply with points (d) and (e).

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The maintenance programme shall not be less restrictive than the ‘Minimum Inspection Programme’.

3. The aircraft maintenance programme shall include all the mandatory continuing airworthiness requirements,
such as repetitive Airworthiness Directives, the Airworthiness Limitation Section (ALS) of the Instructions for
Continued Airworthiness (ICA) or specific maintenance requirements contained in the Type Certificate Data Sheet
(TCDS).

In addition, the aircraft maintenance programme shall identify any additional maintenance tasks to be performed
because of the specific aircraft type, aircraft configuration and type and specificity of operation. The following
elements shall be taken into consideration as a minimum:

− Specific installed equipment and modifications of the aircraft.

− Repairs incorporated in the aircraft.

− Life Limited components and flight safety critical components.

− Maintenance recommendations, such as Time Between Overhaul (TBO) intervals, recommended through
service bulletins, service letters, and other non-mandatory service information.

− Applicable operational directives/requirements related to the periodic inspection of certain equipment.

− Special operational approvals.

− Use of the aircraft and operational environment.

− Pilot-owner maintenance (if applicable).

4. If the maintenance programme is not approved by the competent authority (directly or by the M.A. Subpart G
organisation via an indirect approval procedure), the aircraft maintenance programme shall contain a signed

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statement where the owner declares that this is the aircraft maintenance programme for the particular aircraft
registration and he/she declares to be fully responsible for its content and, in particular, for any deviations
introduced as regards the Design Approval Holder recommendations.

5. The aircraft maintenance programme shall be reviewed at least annually. This review of the maintenance
programme shall be performed either:

− by the person who performs the airworthiness review of the aircraft in accordance with point M.A.710(ga), or

− by the M.A. Subpart G organisation managing the continuing airworthiness of the aircraft in those cases where
the review of the maintenance programme is not performed in conjunction with an airworthiness review.

If the review shows discrepancies on the aircraft linked to deficiencies in the content of the maintenance
programme, the person performing the review shall inform the competent authority of the Member State of
registry and the owner shall amend the maintenance programme as agreed with such competent authority.

i. In the case of ELA1 aircraft other than airships, not involved in commercial operations, the ‘Minimum Inspection
Programme’ referred to in point (h) shall comply with the following conditions:

1. It shall contain the following inspection intervals:

− For ELA1 aeroplanes and ELA1 Touring Motor Gliders (TMG), every annual or 100 h interval, whichever comes
first. A tolerance of 1 month or 10 h may be applied to that interval as long as the next interval is calculated
from the date or hours originally scheduled.

− For ELA1 sailplanes, ELA1 powered sailplanes other than TMG and ELA1 balloons, every annual interval. A
tolerance of 1 month may be applied to that interval as long as the next interval is calculated from the date
originally scheduled.

2. It shall contain the following:

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− Servicing tasks as required by the Design Approval Holder's requirements.

− Inspection of markings.

− Review of weighing records and weighing in accordance with Commission Regulation (EU) No 965/20121,
point NCO.POL.105.

− Operational test of transponder (if existing).

− Operational test of the pitot-static system.

− In the case of ELA1 aeroplanes:

− Operational checks for power and rpm, magnetos, fuel and oil pressure, engine temperatures.

− For engines equipped with automated engine control, the published run-up procedure.

− For dry-sump engines, engines with turbochargers and liquid-cooled engines, an operational check for
signs of disturbed fluid circulation.

− Inspection of the condition and attachment of the structural items, systems and components corresponding to
the following areas:

− For ELA1 aeroplanes:

− Airframe

− Cabin and cockpit

− Landing gear

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− Wing and centre section

− Flight controls

− Empennage

− Avionics and electrics

− Powerplant

− Clutches and gearboxes

− Propeller

− Miscellaneous systems such as the ballistic rescue system

− For ELA1 sailplanes and ELA1 powered sailplanes:

− Airframe

− Cabin and cockpit

− Landing gear

− Wing and centre section

− Empennage

− Avionics and electrics

− Powerplant (when applicable)

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− Miscellaneous systems such as removable ballast, drag chute and controls, and water ballast system

− For ELA1 hot-air balloons:

− Envelop

− Burner

− Basket

− Fuel containers

− Equipment and instruments

− For ELA1 gas balloons:

− Envelope

− Basket

− Equipment and instruments

Until such time as this Regulation specifies a ‘Minimum Inspection Programme’ for airships, their maintenance
programme shall comply with points (d) and (e).

AMC M.A.302 Aircraft maintenance programme

NOTE: This AMC is not applicable to those ELA1 aircraft not involved in commercial operations for which the owner has
elected to apply the provisions of M.A.302(h). For those cases, refer to AMC M.A.302(h).

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1. The term ‘maintenance programme’ is intended to include scheduled maintenance tasks the associated procedures
and standard maintenance practises. The term ‘maintenance schedule’ is intended to embrace the scheduled
maintenance tasks alone.

2. The aircraft should only be maintained to one approved maintenance programme at a given point in time. Where an
owner or operator wishes to change from one approved programme to other, a transfer check or inspection may
need to be performed in order to implement the change.

3. The maintenance programme details should be reviewed at least annually. As a minimum revisions of documents
affecting the programme basis need to be considered by the owner or operator for inclusion in the maintenance
programme during the annual review. Applicable mandatory requirements for compliance with Part-21 should be
incorporated into the aircraft maintenance programme as soon as possible.

4. The aircraft maintenance programme should contain a preface which will define the maintenance programme
contents, the inspection standards to be applied, permitted variations to task frequencies and, where applicable, any
procedure to manage the evolution of established check or inspection intervals.

5. Repetitive maintenance tasks derived from modifications and repairs should be incorporated into the approved
maintenance programme.

6. Appendix I to AMC M.A.302 provides detailed information on the contents of an approved aircraft maintenance
programme.

GM M.A.302(a) Aircraft Maintenance Programme

A maintenance programme may indicate that it applies to several aircraft registrations as long as the maintenance
programme clearly identifies the effectivity of the tasks and procedures that are not applicable to all of the listed
registrations.

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AMC M.A.302(d) Aircraft maintenance programme
1. An aircraft maintenance programme should normally be based upon the maintenance review board (MRB) report
where applicable, the maintenance planning document (MPD), the relevant chapters of the maintenance manual or
any other maintenance data containing information on scheduling. Furthermore, an aircraft maintenance
programme should also take into account any maintenance data containing information on scheduling for
components.

2. Instructions issued by the competent authority can encompass all types of instructions from a specific task for a
particular aircraft to complete recommended maintenance schedules for certain aircraft types that can be used by
the owner/operator directly. These instructions may be issued by the competent authority in the following cases:

− in the absence of specific recommendations of the Type Certificate Holder.

− to provide alternate instructions to those described in the subparagraph 1 above, with the objective of providing
flexibility to the operator.

3. Where an aircraft type has been subjected to the MRB report process, an operator should normally develop the initial
aircraft maintenance programme based upon the MRB report.

4. Where an aircraft is maintained in accordance with an aircraft maintenance programme based upon the MRB report
process, any associated programme for the continuous surveillance of the reliability, or health monitoring of the
aircraft should be considered as part of the aircraft maintenance programme.

5. Aircraft maintenance programmes for aircraft types subjected to the MRB report process should contain
identification cross reference to the MRB report tasks such that it is always possible to relate such tasks to the current
approved aircraft maintenance programme. This does not prevent the approved aircraft maintenance programme
from being developed in the light of service experience to beyond the MRB report recommendations but will show
the relationship to such recommendations.
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6. Some approved aircraft maintenance programmes, not developed from the MRB process, utilise reliability
programmes. Such reliability programmes should be considered as a part of the approved maintenance programme.

7. Alternate and/or additional instructions to those defined in paragraphs M.A.302(d)(i) and (ii), proposed by the owner
or the operator, may include but are not limited to the following:

− Escalation of the interval for certain tasks based on reliability data or other supporting information. Appendix I to
AMC M.A.302 and M.B.301(b) recommends that the maintenance programme contains the corresponding
escalation procedures. The escalation of these tasks is directly approved by the competent authority, except in
the case of ALIs (Airworthiness Limitations), which are approved by the Agency.

− More restrictive intervals than those proposed by the TC holder as a result of the reliability data or because of a
more stringent operational environment.

− Additional tasks at the discretion of the operator

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AMC M.A.302(e) Aircraft maintenance programme
Except for complex motor-powered aircraft, the aircraft maintenance programme may take the format of the following
standard template:

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AMC M.A.302(f) Aircraft maintenance programme

1. Reliability programmes should be developed for aircraft maintenance programmes based upon maintenance
steering group (MSG) logic or those that include condition monitored components or that do not contain overhaul
time periods for all significant system components.

2. Reliability programmes need not be developed for aircraft not considered complex motorpowered aircraft or that
contain overhaul time periods for all significant aircraft system components.

3. The purpose of a reliability programme is to ensure that the aircraft maintenance programme tasks are effective and
their periodicity is adequate.

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4. The reliability programme may result in the escalation or deletion of a maintenance task, as well as the de-escalation
or addition of a maintenance task

5. A reliability programme provides an appropriate means of monitoring the effectiveness of the maintenance
programme.

6. Appendix I to AMC M.A.302 and M.B.301(d) gives further guidance.

AMC M.A.302(h) Aircraft maintenance programme

NOTE: This AMC is applicable to those ELA1 aircraft not involved in commercial operations for which the owner has
elected to apply the provisions of M.A.302(h).

1. The aircraft should only be maintained according to one maintenance programme at a given point in time. Where an
owner wishes to change from one programme to another because of a change in the type of operation, a transfer
check or inspection may need to be performed to implement the change.

2. The maintenance programme may take the format of the standard template provided in AMC M.A.302(e).

3. During the annual review of the maintenance programme, the following should be taken into consideration:

− The results of the maintenance performed during that year, which may reveal that the current maintenance
programme is not adequate.

− The results of the airworthiness review performed on the aircraft, which may reveal that the current maintenance
programme is not adequate.

− Revisions introduced in the documents affecting the programme basis, such as the M.A.302(i) ‘Minimum
Inspection Programme’ or the Design Approval Holder data.

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− Applicable mandatory requirements for compliance with Part-21, such as Airworthiness Directives, Airworthiness
Limitations, Certification Maintenance Requirements and specific maintenance requirements contained in the
TCDS.

4. For the purpose of reviewing the results of the maintenance performed during that year, the airworthiness review
staff should request the owner/CAMO to provide the records of all the maintenance performed during that year,
including unscheduled maintenance.

5. When reviewing the results of the maintenance performed during that year and the results of the airworthiness
review, attention should be paid as to whether the defects found may have been prevented by introducing in the
maintenance programme certain recommendations from the Design Approval Holder which were initially
disregarded by the owner.

GM M.A.302(h) Aircraft maintenance programme

Responsibilities associated to maintenance programmes developed in accordance with M.A.302(h):

− If the owner has contracted an organisation in accordance with M.A.201(i)(1) or M.A.201(i)(3) (whether it covers the
full continuing airworthiness management or it is just for the development of the maintenance programme), this
organisation is responsible for developing and proposing to the owner a maintenance programme which:

− indicates whether the maintenance programme is based on the ‘Minimum Inspection Programme’ described in
M.A.302(i);

− identifies the owner and the specific aircraft, engine, and propeller (as applicable);

− includes all mandatory maintenance information and any additional tasks derived from the assessment of the
recommendations issued by the Design Approval Holder;

− justifies any deviations from the recommendations issued by the Design Approval Holder;
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− does not go below the requirements of the Minimum Inspection Programme; and

− is customised to the particular aircraft type, configuration and operation, in accordance with paragraph
M.A.302(h)3.

If the maintenance programme is going to be approved by the competent authority, such competent authority is
responsible for evaluating the justifications provided in relation to deviations from the recommendations issued by the
Design Approval Holder.

However, when issuing a declaration for the maintenance programme, the owner assumes full responsibility for any
deviations introduced to the maintenance programme proposed by the contracted organisation. The organisation
which developed the maintenance programme is not responsible for such deviations. These deviations do not need to
be justified by the owner.

− If the owner has not contracted an organisation in accordance with M.A.201(i)(2) and has decided to develop the
maintenance programme himself/herself, when issuing a declaration for the maintenance programme, the owner
assumes full responsibility for its content, including any deviations introduced to the recommendations issued by
the Design Approval Holder. In this case, these deviations do not need to be justified. However, the maintenance
programme still needs to comply with the requirements contained in M.A.302(h), in particular with the obligation to
not go below the requirements of the ‘Minimum Inspection Programme’ and to comply with the mandatory
continuing airworthiness information.

If the maintenance programme is going to be approved by the competent authority, the owner needs to provide to
such competent authority the justification for the deviations from the Design Approval Holder recommendations.

− The content of the declared (by the owner) maintenance programme cannot be initially challenged either by the
competent authority, the contracted CAMO, or the contracted maintenance organisation. This declared maintenance
programme is the basis for adequate planning of maintenance as well as for the airworthiness reviews and the

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content of the Aircraft Continuing Airworthiness Monitoring (ACAM) inspections in accordance with M.B.303.
Nevertheless, the maintenance programme will be subject to periodic reviews at the occasion of the airworthiness
review and the competent authority shall be notified in case of discrepancies linked to deficiencies in the content of
the maintenance programme, as described in M.A.302(h)5, M.A.710(ga), M.A.710(h), M.A.901(l)5, and M.A.901(l)7. The
owner shall amend the maintenance programme accordingly as required by M.A.302(h)5.

− When the competent authority is notified of deficiencies linked to the content of the declared maintenance
programme for a particular aircraft, the competent authority should contact the owner, request a copy of the
maintenance programme (if it was declared) and use the information received for the adequate planning of the
ACAM programme. Based on the reported deficiencies and the risks identified, the competent authority will adapt
the ACAM programme accordingly. This notification will also allow that the competent authority agrees on the
changes required to the maintenance programme as required by M.A.302(h)5.

− Although there is no requirement for the owner to send a copy of the declared maintenance programme to the
competent authority, this does not prevent the competent authority from requesting a copy to the owner at any
time, even if deficiencies have not been reported.

− Since the maintenance programme has to identify the deviations introduced to the recommendations issued by the
Design Approval Holder, the airworthiness reviews and ACAM inspections should place emphasis on the inspection
of those areas affected by those deviations in order to make sure that the maintenance programme is effective.

− Since the competent authority is not responsible for the content of a declared maintenance programme, the
competent authority cannot authorise deviations from its content. In such case, the owner can always declare an
amended maintenance programme.

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AMC M.A.302(i) Aircraft maintenance programme
This AMC contains an acceptable ‘Minimum Inspection Programme’ for the following categories of ELA1 aircraft not
involved in commercial operations:

− ELA1 aeroplanes;

− ELA1 sailplanes and ELA1 powered sailplanes; and

− ELA1 hot-air balloons.

Although this AMC does not contain an acceptable ‘Minimum Inspection Programme’ for gas balloons, the use of a
‘Minimum Inspection Programme’ is still possible as long as it complies with the requirements established in M.A.302(i).

The ‘Minimum Inspection Programmes’ defined in this AMC already comply with the requirements established in
M.A.302(i) and may be used in order to define the basic information for the maintenance programme as required by
M.A.302(h)2. However, the maintenance programme must be customised as required by M.A.302(h)3, which may be
done by using the standard template contained in AMC M.A.302(e).

It must be noted that using the ‘1-month’ tolerance permitted by M.A.302(i)1 for the annual inspection may result in an
expired ARC.

Minimum Inspection Programme for ELA1 aeroplanes not involved in commercial operations

To be performed every annual/100 h interval, whichever comes first.

A tolerance of one month or 10 h may be applied. However, the next interval shall be calculated from the date/hours
originally scheduled (without the tolerance).

Note 1: Use the manufacturer’s maintenance manual to accomplish each task/inspection.

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Note 2: Proper operation of backup or secondary systems and components should be included for every instance where
a check is performed for improper installation/operation.

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Minimum Inspection Programme for ELA1 sailplanes and ELA1 powered sailplanes not involved in commercial
operations

To be performed:

− every annual/100 h interval (for Touring Motor Gliders (TMG)), whichever comes first; or

− every annual interval (for other than TMGs).

A tolerance of one month or 10 h, as applicable, may be applied. However, the next interval shall be calculated from the
date/hours originally scheduled (without the tolerance).

Note 1: Use the manufacturer’s maintenance manual to accomplish each task/inspection.

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Note 2: In the case of TMGs, it is acceptable to control the hours of use of the aircraft, engine and propeller as separate
entities. Any maintenance check to be done between two consecutive annual/100 h inspections may be performed
separately on the aircraft, engine and propeller depending on when each element reaches the corresponding hours.
However, at the time of the annual/100 h inspection, all the elements must be covered.

Note 3: Proper operation of backup or secondary systems and components should be included for every instance where
a check is performed for improper installation/operation.

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Minimum Inspection Programme for ELA1 hot-air balloons not involved in commercial operations

To be performed every annual interval.

A tolerance of one month may be applied. However, the next interval shall be calculated from the date originally
scheduled (without the tolerance).

Note 1: Use the manufacturer’s maintenance manual to accomplish each task/inspection.

Note 2: Proper operation of backup or secondary systems and components should be included for every instance where
a check is performed for improper installation/operation.

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M.A.303 Airworthiness directives

Any applicable airworthiness directive must be carried out within the requirements of that airworthiness directive,
unless otherwise specified by the Agency.

M.A.304 Data for modifications and repairs

Damage shall be assessed and modifications and repairs carried out using as appropriate:

a) data approved by the Agency; or

b) data approved by a Part-21 design organisation; or

c) data contained in the certification specifications referred to in point 21A.90B or 21A.431B of Annex I (Part-21) to
Regulation (EU) No 748/2012.

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AMC M.A.304 Data for modifications and repairs
A person or organisation repairing an aircraft or component should assess the damage against published approved
repair data and the action to be taken if the damage is beyond the limits or outside the scope of such data. This could
involve any one or more of the following options; repair by replacement of damaged parts, requesting technical
support from the type certificate holder or from an organisation approved in accordance with Part-21 and finally
Agency approval of the particular repair data.

M.A.305 Aircraft continuing airworthiness record system

a) At the completion of any maintenance, the certificate of release to service required by point M.A.801 or point
145.A.50 shall be entered in the aircraft continuing airworthiness records. Each entry shall be made as soon as
practicable but in no case more than 30 days after the day of the maintenance action.

b) The aircraft continuing airworthiness records shall consist of:

1. an aircraft logbook, engine logbook(s) or engine module log cards, propeller logbook(s) and log cards for any
service life limited component as appropriate, and,

2. when required in point M.A.306, the operator's technical log.

c) The aircraft type and registration mark, the date, together with total flight time and/or flight cycles and/or landings,
as appropriate, shall be entered in the aircraft logbooks.

d) The aircraft continuing airworthiness records shall contain the current:

1. status of airworthiness directives and measures mandated by the competent authority in immediate reaction to a
safety problem;

2. status of modifications and repairs;

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3. status of compliance with maintenance programme;

4. status of service life limited components;

5. mass and balance report;

6. list of deferred maintenance.

e) In addition to the authorised release document, EASA Form 1 or equivalent, the following information relevant to
any component installed (engine, propeller, engine module or service life-limited component) shall be entered in the
appropriate engine or propeller logbook, engine module or service life limited component log card:

1. identification of the component; and

2. the type, serial number and registration, as appropriate, of the aircraft, engine, propeller, engine module or
service life-limited component to which the particular component has been fitted, along with the reference to the
installation and removal of the component; and

3. the date together with the component's accumulated total flight time and/or flight cycles and/or landings and/or
calendar time, as appropriate; and

4. the current point (d) information applicable to the component.

f) The person responsible for the management of continuing airworthiness tasks pursuant to Section A, Subpart B of
this Annex (Part-M), shall control the records as detailed in this point and present the records to the competent
authority upon request.

g) All entries made in the aircraft continuing airworthiness records shall be clear and accurate. When it is necessary to
correct an entry, the correction shall be made in a manner that clearly shows the original entry.

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h) An owner or operator shall ensure that a system has been established to keep the following records for the periods
specified:

1. all detailed maintenance records in respect of the aircraft and any service life-limited component fitted thereto,
until such time as the information contained therein is superseded by new information equivalent in scope and
detail but not less than 36 months after the aircraft or component has been released to service; and

2. the total time in service (hours, calendar time, cycles and landings) of the aircraft and all service life-limited
components, at least 12 months after the aircraft or component has been permanently withdrawn from service;
and

3. the time in service (hours, calendar time, cycles and landings) as appropriate, since last scheduled maintenance of
the component subjected to a service life limit, at least until the component scheduled maintenance has been
superseded by another scheduled maintenance of equivalent work scope and detail; and

4. the current status of compliance with maintenance programme such that compliance with the approved aircraft
maintenance programme can be established, at least until the aircraft or component scheduled maintenance has
been superseded by other scheduled maintenance of equivalent work scope and detail; and

5. the current status of airworthiness directives applicable to the aircraft and components, at least 12 months after
the aircraft or component has been permanently withdrawn from service; and

6. details of current modifications and repairs to the aircraft, engine(s), propeller(s) and any other component vital to
flight safety, at least 12 months after they have been permanently withdrawn from service.

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AMC M.A.305(d) Aircraft continuing airworthiness record system
The current status of AD should identify the applicable AD including revision or amendment numbers. Where an AD is
generally applicable to the aircraft or component type but is not applicable to the particular aircraft or component, then
this should be identified. The AD status includes the date when the AD was accomplished, and where the AD is
controlled by flight hours or flight cycles it should include the aircraft or engine or component total flight hours or
cycles, as appropriate. For repetitive ADs, only the last application should be recorded in the AD status. The status
should also specify which part of a multi-part directive has been accomplished and the method, where a choice is
available in the AD.

The status of current modification and repairs means a list of embodied modification and repairs together with the
substantiating data supporting compliance with the airworthiness requirements. This can be in the form of a
Supplemental Type Certificate (STC), SB, Structural Repair Manual (SRM) or similar approved document.

The substantiating data may include:

(a) compliance programme; and

(b) master drawing or drawing list, production drawings, and installation instructions; and

(c) engineering reports (static strength, fatigue, damage tolerance, fault analysis, etc.); and

(d) ground and flight test programme and results; and

(e) mass and balance change data; and

(f) maintenance and repair manual supplements; and

(g) maintenance programme changes and instructions for continuing airworthiness; and

(h) aircraft flight manual supplement.

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Some gas turbine engines are assembled from modules and a true total time in service for a total engine is not kept.
When owners and operators wish to take advantage of the modular design, then total time in service and maintenance
records for each module is to be maintained. The continuing airworthiness records as specified are to be kept with the
module and should show compliance with any mandatory requirements pertaining to that module

AMC M.A.305(d)(4) and M.A.305(h) Aircraft continuing airworthiness record system

The term ‘service life-limited components’ embraces:

i. components subject to a certified life limit after which the components should be retired, and

ii. components subject to a service life limit after which the components should undergo maintenance to restore
their serviceability.

The current status of service life-limited aircraft components should indicate:

i. for components subject to a certified life limit: the component life limitation, total number of hours, accumulated
cycles or calendar time and the number of hours/cycles/time remaining before the required retirement time of the
component is reached;

ii. for components subject to a service life limit: the component service life limit, the hours, cycles or calendar time
since the component has been restored back to their service life and the remaining service (hours, cycles, calendar
time) life before the components need to undergo maintenance.

Any action that alters the components’ life limit (certified or service) or changes the parameter of the life limit (certified
or service) should be recorded.

When the determination of the remaining life requires knowledge of the different types of aircraft/engine on which the
component has previously been installed, the status of all service-life limited aircraft components should additionally
include a full installation history indicating the number of hours, cycles or calendar time relevant to each installation on
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these different types of aircraft/engine. The indication of the type of aircraft/engine should be sufficiently detailed with
regard to the required determination of remaining life.

Recommendations from the type certificate holder on the procedures to record the remaining life may be considered.

AMC M.A.305(h) Aircraft continuing airworthiness record system

When an owner/operator arranges for the relevant maintenance organisation to retain copies of the continuing
airworthiness records on their behalf, the owner/operator will continue to be responsible for the retention of records. If
they cease to be the owner/operator of the aircraft, they also remain responsible for transferring the records to any
other person who becomes the owner/operator of the aircraft.

Keeping continuing airworthiness records in a form acceptable to the competent authority normally means in paper
form or on a computer database or a combination of both methods. Records stored in microfilm or optical disc form are
also acceptable. All records should remain legible throughout the required retention period.

Paper systems should use robust material, which can withstand normal handling and filing.

Computer systems should have at least one backup system, which should be updated at least within 24 hours of any
maintenance. Each terminal is required to contain programme safeguards against the ability of unauthorised personnel
to alter the database.

Continuing airworthiness records should be stored in a safe way with regard to damage, alteration and theft. Computer
backup discs, tapes etc., should be stored in a different location from that containing the current working discs, tapes,
etc., and in a safe environment. Reconstruction of lost or destroyed records can be done by reference to other records
which reflect the time in service, research of records maintained by repair facilities and reference to records maintained
by individual mechanics, etc. When these things have been done and the record is still incomplete, the owner/operator
may make a statement in the new record describing the loss and establishing the time in service based on the research
and the best estimate of time in service. The reconstructed records should be submitted to the competent authority for
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acceptance. The competent authority may require the performance of additional maintenance if not satisfied with the
reconstructed records.

AMC M.A.305(h)6 Aircraft continuing airworthiness record system

For the purpose of this paragraph, a ‘component vital to flight safety’ means a component that includes certified life
limited parts or is subject to airworthiness limitations or a major component such as, undercarriage or flight controls.

M.A.306 Aircraft technical log system

a) For CAT, commercial specialised operations and commercial ATO operations, in addition to the requirements of
M.A.305, the operator shall use a technical log system containing the following information for each aircraft:

1. information about each flight, necessary to ensure continued flight safety, and;

2. the current aircraft certificate of release to service, and;

3. the current maintenance statement giving the aircraft maintenance status of what scheduled and out of phase
maintenance is next due except that the competent authority may agree to the maintenance statement being
kept elsewhere, and;

4. all outstanding deferred defects rectifications that affect the operation of the aircraft, and;

5. any necessary guidance instructions on maintenance support arrangements.

b) The aircraft technical log system and any subsequent amendment shall be approved by the competent authority.

c) An operator shall ensure that the aircraft technical log is retained for 36 months after the date of the last entry.

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AMC M.A.306(a) Aircraft technical log system
For CAT operations, commercial specialised operations and commercial ATO operations, the aircraft technical log is a
system for recording defects and malfunctions during the aircraft operation and for recording details of all maintenance
carried out on an aircraft between scheduled base maintenance visits. In addition, it is used for recording flight safety
and maintenance information the operating crew need to know.

Cabin or galley defects and malfunctions that affect the safe operation of the aircraft or the safety of its occupants are
regarded as forming part of the aircraft log book where recorded by another means.

The aircraft technical log system may range from a simple single section document to a complex system containing
many sections but in all cases it should include the information specified for the example used here which happens to
use a 5 section document / computer system:

Section 1 should contain details of the registered name and address of the operator the aircraft type and the complete
international registration marks of the aircraft.

Section 2 should contain details of when the next scheduled maintenance is due, including, if relevant any out of phase
component changes due before the next maintenance check. In addition this section should contain the current
certificate of release to service (CRS), for the complete aircraft, issued normally at the end of the last maintenance check.

NOTE: The flight crew do not need to receive such details if the next scheduled maintenance is controlled by other
means acceptable to the competent authority.

Section 3 should contain details of all information considered necessary to ensure continued flight safety. Such
information includes:

i. the aircraft type and registration mark,

ii. the date and place of take-off and landing,

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iii. the times at which the aircraft took off and landed,

iv. the running total of flying hours, such that the hours to the next schedule maintenance can be determined. The
flight crew does not need to receive such details if the next scheduled maintenance is controlled by other means
acceptable to the competent authority.

v. details of any failure, defect or malfunction to the aircraft affecting airworthiness or safe operation of the aircraft
including emergency systems, and any failure, defect or malfunctions in the cabin or galleys that affect the safe
operation of the aircraft or the safety of its occupants that are known to the commander. Provision should be
made for the commander to date and sign such entries including, where appropriate, the nil defect state for
continuity of the record. Provision should be made for a CRS following rectification of a defect or any deferred
defect or maintenance check carried out. Such a certificate appearing on each page of this section should readily
identify the defect(s) to which it relates or the particular maintenance check as appropriate.

In the case of maintenance performed by a Part-145 maintenance organisation, it is acceptable to use an alternate
abbreviated certificate of release to service consisting of the statement ‘Part-145 release to service’ instead of the
full certification statement specified in AMC 145.A.50(b) paragraph 1. When the alternate abbreviated certificate
of release to service is used, the introductory section of the technical log should include an example of the full
certification statement from AMC 145.A.50(b) paragraph 1.

vi. the quantity of fuel and oil uplifted and the quantity of fuel available in each tank, or combination of tanks, at the
beginning and end of each flight; provision to show, in the same units of quantity, both the amount of fuel
planned to be uplifted and the amount of fuel actually uplifted; provision for the time when ground de-icing
and/or anti-icing was started and the type of fluid applied, including mixture ratio fluid/water and any other
information required by the operator's procedures in order to allow the assessment on whether inspections for
and/or elimination of de-icing/anti-icing fluid residues that could endanger flight safety are required.

vii. the pre-flight inspection signature.

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In addition to the above, it may be necessary to record the following supplementary information:

− the time spent in particular engine power ranges where use of such engine power affects the life of the
engine or engine module;

− the number of landings where landings affect the life of an aircraft or aircraft component

− flight cycles or flight pressure cycles where such cycles affect the life of an aircraft or aircraft component.

NOTE 1: Where Section 3 is of the multi-sector ‘part removable’ type, then such ‘part removable’ sections should
contain all of the foregoing information where appropriate.

NOTE 2: Section 3 should be designed so that one copy of each page may remain on the aircraft and one copy may be
retained on the ground until completion of the flight to which it relates.

NOTE 3: Section 3 layout should be divided to show clearly what is required to be completed after flight and what is
required to be completed in preparation for the next flight.

Section 4 should contain details of all deferred defects that affect or may affect the safe operation of the aircraft and
should therefore be known to the aircraft commander. Each page of this section should be pre-printed with the
operator’s name and page serial number and make provision for recording the following:

i. a cross reference for each deferred defect such that the original defect can be identified in the particular section 3
sector record page.

ii. the original date of occurrence of the defect deferred.

iii. brief details of the defect.

iv. details of the eventual rectification carried out and its CRS or a clear cross-reference back to the document that
contains details of the eventual rectification.
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Section 5 should contain any necessary maintenance support information that the aircraft commander needs to know.
Such information would include data on how to contact maintenance if problems arise whilst operating the routes etc.

AMC M.A.306(b) Aircraft technical log system

The aircraft technical log system can be either a paper or computer system or any combination of both methods
acceptable to the competent authority.

In case of a computer system, it should contain programme safeguards against the ability of unauthorised personnel to
alter the database.

M.A.307 Transfer of aircraft continuing airworthiness records

a) The owner or operator shall ensure when an aircraft is permanently transferred from one owner or operator to
another that the M.A.305 continuing airworthiness records and, if applicable, M.A.306 operator's technical log are
also transferred.

b) The owner shall ensure, when he contracts the continuing airworthiness management tasks to a continuing
airworthiness management organisation, that the M.A.305 continuing airworthiness records are transferred to the
organisation.

c) The time periods prescribed for the retention of records shall continue to apply to the new owner, operator or
continuing airworthiness management organisation.

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AMC M.A.307(a) Transfer of aircraft continuing airworthiness records
Where an owner/operator terminates his operation, all retained continuing airworthiness records should be passed on
to the new owner/operator or stored.

A ‘permanent transfer’ does not generally include the dry lease-out of an aircraft when the duration of the lease
agreement is less than 6 months. However the competent authority should be satisfied that all continuing
airworthiness records necessary for the duration of the lease agreement are transferred to the lessee or made
accessible to them.

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SUBPART D — MAINTENANCE STANDARDS
M.A.401 Maintenance data
a) The person or organisation maintaining an aircraft shall have access to and use only applicable current maintenance
data in the performance of maintenance including modifications and repairs.

b) For the purposes of this Part, applicable maintenance data is:

1. any applicable requirement, procedure, standard or information issued by the competent authority or the
Agency,

2. any applicable airworthiness directive,

3. applicable instructions for continuing airworthiness, issued by type certificate holders, supplementary type
certificate holders and any other organisation that publishes such data in accordance with Annex I (Part-21) to
Regulation (EU) No 748/2012.

4. any applicable data issued in accordance with point 145.A.45(d).

c) The person or organisation maintaining an aircraft shall ensure that all applicable maintenance data is current and
readily available for use when required. The person or organisation shall establish a work card or worksheet system
to be used and shall either transcribe accurately the maintenance data onto such work cards or worksheets or make
precise reference to the particular maintenance task or tasks contained in such maintenance data.

AMC M.A.401(b) Maintenance data

1. Except as specified in sub-paragraph 2, each person or organisation performing aircraft maintenance should have
access to and use:

a) the regulations on continuing airworthiness of aircraft, associated AMC and GM;

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b) all applicable maintenance requirements and notices such as competent authority standards and specifications
that have not been superseded by a requirement, procedure or directive;

c) all applicable ADs;

d) the appropriate sections of the aircraft maintenance programme, aircraft maintenance manual, repair manual,
supplementary structural inspection document, corrosion control document, service bulletins, service sheets
modification leaflets, non-destructive inspection manual, parts catalogue, type certificate data sheets as required
for the work undertaken and any other specific document issued by the type certificate or supplementary type
certificate holder’s maintenance data, except that in the case of operator or customer provided maintenance data
it is not necessary to hold such provided data when the work order is completed.

2. In addition to sub-paragraph 1, for components each organisation performing aircraft maintenance should hold and
use the appropriate sections of the vendor maintenance and repair manual, service bulletins and service letters plus
any document issued by the type certificate holder as maintenance data on whose product the component may be
fitted when applicable, except that in the case of operator or customer provided maintenance data it is not necessary
to hold such provided data when the work order is completed.

AMC M.A.401(c) Maintenance data

1. Data being made available to personnel maintaining aircraft means that the data should be available in close
proximity to the aircraft or component being maintained, for mechanics and certifying staff to perform maintenance.

2. Where computer systems are used, the number of computer terminals should be sufficient in relation to the size of
the work programme to enable easy access, unless the computer system can produce paper copies. Where microfilm
or microfiche readers/printers are used, a similar requirement is applicable.

3. Maintenance tasks should be transcribed onto the work cards or worksheets and subdivided into clear stages to
ensure a record of the accomplishment of the maintenance task. Of particular importance is the need to differentiate
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and specify, when relevant, disassembly, accomplishment of task, reassembly and testing. In the case of a lengthy
maintenance task involving a succession of personnel to complete such task, it may be necessary to use
supplementary work cards or worksheets to indicate what was actually accomplished by each individual person. A
worksheet or work card system should refer to particular maintenance tasks.

4. The workcard/worksheet system may take the form of, but is not limited to, the following:

− a format where the mechanic writes the defect and the maintenance action taken together with information of
the maintenance data used, including its revision status,

− an aircraft log book that contains the reports of defects and the actions taken by authorised personnel together
with information of the maintenance data used, including its revision status,

− for maintenance checks, the checklist issued by the manufacturer (i.e., 100H checklist, Revision 5, Items 1 through
95)

5. Maintenance data should be kept up to date by:

− subscribing to the applicable amendment scheme,

− checking that all amendments are being received,

− monitoring the amendment status of all data.

M.A.402 Performance of maintenance

Except for maintenance performed by a maintenance organisation approved in accordance with Annex II (Part-145), any
person or organisation performing maintenance shall:

a) be qualified for the tasks performed, as required by this part;

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b) ensure that the area in which maintenance is carried out is well organised and clean in respect of dirt and
contamination;

c) use the methods, techniques, standards and instructions specified in the M.A.401 maintenance data;

d) use the tools, equipment and material specified in the M.A.401 maintenance data. If necessary, tools and
equipment shall be controlled and calibrated to an officially recognised standard;

e) ensure that maintenance is performed within any environmental limitations specified in the M.A.401
maintenance data;

f) ensure that proper facilities are used in case of inclement weather or lengthy maintenance;

g) ensure that the risk of multiple errors during maintenance and the risk of errors being repeated in identical
maintenance tasks are minimised;

h) ensure that an error capturing method is implemented after the performance of any critical maintenance task;
and

i) carry out a general verification after completion of maintenance to ensure the aircraft or component is clear of all
tools, equipment and any extraneous parts or material, and that all access panels removed have been refitted.

AMC M.A.402(a) Performance of maintenance

1. Maintenance should be performed by persons authorised to issue a certificate of release to service or under the
supervision of persons authorised to issue a certificate of release to service. Supervision should be to the extent
necessary to ensure that the work is performed properly and the supervisor should be readily available for
consultation.

2. The person authorised to issue a certificate of release to service should ensure that:

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a) each person working under his/her supervision has received appropriate training or has relevant previous
experience and is capable of performing the required task; and

b) each person who performs specialised tasks, such as welding, is qualified in accordance to an officially recognised
standard.

GM M.A.402(a) Performance of maintenance

In the case of limited Pilot-owner maintenance, as specified in M.A.803, any person maintaining an aircraft which they
own individually or jointly, provided they hold a valid pilot licence with the appropriate type or class rating, may
perform the limited Pilot-owner maintenance tasks in accordance with Appendix VIII to Annex I (Part-M) to Regulation
(EU) No 1321/2014.

AMC M.A.402(c) Performance of maintenance

The general maintenance and inspection standards applied to individual maintenance tasks should meet the
recommended standards and practices of the organisation responsible for the type design, which are normally
published in maintenance manuals. In the absence of maintenance and inspection standards published by the
organisation responsible for the type design, maintenance personnel should refer to the relevant aircraft airworthiness
standards and procedures published or used as guidance by the Agency or the competent authority. The maintenance
standards used should contain methods, techniques and practices acceptable to the Agency or the competent
authority for the maintenance of aircraft and its components.

AMC M.A.402(d) Performance of maintenance

When performing maintenance, personnel are required to use the tools, equipment and test apparatuses necessary to
ensure completion of work in accordance with accepted maintenance and inspection standards. Inspection, service or
calibration that is performed on a regular basis should be performed in accordance with the equipment manufacturers’
instructions. All tools requiring calibration should be traceable to an acceptable standard.

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In this context, ‘officially recognised standards’ means those standards established or published by an official body,
being either a natural or legal person, and which are widely recognised by the air transport sector as constituting good
practice.

If the organisation responsible for the type design involved recommends special equipment or test apparatuses,
personnel should use the recommended equipment or apparatuses or equivalent equipment accepted by the
competent authority.

All work should be performed using materials of such quality and in such a manner that the condition of the aircraft or
its components after maintenance is at least equal to its or their original or modified condition (with regard to
aerodynamic function, structural strength, resistance to vibration, deterioration and any other qualities affecting
airworthiness).

AMC M.A.402(e) Performance of maintenance

The working environment should be appropriate for the maintenance task being performed such that the effectiveness
of personnel is not impaired.

a) Temperature should be maintained such that personnel can perform the required tasks without undue
discomfort.

b) Airborne contamination (e.g. dust, precipitation, paint particles, filings) should be kept to a minimum to ensure
aircraft/components surfaces are not contaminated, if this is not possible all susceptible systems should be sealed
until acceptable conditions are re-established.

c) Lighting should be adequate to ensure each inspection and maintenance task can be performed effectively.

d) Noise levels should not be allowed to rise to the level of distraction for inspection staff or if this is not possible
inspection staff should be provided with personnel equipment to reduce excessive noise.

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AMC M.A.402(f) Performance of maintenance
Facilities should be provided appropriate for all planned maintenance. This may require aircraft hangars that are both
available and large enough for the planned maintenance.

Aircraft component workshops should be large enough to accommodate the components that are planned to be
maintained.

Protection from inclement weather means the hangar or component workshop structures should be to a standard that
prevents the ingress of rain, hail, ice, snow, wind and dust etc.

AMC M.A.402(g) Performance of maintenance

a) To minimise the risk of multiple errors and to prevent omissions, the person or organisation performing maintenance
should ensure that:

1) every maintenance task is signed off only after completion;

2) the grouping of tasks for the purpose of sign-off allows critical steps to be clearly identified; and

3) any work performed by personnel under supervision (i.e. temporary staff, trainees) is checked and signed off by
an authorised person.

b) To minimise the possibility of an error being repeated in identical tasks that involve removal/installation or
assembly/disassembly of several components of the same type fitted to more than one system, whose failure could
have an impact on safety, the person or organisation performing maintenance should plan different persons to
perform identical tasks in different systems. However, when only one person is available, then this person should
perform reinspection of the tasks as described in AMC2 M.A.402(h).

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AMC1 M.A.402(h) Performance of maintenance
CRITICAL MAINTENANCE TASKS

The following maintenance tasks should primarily be reviewed to assess their impact on safety:

a) tasks that may affect the control of the aircraft, flight path and attitude, such as installation, rigging and adjustments
of flight controls;

b) aircraft stability control systems (autopilot, fuel transfer);

c) tasks that may affect the propulsive force of the aircraft, including installation of aircraft engines, propellers and
rotors; and

d) overhaul, calibration or rigging of engines, propellers, transmissions and gearboxes.

AMC2 M.A.402(h) Performance of maintenance

INDEPENDENT INSPECTION

a) What is an independent inspection

Independent inspection is one possible error-capturing method. It consists of an inspection performed by an

‘independent qualified person’ of a task carried out by an ‘authorised person’, taking into account that:

1) the ‘authorised person’ is the person who performs the task or supervises the task and assumes the full
responsibility for the completion of the task in accordance with the applicable maintenance data;

2) the ‘independent qualified person’ is the person who performs the independent inspection and attests the
satisfactory completion of the task and that no deficiencies have been found. The ‘independent qualified person’
does not issue a certificate of release to service, therefore he/she is not required to hold certification privileges;

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3) the certificate of release to service is issued by the ‘authorised person’ after the independent inspection has been
carried out satisfactorily;

4) the work card system should record the identification of each person, the date and the details of the independent
inspection, as necessary, before the certificate of release to service is issued.

b) Qualifications of personnel performing independent inspections

1) When the work is performed by a Part-M Subpart F organisation, then the organisation should have procedures to
demonstrate that the ‘independent qualified person’ has been trained and has gained experience in the specific
control systems to be inspected. This training and experience could be demonstrated, for example, by:

i. holding a Part-66 licence in the same subcategory as the licence subcategory or equivalent necessary to
release or sign off the critical maintenance task;

ii. holding a Part-66 licence in the same category and specific training in the task to be inspected; or

iii. having received appropriate training and having gained relevant experience in the specific task to be
inspected.

2) When the work is performed outside a Part-M Subpart F organisation:

i. the ‘independent qualified person’ should hold:

A. a Part-66 licence in any category or an equivalent national qualification when national regulations apply;
or

B. a valid pilot licence for the aircraft type issued in accordance with European Union regulations or an
equivalent national qualification when national regulations apply;

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ii. additionally, the ‘authorised person’ should assess the qualifications and experience of the ‘independent
qualified person’ taking into account that the ‘independent qualified person’ should have received training
and have experience in the particular task. It should not be acceptable that the ‘authorised person’ shows to
the ‘independent qualified person’ how to perform the inspection once work has been already finalised.

c) How should independent inspection be performed

Independent inspection should ensure for example correct assembly, locking and sense of operation. When
inspecting control systems that have undergone maintenance, the ‘independent qualified person’ should consider
the following points independently:

1) all those parts of the system that have actually been disconnected or disturbed should be inspected for correct
assembly and locking;

2) the system as a whole should be inspected for full and free movement over the complete range;

3) cables should be tensioned correctly with adequate clearance at secondary stops;

4) the operation of the control system as a whole should be observed to ensure that the controls are operating in
the correct sense;

5) if different control systems are interconnected so that they affect each other, all the interactions should be
checked through the full range of the applicable controls; and

6) software that is part of the critical maintenance task should be checked, for example version and compatibility
with the aircraft configuration.

d) What to do in unforeseen cases when only one person is available

REINSPECTION:

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1) Reinspection is subject to the same conditions as the independent inspection is, except that the ‘authorised
person’ performing the maintenance task is also acting as ‘independent qualified person’ and performs the
inspection.

2) For critical maintenance tasks, reinspection should only be used in unforeseen circumstances when only one
person is available to carry out the task and perform the independent inspection. The circumstances cannot be
considered unforeseen if the person or organisation has not assigned a suitable ‘independent qualified person’ to
that particular task.

3) The certificate of release to service is issued by the ‘authorised person’ after the reinspection has been performed
satisfactorily.

4) The work card system should record the identification of the ‘authorised person’ and the date and the details of
the reinspection, as necessary, before the certificate of release to service is issued.

GM M.A.402(h) Performance of maintenance

Several data sources may be used for the identification of critical maintenance tasks, such as:

− information from the design approval holder;

− accident reports;

− investigation and follow-up of incidents;

− occurrence reporting;

− flight data analysis;

− results of audits;

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− normal operations monitoring schemes;

− feedback from training; and

− information exchange systems.

M.A.403 Aircraft defects

a) Any aircraft defect that hazards seriously the flight safety shall be rectified before further flight.

b) Only the authorised certifying staff, according to points M.A.801(b)1, M.A.801(b)2, M.A.801(c), M.A.801(d) or Annex II
(Part-145) can decide, using M.A.401 maintenance data, whether an aircraft defect hazards seriously the flight safety
and therefore decide when and which rectification action shall be taken before further flight and which defect
rectification can be deferred. However, this does not apply when the MEL is used by the pilot or by the authorised
certifying staff.

c) Any aircraft defect that would not hazard seriously the flight safety shall be rectified as soon as practicable, after the
date the aircraft defect was first identified and within any limits specified in the maintenance data or the MEL.

d) Any defect not rectified before flight shall be recorded in the M.A.305 aircraft maintenance record system or M.A.306
operator's technical log system as applicable.

AMC M.A.403(b) Aircraft defects

An assessment of both the cause and any potentially hazardous effect of any defect or combination of defects that
could affect flight safety should be made in order to initiate any necessary further investigation and analysis necessary
to identify the root cause of the defect.

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AMC M.A.403(d) Aircraft defects
All deferred defects should be made known to the pilot/flight crew, whenever possible, prior to their arrival at the
aircraft.

Deferred defects should be transferred on to worksheets at the next appropriate maintenance check, and any deferred
defect which is not rectified during the maintenance check, should be re-entered on to a new deferred defect record
sheet. The original date of the defect should be retained.

The necessary components or parts needed for the rectification of defects should be made available or ordered on a
priority basis, and fitted at the earliest opportunity.

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SUBPART E — COMPONENTS
M.A.501 Classification and installation
a) All components shall be classified into the following categories:

1) Components which are in a satisfactory condition, released on an EASA Form 1 or equivalent and marked in
accordance with Subpart Q of Annex I (Part 21) to Regulation (EU) No 748/2012, unless otherwise specified in
Annex I (Part 21) to Regulation (EU) No 748/2012 or in this Annex (Part-M).

2) Unserviceable components which shall be maintained in accordance with this Regulation.

3) Components categorised as unsalvageable because they have reached their certified life limit or contain a non-
repairable defect.

4) Standard parts used on an aircraft, engine, propeller or other aircraft component when specified in the
maintenance data and accompanied by evidence of conformity traceable to the applicable standard.

5) Material both raw and consumable used in the course of maintenance when the organisation is satisfied that the
material meets the required specification and has appropriate traceability. All materials must be accompanied by
documentation clearly relating to the particular material and containing a conformity to specification statement
plus both the manufacturing and supplier source.

b) Components, standard parts and material shall only be installed on an aircraft or a component when they are in a
satisfactory condition, belong to one of the categories listed in point (a) and the applicable maintenance data
specifies the particular component, standard part or material.

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AMC1 M.A.501(a)(1) Classification and installation
EASA FORM 1 OR EQUIVALENT

a) A document equivalent to an EASA Form 1 may be:

1) a release document issued by an organisation under the terms of a bilateral agreement signed by the European
Union;

2) a release document issued by an organisation approved under the terms of a JAA bilateral agreement until
superseded by the corresponding agreement signed by the European Union;

3) a JAA Form One issued prior to 28 November 2004 by a JAR 145 organisation approved by a JAA Full Member
State;

4) in the case of new aircraft components that were released from manufacturing prior to the Part 21 compliance
date, the component should be accompanied by a JAA Form One issued by a JAR 21 organisation and approved
by a JAA Full Member State within the JAA mutual recognition system;

5) a JAA Form One issued prior to 28 September 2005 by a production organisation approved by a competent
authority in accordance with its national regulations;

6) a JAA Form One issued prior to 28 September 2008 by a maintenance organisation approved by a competent
authority in accordance with its national regulations;

7) a release document acceptable to a competent authority according to the provisions of a bilateral agreement
between the competent authority and a third country until superseded by the corresponding agreement signed
by the European Union. This provision is valid provided the above agreements between the competent authority
and a third country are notified to the European Commission and to the other competent authorities in
accordance with Article 9 of Regulation (EC) No 1592/2002;
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8) a release document issued under the conditions described in Article 4(4) of Regulation (EC) No 2042/2003;

b) Any item in storage without an EASA Form 1 or equivalent cannot be installed on aircraft registered in a Member
State unless an EASA Form 1 is issued for such item by an appropriately approved maintenance organisation in
accordance with AMC M.A.613(a).

GM1 M.A.501(a)(2) Classification and installation

UNSERVICEABLE COMPONENTS

a) The person or organisation that performs maintenance should ensure the proper identification of any unserviceable
components. The unserviceable status of the component should be clearly declared on a tag together with the
component identification data and any information that is useful to define actions that are necessary to be taken.
Such information should state, as applicable, in-service times, maintenance status, preservation status, failures,
defects or malfunctions reported or detected, exposure to adverse environmental conditions, and whether the
component is installed on an aircraft that was involved in an accident or incident. Means should be provided to
prevent unintentional separation of this tag from the component.

b) Unserviceable components should typically undergo maintenance due to:

1) expiry of the service life limit as defined in the aircraft maintenance programme;

2) non-compliance with the applicable airworthiness directives and other continuing airworthiness requirements
mandated by the Agency;

3) absence of the necessary information to determine the airworthiness status or eligibility for installation;

4) evidence of defects or malfunctions;

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5) being installed on an aircraft that was involved in an incident or accident likely to affect the component’s
serviceability.

AMC1 M.A.501(a)(3) Classification and installation

UNSALVAGEABLE COMPONENTS

The following types of components should typically be classified as unsalvageable:

a) components with non-repairable defects, whether visible or not to the naked eye;

b) components that do not meet design specifications, and cannot be brought into conformity with such specifications;

c) components subjected to unacceptable modification or rework that is irreversible;

d) certified life-limited parts that have reached or exceeded their certified life limits, or have missing or incomplete
records;

e) components whose airworthy condition cannot be restored due to exposure to extreme forces, heat or adverse
environmental conditions;

f) components for which conformity with an applicable airworthiness directive cannot be accomplished;

g) components for which maintenance records and/or traceability to the manufacturer cannot be retrieved.

AMC1 M.A.501(a)(4) Classification and installation

STANDARD PARTS

a) Standard parts are parts that are manufactured in complete compliance with an established industry, Agency,
competent authority or other government specification which include design, manufacturing, test and acceptance
criteria, and uniform identification requirements. The specification should include all the information that is
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necessary to produce and verify conformity of the part. It should be published so that any party may manufacture
the part. Examples of such specifications are National Aerospace Standards (NAS), Army-Navy Aeronautical Standard
(AN), Society of Automotive Engineers (SAE), SAE Sematec, Joint Electron Device Engineering Council, Joint Electron
Tube Engineering Council, and American National Standards Institute (ANSI), EN Specifications, etc.

b) To designate a part as a standard part, the TC holder may issue a standard parts manual accepted by the competent
authority of the original TC holder or may make reference in the parts catalogue to the specification to be met by the
standard part. Documentation that accompanies standard parts should clearly relate to the particular parts and
contain a conformity statement plus both the manufacturing and supplier source. Some materials are subject to
special conditions, such as storage conditions or life limitation, etc., and this should be included in the
documentation and/or the material’s packaging.

c) An EASA Form 1 or equivalent is not normally issued and, therefore, none should be expected.

AMC2 M.A.501(a)(4) Classification and installation

STANDARD PARTS

For sailplanes and powered sailplanes, non-required instruments and/or equipment that are certified under the
provision of CS 22.1301(b), if those instruments or equipment, when installed, functioning, functioning improperly or
not functioning at all, do not in themselves, or by their effect upon the sailplane and its operation, constitute a safety
hazard.

‘Required’ in the term ‘non-required’, as used above, means required by the applicable airworthiness code (CS 22.1303,
22.1305 and 22.1307) or required by the relevant regulations for air operations and the applicable Rules of the Air or as
required by air traffic management (e.g. a transponder in certain controlled airspace). Examples of non-required
equipment which can be considered to be standard parts may be electrical variometers, bank/slip indicators ball-type,
total energy probes, capacity bottles (for variometers), final glide calculators, navigation computers, data
logger/barograph/turnpoint camera, bug-wipers and anti-collision systems. Equipment which must be approved in
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accordance with the airworthiness code shall comply with the applicable ETSO or equivalent and it is not considered to
be a standard part (e.g. oxygen equipment).

AMC M.A.501(a)(5) Classification and installation

MATERIAL

a) Consumable material is any material which is only used once, such as lubricants, cements, compounds, paints,
chemical dyes and sealants, etc.

b) Raw material is any material that requires further work to make it into a component part of the aircraft, such as
metals, plastics, wood, fabric, etc.

c) Material both raw and consumable should only be accepted when satisfied that it is to the required specification. To
be satisfied, the material and/or its packaging should be marked with the applicable specification and, where
appropriate, the batch number.

d) Documentation that accompanies all materials should clearly relate to the particular material and contain a
conformity statement plus both the manufacturing and supplier source. Some materials are subject to special
conditions, such as storage conditions or life limitation, etc., and this should be included in the documentation
and/or the material’s packaging.

e) An EASA Form 1 or equivalent should not be issued for such materials and, therefore, none should be expected. The
material specification is normally identified in the (S)TC holder’s data except in the case where the Agency or the
competent authority has agreed otherwise.

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GM1 M.A.501(b) Classification and installation
a) To ensure that components, standard parts and materials are in satisfactory condition, the persons referred to under
M.A.801(b)(2), M.A.801(b)(3), M.A.801(c) or M.A.801(d), or the approved maintenance organisation should perform an
incoming physical inspection.

b) The incoming physical inspection should be performed before the component is installed on the aircraft.

c) The following list, although not exhaustive, contains typical checks to be performed:

1) verify the general condition of the components and their packaging in relation to damages that could affect their
integrity;

2) verify that the shelf life of the component has not expired;

3) verify that items are received in the appropriate package in respect of the type of the component: e.g. correct ATA
300 or electrostatic sensitive devices packaging, when necessary;

4) verify that the component has all plugs and caps appropriately installed to prevent damage or internal
contamination. Care should be taken when tape is used to cover electrical connections or fluid fittings/openings
because adhesive residues can insulate electrical connections and contaminate hydraulic or fuel units.

d) Items (e.g. fasteners) purchased in batches should be supplied in a package. The packaging should state the
applicable specification/standard, P/N, batch number, and the quantity of the items. The documentation that
accompanies the material should contain the applicable specification/standard, P/N, batch number, supplied
quantity, and the manufacturing sources. If the material is acquired from different batches, acceptance
documentation for each batch should be provided.

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GM2 M.A.501(b) Classification and installation
INSTALLATION OF COMPONENTS

Components, standard parts and materials should only be installed when they are specified in the applicable
maintenance data. This could include parts catalogue (IPC), service bulletins (SBs), aircraft maintenance manual (AMM),
component maintenance manual (CMM), etc. So, a component, standard part and material can only be installed after
having checked the applicable maintenance data. This check should ensure that the part number, modification status,
limitations, etc., of the component, standard part or material are the ones specified in the applicable maintenance data
of the particular aircraft or component (i.e. IPC, SB, AMM, CMM, etc.) where the component, standard part or material is
going to be installed. When the installation is performed outside a maintenance organisation, that is by the persons
referred to in M.A.801(b)(2), M.A.801(b)(3), M.A.801(c) or M.A.801(d), then these persons are responsible to perform this
check before installation. When the installation is performed by a Part-M Subpart F organisation, then the organisation
has to establish procedures to ensure that this check is performed before installation.

M.A.502 Component maintenance

a) Except for components referred to in point 21A.307(c) of Annex I (Part-21) to Regulation (EU) No 748/2012, the
maintenance of components shall be performed by maintenance organisations appropriately approved in
accordance with Section A, Subpart F of this Annex (Part-M) or with Annex II (Part-145).

b) By derogation from point (a), maintenance of a component in accordance with aircraft maintenance data or, if
agreed by the competent authority, in accordance with component maintenance data, may be performed by an A
rated organisation approved in accordance with Section A, Subpart F of this Annex (Part-M) or with Annex II (Part-
145) as well as by certifying staff referred to in point M.A.801(b)2 only whilst such components are fitted to the
aircraft. Nevertheless, such organisation or certifying staff may temporarily remove this component for maintenance,
in order to improve access to the component, except when such removal generates the need for additional
maintenance not eligible for the provisions of this point. Component maintenance performed in accordance with

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this point is not eligible for the issuance of an EASA Form 1 and shall be subject to the aircraft release requirements
provided for in point M.A.801.

c) By derogation from point (a), maintenance of an engine/Auxiliary Power Unit (APU) component in accordance with
engine/APU maintenance data or, if agreed by the competent authority, in accordance with component
maintenance data, may be performed by a B rated organisation approved in accordance with Section A, Subpart F of
this Annex (Part-M) or with Annex II (Part145) only whilst such components are fitted to the engine/APU.
Nevertheless, such B rated organisation may temporarily remove this component for maintenance, in order to
improve access to the component, except when such removal generates the need for additional maintenance not
eligible for the provisions of this point.

d) By derogation from point (a) and point M.A.801(b)2, certifying staff referred to in point M.A.801(b)2 may perform, in
accordance with component maintenance data, the following:

1) Maintenance other than overhaul of components, while the component is installed or temporarily removed from
ELA1 aircraft not used in commercial air transport;

2) Overhaul of engines and propellers while installed or temporarily removed from CS-VLA, CS-22 and LSA aircraft
not used in commercial air transport.

Component maintenance performed in accordance with point (d) is not eligible for the issuance of an EASA Form 1
and shall be subject to the aircraft release requirements provided for in point M.A.801.

e) Maintenance of components referred to in 21A.307(c) of Annex I (Part-21) to Regulation (EU) No 748/2012 shall be
performed by an A-rated organisation approved in accordance with Section A, Subpart F of this Annex (Part-M) or
Part-145, by certifying staff referred to in point M.A.801(b)2 or by the pilot-owner referred to in point M.A.801(b)3
while such a component is fitted to the aircraft or temporarily removed to improve access. Component maintenance
performed in accordance with this point is not eligible for the issuance of an EASA Form 1 and shall be subject to the
aircraft release requirements provided for in point M.A.801.
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AMC M.A.502 Component maintenance
Component removal from and installation on an aircraft is considered to be aircraft maintenance and not component
maintenance. As a consequence, M.A.502 requirements do not apply to this case.

AMC M.A.502(b) and (c) Component maintenance

M.A.502(b) and (c) allow the performance of certain component maintenance, in accordance with component
maintenance data, to maintenance organisations not holding the corresponding B/C rating and to independent
certifying staff, subject to the agreement of:

− The authority responsible for the oversight of the maintenance organisation (refer to M.1, paragraph 2 for M.A.
Subpart F maintenance organisations, or to 145.1 for Part-145 maintenance organisations), or,

− The authority of the Member State of registry in the case of maintenance performed by independent certifying
staff.

This should only be permitted by the competent authority in the case of simple component maintenance, where the
competent authority is satisfied that the certifying staff are appropriately qualified and the proper tooling and facilities
are available. It is important to note that for more complex component maintenance, special qualifications may be
required and it is not enough with holding a Part-66 aircraft maintenance licence.

AMC M.A.502(d) Component maintenance

Independent certifying staff may issue (as established in M.A.801(b)(2)) a release to service for maintenance that is
performed outside an approved maintenance organisation. This is limited to the maintenance of aircraft that are not
required by regulation to be maintained by a Part-145 or Part-MSubpart-F organisation. For ELA1 aircraft maintenance,
this may include complex tasks.

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M.A.503 Service life limited components
a) Installed service life limited components shall not exceed the approved service life limit as specified in the approved
maintenance programme and airworthiness directives, except as provided for in point M.A.504(c).

b) The approved service life is expressed in calendar time, flight hours, landings or cycles, as appropriate.

c) At the end the approved service life, the component must be removed from the aircraft for maintenance, or for
disposal in the case of components with a certified life limit.

M.A.504 Segregation of components

a) Unserviceable and unsalvageable components shall be segregated from serviceable components, standards parts
and materials.

b) Unsalvageable components shall not be permitted to re-enter the component supply system unless certified life
limits have been extended or a repair solution has been approved in accordance with Regulation (EU) No 748/2012.

AMC1 M.A.504 Segregation of components

a) Unserviceable components should be identified and stored in a separate secure location that is managed by the
maintenance organisation until a decision is made on the future status of such components. Certifying staff outside
maintenance organisations (M.A.801(b)(2), M.A.801(c) or M.A.801(d)) that release aircraft maintenance should send,
with the agreement of the aircraft owner/lessee, any unserviceable component to a maintenance organisation for
controlled storage. Nevertheless, the person or organisation that declared the component unserviceable may
transfer its custody, after identifying it as unserviceable, to the aircraft owner/lessee provided that such transfer is
reflected in the aircraft logbook, or engine logbook, or component logbook.

b) Secure location under the control of an approved maintenance organisation’ refers to a location that is managed by
the approved maintenance organisation that prevents the component from being reused or tampered with. This

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may include facilities that are established by the organisation at locations different from the main maintenance
facilities. These locations should be identified in the relevant procedures of the organisation.

c) In the case of unsalvageable components, the person or organisation should:

1) retain such components in the secure location referred to in paragraph (b);

2) arrange for the component to be mutilated in a manner that ensures that it is cannot be restored for use, before
disposing it; or

3) mark the component indicating that it is unsalvageable, when, in agreement with the component owner, the
component is disposed of for legitimate non-flight uses (such as training and education aids, research and
development), or for non-aviation applications, mutilation is often not appropriate. Alternatively to marking, the
original part number or data plate information can be removed, or a record kept of the disposal of the component
for legitimate non-flight uses.

GM1 M.A.504 Segregation of components

MUTILATION OF COMPONENTS

a) Mutilation should be accomplished in such a manner that the components become permanently unusable for their
originally intended use. Mutilated components should not be able to be reworked or camouflaged to provide the
appearance of being serviceable, such as by replating, shortening and rethreading long bolts, welding, straightening,
machining, cleaning, polishing, or repainting.

b) Mutilation may be accomplished by one or a combination of the following procedures:

(1) grinding;

(2) burning;

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(3) removal of a major lug or other integral feature;

(4) permanent distortion of parts;

(5) cutting a hole with cutting torch or saw;

(6) melting;

(7) sawing into many small pieces; and

(8) any other method accepted by the competent authority.

c) The following procedures are examples of mutilation that are often less successful because they may not be
consistently effective:

(1) stamping or vibro-etching;

(2) spraying with paint;

(3) small distortions, incisions, or hammer marks;

(4) identification by tags or markings;

(5) drilling small holes; and

(6) sawing in two pieces only.

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SUBPART F — MAINTENANCE ORGANISATION
M.A.601 Scope
This Subpart establishes the requirements to be met by an organisation to qualify for the issue or continuation of an
approval for the maintenance of aircraft other than complex motor powered aircraft and components to be installed
therein not used by licenced air carriers in accordance with Regulation (EC) No 1008/2008.

M.A.602 Application
An application for issue or change of a maintenance organisation approval shall be made on a form and in a manner
established by the competent authority.

AMC M.A.602 Application

An application should be made on an EASA Form 2 (Appendix IX to AMC M.A.602 and AMC M.A.702) or equivalent
acceptable to the competent authority.

The EASA Form 2 is valid for the application for M.A. Subpart F, Part-145 and M.A. Subpart G organisations.
Organisations applying for several approvals may do so by using a single EASA Form 2.

M.A.603 Extent of approval

a) An organisation involved in activities subject to this Subpart shall not exercise its activities unless approved by the
competent authority. Appendix V to Annex I (Part-M) provides the template certificate for this approval.

b) The maintenance organisation's manual referred to in point M.A.604 shall specify the scope of work deemed to
constitute approval. Appendix IV to Annex I (Part-M) defines all classes and ratings possible under Subpart F of this
Annex (Part-M).

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c) An approved maintenance organisation may fabricate, in conformity with maintenance data, a restricted range of
parts for the use in the course of undergoing work within its own facilities, as identified in the maintenance
organisation manual.

AMC M.A.603(a) Extent of Approval

The following table identifies the ATA Specification 2200 chapter for the category C component rating. If the
maintenance manual (or equivalent document) does not follow the ATA Chapters, the corresponding subjects still apply
to the applicable C rating.

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AMC M.A.603(c) Extent of approval
1. The agreement by the competent authority for the fabrication of parts by the approved maintenance organisation
should be formalised through the approval of a detailed procedure in the maintenance organisation manual. This
AMC contains principles and conditions to be taken into account for the preparation of an acceptable procedure.

2. Fabrication, inspection, assembly and test should be clearly within the technical and procedural capability of the
approved maintenance organisation.

3. The approved data necessary to fabricate the part are those approved either by the Agency, the TC holder, Part-21
design organisation approval holder, or STC holder.

4. Items fabricated by an approved maintenance organisation may only be used by that organisation in the course of
overhaul, maintenance, modifications, or repair of aircraft or components undergoing work within its own facility.
The permission to fabricate does not constitute approval for manufacture, or to supply externally and the parts do
not qualify for certification on EASA Form 1. This also applies to the bulk transfer or surplus inventory, in that locally
fabricated parts are physically segregated and excluded from any delivery certification.

5. Fabrication of parts, modification kits etc. for onward supply and/or sale may not be conducted under a M.A. Subpart
F approval.

6. The data specified in paragraph 3 may include repair procedures involving the fabrication of parts. Where the data
on such parts is sufficient to facilitate fabrication, the parts may be fabricated by an approved maintenance
organisation. Care should be taken to ensure that the data include details of part numbering, dimensions, materials,
processes, and any special manufacturing techniques, special raw material specification or/and incoming inspection
requirement and that the approved organisation has the necessary capability. That capability should be defined by
way of maintenance organisation manual content. Where special processes or inspection procedures are defined in
the approved data which are not available at the approved maintenance organisation, that organisation cannot
fabricate the part unless the TC/STC holder gives an approved alternative.
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7. Examples of fabrication under the scope of an M.A. Subpart F approval can include but are not limited to the
following:

(a) fabrication of bushes, sleeves and shims,

(b) fabrication of secondary structural elements and skin panels,

(c) fabrication of control cables,

(d) fabrication of flexible and rigid pipes,

(e) fabrication of electrical cable looms and assemblies,

(f) formed or machined sheet metal panels for repairs.

Note: It is not acceptable to fabricate any item to pattern unless an engineering drawing of the item is produced
which includes any necessary fabrication processes and which is accepted to the competent authority.

8. Where a TC holder or an approved production organisation is prepared to make available complete data which is not
referred to in aircraft manuals or service bulletins but provides manufacturing drawings for items specified in parts
lists, the fabrication of these items is not considered to be within the scope of an M.A. Subpart F approval unless
agreed otherwise by the competent authority in accordance with a procedure specified in the maintenance
organisation manual.

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9. Inspection and Identification.

Any locally fabricated part should be subject to an inspection stage before, separately, and preferably independently
from, any inspection of its installation. The inspection should establish full compliance with the relevant
manufacturing data, and the part should be unambiguously identified as fit for use by stating conformity to the
approved data. Adequate records should be maintained of all such fabrication processes including heat treatment
and the final inspections. All parts, excepting those with inadequate space, should carry a part number which clearly
relates it to the manufacturing/inspection data. Additional to the part number the approved maintenance
organisation’s identity should be marked on the part for traceability purposes.

M.A.604 Maintenance organisation manual

a) The maintenance organisation shall provide a manual containing at least the following information:

1. a statement signed by the accountable manager to confirm that the organisation will continuously work in
accordance with Annex I (Part-M) and the manual at all times, and;

2. the organisation's scope of work, and;

3. the title(s) and name(s) of person(s) referred to in point M.A.606(b), and;

4. an organisation chart showing associated chains of responsibility between the person(s) referred to in point
M.A.606(b), and;

5. a list of certifying staff and, if applicable, airworthiness review staff and staff responsible for the development and
processing of the maintenance programme, with their scope of approval, and;

6. a list of locations where maintenance is carried out, together with a general description of the facilities, and;

7. procedures specifying how the maintenance organisation ensures compliance with this Part, and;

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8. the maintenance organisation manual amendment procedure(s).

b) The maintenance organisation manual and its amendments shall be approved by the competent authority.

c) Notwithstanding point (b) minor amendments to the manual may be approved through a procedure (hereinafter
called indirect approval).

AMC M.A.604 Maintenance organisation manual

1. Appendix IV to this AMC provides an outline of the format of an acceptable maintenance organisation manual for a
small organisation with less than 10 maintenance staff.

2. The maintenance organisation exposition as specified in Part-145 provides an outline of the format of an acceptable
maintenance organisation manual for larger organisations with more than 10 maintenance staff, dependent upon
the complexity of the organisation.

M.A.605 Facilities
The organisation shall ensure that:

a) Facilities are provided for all planned work, specialised workshops and bays are segregated as appropriate, to ensure
protection from contamination and the environment.

b) Office accommodation is provided for the management of all planned work including in particular, the completion of
maintenance records.

c) Secure storage facilities are provided for components, equipment, tools and material. Storage conditions shall ensure
segregation of unserviceable components and material from all other components, material, equipment and tools.
Storage conditions shall be in accordance with the manufacturers' instructions and access shall be restricted to
authorised personnel.

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AMC M.A.605(a) Facilities
1. Where a hangar is not owned by the M.A. Subpart F organisation, it may be necessary to establish proof of tenancy.
In addition, sufficiency of hangar space to carry out planned maintenance should be demonstrated by the
preparation of a projected aircraft hangar visit plan relative to the aircraft maintenance programme. The aircraft
hangar visit plan should be updated on a regular basis.

For balloons and airships a hangar may not be required where maintenance of the envelope and bottom end
equipment can more appropriately be performed outside, providing all necessary maintenance can be accomplished
in accordance with M.A.402. For complex repairs or component maintenance requiring an EASA Form 1, suitable
approved workshops should be provided. The facilities and environmental conditions required for inspection and
maintenance should be defined in the Maintenance Organisation Manual.

Depending on the scope of work of the maintenance organisation, it may not be necessary to have a hangar
available. For example, an organisation maintaining ELA2 aircraft (when not performing major repairs) may perform
the work in alternative suitable facilities (and possibly at remote locations) as agreed by the competent authority.

2. Protection from the weather elements relates to the normal prevailing local weather elements that are expected
throughout any twelve-month period. Aircraft hangar and aircraft component workshop structures should be to a
standard that prevents the ingress of rain, hail, ice, snow, wind and dust etc. Aircraft hangar and aircraft component
workshop floors should be sealed to minimise dust generation.

3. Aircraft maintenance staff should be provided with an area where they may study maintenance instructions and
complete continuing airworthiness records in a proper manner.

4. Special case for ELA2 aircraft

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For ELA2 aircraft, it is acceptable not to have access to a hangar or dedicated workshops. Depending on the scope of
work, other facilities are acceptable as long as protection is ensured from inclement weather and contamination.
This may include, for example, working in the field or in non-aviation premises (closed or not).

These facilities do not need to be individually approved by the competent authority as long as the maintenance
organisation manual describes for each type of facility the scope of work, the tooling and equipment available, and
the permitted environmental conditions (weather, contamination).

The organisation should include, as part of the periodic internal organisational review, a sampling of the compliance
with these conditions during certain maintenance events.

AMC M.A.605(b) Facilities

It is acceptable to combine any or all of the office accommodation requirements into one office subject to the staff
having sufficient room to carry out assigned tasks.

AMC M.A.605(c) Facilities

1. Storage facilities for serviceable aircraft components should be clean, well-ventilated and maintained at an even dry
temperature to minimise the effects of condensation. Manufacturer’s storage recommendations should be followed
for those aircraft components identified in such published recommendations.

2. Adequate storage racks should be provided and strong enough to hold aircraft components and provide sufficient
support for large aircraft components such that the component is not damaged during storage.

3. All aircraft components, wherever practicable, should remain packaged in their protective material to minimise
damage and corrosion during storage. A shelf life control system should be utilised and identity tags used to identify
components.

4. Segregation means storing unserviceable components in a separate secured location from serviceable components.
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5. Segregation and management of any unserviceable component should be ensured according to the pertinent
procedure approved to that organisation.

6. Procedures should be defined by the organisation describing the decision process for the status of unserviceable
components. This procedure should identify at least the following:

− role and responsibilities of the persons managing the decision process;

− description of the decision process to choose between maintaining, storing or mutilating a component;

− traceability of decision.

7. Once unserviceable components or materials have been identified as unsalvageable in accordance with M.A.504(c),
the organisation should establish secure areas in which to segregate such items and to prevent unauthorised access.
Unsalvageable components should be managed through a procedure to ensure that these components receive the
appropriate final disposal according to M.A.504(d) or (e). The person responsible for the implementation of this
procedure should be identified.

M.A.606 Personnel requirements

a) The organisation shall appoint an accountable manager, who has corporate authority for ensuring that all
maintenance required by the customer can be financed and carried out to the standard required by this Part.

b) A person or group of persons shall be nominated with the responsibility of ensuring that the organisation is always
in compliance with this Subpart. Such person(s) shall be ultimately responsible to the accountable manager.

c) All point (b) persons shall be able to show relevant knowledge, background and appropriate experience related to
aircraft and/or component maintenance.

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d) The organisation shall have appropriate staff for the normal expected contracted work. The use of temporarily sub-
contracted staff is permitted in the case of higher than normally expected contracted work and only for personnel
not issuing a certificate of release to service.

e) The qualification of all personnel involved in maintenance, airworthiness reviews and development of maintenance
programmes shall be demonstrated and recorded.

f) Personnel who carry out specialised tasks such as welding, non-destructive testing/inspection other than colour
contrast shall be qualified in accordance with an officially recognised standard.

g) The maintenance organisation shall have sufficient certifying staff to issue certificates of release to service for aircraft
and components provided for in points M.A.612 and M.A.613. The staff shall comply with the following requirements:

1. Annex III (Part-66) in the case of aircraft;

2. Article 5(6) of this Regulation in the case of components.

h) By derogation from point (g), the organisation may use certifying staff qualified in accordance with the following
provisions when providing maintenance support to operators involved in commercial operations, subject to
appropriate procedures to be approved as part of the organisation's manual:

1. For a repetitive pre-flight airworthiness directive which specifically states that the flight crew may carry out such
airworthiness directive, the organisation may issue a limited certifying staff authorisation to the aircraft
commander on the basis of the flight crew licence held, provided that the organisation ensures that sufficient
practical training has been carried out to ensure that such person can accomplish the airworthiness directive to
the required standard;

2. In the case of aircraft operating away from a supported location the organisation may issue a limited certifying
staff authorisation to the aircraft commander on the basis of the flight crew licence, provided that the

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organisation ensures that sufficient practical training has been carried out to ensure that such person can
accomplish the task to the required standard.

i) If the organisation performs airworthiness reviews and issues the corresponding airworthiness review certificate for
ELA1 aircraft not involved in commercial operations in accordance with M.A.901(l), it shall have airworthiness review
staff qualified and authorised in accordance with M.A.901(l)1.

j) If the organisation is involved in the development and processing of approval of the maintenance programme for
ELA2 aircraft not involved in commercial operations in accordance with M.A.201(e)(ii), it shall have qualified staff who
shall be able to show relevant knowledge and experience.

AMC M.A.606(a) Personnel requirements

With regard to the accountable manager, it is normally intended to mean the chief executive officer of the maintenance
organisation approved under M.A. Subpart F, who by virtue of position has overall (including in particular financial)
responsibility for running the organisation. The accountable manager may be the accountable manager for more than
one organisation and is not required to be necessarily knowledgeable on technical matters. When the accountable
manager is not the chief executive officer, the competent authority will need to be assured that such an accountable
manager has direct access to chief executive officer and has a sufficiency of maintenance funding allocation.

AMC M.A.606(b) Personnel requirements

1. Dependent upon the size of the organisation, the functions may be subdivided under individual managers or
combined in any number of ways.

2. The maintenance organisation should have, dependent upon the extent of approval, an aircraft maintenance
manager, a workshop manager all of whom should report to the accountable manager. In small maintenance
organisations any manager may also be the accountable manager, and may also be the aircraft maintenance
manager or the workshop manager.
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3. The aircraft maintenance manager is responsible for ensuring that all maintenance required to be carried out, plus
any defect rectification carried out during aircraft maintenance, is carried out to the design and quality standards
specified in this Part. The aircraft maintenance manager is also responsible for any corrective action resulting from
the M.A.616 organisational review.

4. The workshop manager is responsible for ensuring that all work on aircraft components is carried out to the
standards specified in this Part and also responsible for any corrective action resulting from the M.A.616
organisational review.

5. Notwithstanding the example sub-paragraphs 2 - 4 titles, the organisation may adopt any title for the foregoing
managerial positions but should identify to the competent authority the titles and persons chosen to carry out these
functions.

AMC M.A.606(c) Personnel requirements

1. All nominated persons should, in the normal way, be expected to satisfy the competent authority that they possess
the appropriate experience and qualifications which are listed in paragraphs 2.1 to 2.5 below.

2. All nominated persons should have:

2.1. practical experience and expertise in the application of aviation safety standards and safe maintenance practices;

2.2. comprehensive knowledge of:

(a) Part-M and any associated requirements and procedures;

(b) the maintenance organisation manual;

2.3. five years aviation experience of which at least three years should be practical maintenance experience;

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2.4. knowledge of the relevant type(s) of aircraft or components maintained. This knowledge may be demonstrated
by documented evidence or by an assessment performed by the competent authority. This assessment should
be recorded.
Training courses should be as a minimum at a level equivalent to Part-66 Appendix III Level 1 General
Familiarisation, and could be imparted by a Part-147 organisation, by the manufacturer, or by any other
organisation accepted by the competent authority.

2.5. knowledge of maintenance standards.

AMC M.A.606(d) Personnel requirements

1. All staff are subjected to compliance with the organisation’s procedures specified in the maintenance organisation
manual relevant to their duties.

2. To have sufficient staff means that the approved maintenance organisation employs or contracts staff directly, even
on a volunteer basis, for the anticipated maintenance workload.

3. Temporarily sub-contracted means the person is employed by another organisation and contracted by that
organisation to the approved maintenance organisation.

AMC M.A.606(e) Personnel requirements

1. Personnel involved in maintenance should be assessed for competence by 'on the job' evaluation and/or by
examination relevant to their particular job role within the organisation before unsupervised work is permitted.

2. Adequate initial and recurrent training should be provided and recorded to ensure continued competence.

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AMC M.A.606(f) Personnel requirements
1. Non-destructive testing means such testing specified by the type certificate holder of the aircraft, engine or propeller
in the M.A.304(b) maintenance data for in service aircraft/aircraft components for the purpose of determining the
continued fitness of the product to operate safely.

2. Appropriately qualified means to level 1, 2 or 3 as defined by European Standard EN 4179 dependent upon the non-
destructive testing function to be carried out.

3. Notwithstanding the fact that level 3 personnel may be qualified via EN 4179 to establish and authorise methods,
techniques, etc., this does not permit such personnel to deviate from methods and techniques published by the type
certificate holder/manufacturer in the form of continued airworthiness data, such as in non-destructive test manuals
or service bulletins, unless the manual or service bulletin expressly permits such deviation.

4. Notwithstanding the general references in EN 4179 to a national aerospace NDT board, all examinations should be
conducted by personnel or organisations under the general control of such a board. In the absence of a national
aerospace NDT board, examinations should be conducted by personnel or organisations under the general control
of the NDT board of a Member State designated by the competent authority.

5. Particular non-destructive test means any one or more of the following: dye penetrant, magnetic particle, eddy
current, ultrasonic and radiographic methods including X ray and gamma ray.

6. In addition it should be noted that new methods are and will be developed, such as, but not limited to
thermography and shearography, which are not specifically addressed by EN 4179. Until such time as an agreed
standard is established such methods should be carried out in accordance with the particular equipment
manufacturers’ recommendations including any training and examination process to ensure competence of the
personnel with the process.

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7. Any approved maintenance organisation that carries out continued airworthiness nondestructive testing should
establish qualification procedures for non-destructive testing.

8. Boroscoping and other techniques such as delamination coin tapping are non-destructive inspections rather than
non-destructive testing. Notwithstanding such differentiation, approved maintenance organisation should establish
a procedure to ensure that personnel who carry out and interpret such inspections are properly trained and assessed
for their competence with the process. Non-destructive inspections, not being considered as non-destructive testing
by M.A. Subpart F are not listed in Appendix IV to Part-M under class rating D1.

9. The referenced standards, methods, training and procedures should be specified in the maintenance organisation
manual.

10. Any such personnel who intend to carry out and/or control a non-destructive test for which they were not qualified
prior to the effective date of Part-M should qualify for such nondestructive test in accordance with EN 4179.

In this context officially recognised standard means those standards established or published by an official body
whether having legal personality or not, which are widely recognised by the air transport sector as constituting good
practice.

AMC M.A.606(h)(2) Personnel requirements

1. For the issue of a limited certification authorisation the commander should hold either a valid air transport pilot
license (ATPL), or commercial pilots license (CPL). In addition, the limited certification authorisation is subject to the
maintenance organisation manual containing procedures to address the following:

a) Completion of adequate airworthiness regulation training.

b) Completion of adequate task training for the specific task on the aircraft. The task training should be of sufficient
duration to ensure that the individual has a thorough understanding of the task to be completed and should
involve training in the use of associated maintenance data.
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c) Completion of the procedural training.

The above procedures should be specified in the maintenance organisation manual and be accepted by the
competent authority.

2. Typical tasks that may be certified and/or carried out by the commander holding an ATPL or CPL are minor
maintenance or simple checks included in the following list:

a) Replacement of internal lights, filaments and flash tubes.

b) Closing of cowlings and refitment of quick access inspection panels.

c) Role changes, e.g., stretcher fit, dual controls, FLIR, doors, photographic equipment etc.

d) Inspection for and removal of de-icing/anti-icing fluid residues, including removal/closure of panels, cowls or
covers that are easily accessible but not requiring the use of special tools.

e) Any check/replacement involving simple techniques consistent with this AMC and as agreed by the competent
authority.

3. The authorisation should have a finite life of twelve months subject to satisfactory recurrent training on the
applicable aircraft type.

M.A.607 Certifying staff and airworthiness review staff

a) In addition to point M.A.606(g), certifying staff can only exercise their privileges, if the organisation has ensured:

1. that certifying staff can demonstrate that they meet the requirements of point 66.A.20(b) of Annex III (Part-66),
except when Annex III (Part-66) refers to Member State regulation, in which case they shall meet the requirement
of such regulation, and;

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2. that certifying staff have an adequate understanding of the relevant aircraft and/or aircraft component(s) to be
maintained together with the associated organisation procedures.

b) In the following unforeseen cases, where an aircraft is grounded at a location other than the main base where no
appropriate certifying staff is available, the maintenance organisation contracted to provide maintenance support
may issue a one-off certification authorisation:

1. to one of its employees holding type qualifications on aircraft of similar technology, construction and systems; or

2. to any person with not less than three years maintenance experience and holding a valid ICAO aircraft
maintenance licence rated for the aircraft type requiring certification provided there is no organisation
appropriately approved under this Part at that location and the contracted organisation obtains and holds on file
evidence of the experience and the licence of that person.

All such cases must be reported to the competent authority within seven days after issuing such certification
authorisation. The approved maintenance organisation issuing the one-off certification authorisation shall ensure
that any such maintenance that could affect flight safety is re-checked.

c) The approved maintenance organisation shall record all details concerning certifying staff and airworthiness review
staff and maintain a current list of all certifying staff and airworthiness review staff together with their scope of
approval as part of the organisation's manual pursuant to point M.A.604(a)5.

AMC M.A.607 Certifying staff and airworthiness review staff

1. Adequate understanding of the relevant aircraft and/or aircraft component(s) to be maintained together with the
associated organisation procedures means that the person has received training and has relevant maintenance
experience on the product type and associated organisation procedures such that the person understands how the
product functions, what are the more common defects with associated consequences.

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2. All prospective certifying staff are required to be assessed for competence, qualification and capability related to
intended certifying duties. Competence and capability can be assessed by having the person work under the
supervision of another certifying person for sufficient time to arrive at a conclusion. Sufficient time could be as little
as a few weeks if the person is fully exposed to relevant work. The person need not be assessed against the complete
spectrum of intended duties. When the person has been recruited from another approved maintenance organisation
and was a certifying person in that organisation then it is reasonable to accept a written confirmation from the
previous organisation.

3. The organisation should hold copies of all documents that attest to qualification, and to recent experience.

AMC M.A.607(c) Certifying staff and airworthiness review staff

1. The following minimum information as applicable should be kept on record in respect of each certifying person:

(a) name;

(b) date of birth;

(c) basic training;

(d) type training;

(e) recurrent training;

(f) specialised training;

(g) experience;

(h) qualifications relevant to the approval;

(i) scope of the authorisation and personal authorisation reference;

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(j) date of first issue of the authorisation;

(k) if appropriate - expiry date of the authorisation.

2. The following minimum information, as applicable, should be kept on record in respect of each airworthiness review
person:

(a) name;

(b) date of birth;

(c) certifying staff authorisation;

(d) experience as certifying staff on ELA1 aircraft;

(e) qualifications relevant to the approval (knowledge of relevant parts of Part-M and knowledge of the relevant
airworthiness review procedures);

(f) scope of the airworthiness review authorisation and personal authorisation reference;

(g) date of the first issue of the airworthiness review authorisation; and

(h) if appropriate, expiry date of the airworthiness review authorisation.

3. Persons authorised to access the system should be maintained at a minimum to ensure that records cannot be
altered in an unauthorised manner or that such confidential records become accessible to unauthorised persons.

4. The competent authority should be granted access to the records upon request.

M.A.608 Components, equipment and tools

a) The organisation shall:

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1. hold the equipment and tools specified in the maintenance data described in point M.A.609 or verified
equivalents as listed in the maintenance organisation manual as necessary for day-to-day maintenance within the
scope of the approval; and,

2. demonstrate that it has access to all other equipment and tools used only on an occasional basis.

b) Tools and equipment shall be controlled and calibrated to an officially recognised standard. Records of such
calibrations and the standard used shall be kept by the organisation.

c) The organisation shall inspect, classify and appropriately segregate all incoming components, standard parts and
materials.

AMC M.A.608(a) Components, equipment and tools

1. Once the applicant for M.A. Subpart F approval has determined the intended scope of approval for consideration by
the competent authority, it will be necessary to show that all tools and equipment as specified in the maintenance
data can be made available when needed.

2. All such tools should be clearly identified and listed in a control register including any personal tools and equipment
that the organisation agrees can be used.

3. For tools required on an occasional basis, the organisation should ensure that they are controlled in terms of
servicing or calibration as required.

AMC M.A.608(b) Components, equipment and tools

1. The control of these tools and equipment requires that the organisation has a procedure to inspect/service and,
where appropriate, calibrate such items on a regular basis and indicate to users that the item is within any inspection
or service or calibration time-limit. A clear system of labelling all tooling, equipment and test equipment is therefore
necessary giving information on when the next inspection or service or calibration is due and if the item is
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unserviceable for any other reason where it may not be obvious. A register should be maintained for all the
organisation’s precision tooling and equipment together with a record of calibrations and standards used.

2. Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers'
instructions except where the M.A. Subpart F organisation can show by results that a different time period is
appropriate in a particular case.

3. In this context officially recognised standard means those standards established or published by an official body
whether having legal personality or not, which are widely recognised by the air transport sector as constituting good
practice

M.A.609 Maintenance data

The approved maintenance organisation shall hold and use applicable current maintenance data specified in point
M.A.401 in the performance of maintenance including modifications and repairs. In the case of customer provided
maintenance data, it is only necessary to have such data when the work is in progress.

AMC M.A.609 Maintenance Data

When an organisation uses customer provided maintenance data, the scope of approval indicated in the maintenance
organisation manual should be limited to the individual aircraft covered by the contracts signed with those customers
unless the organisation also holds its own complete set of maintenance data for that type of aircraft.

M.A.610 Maintenance work orders

Before the commencement of maintenance a written work order shall be agreed between the organisation and the
organisation requesting maintenance to clearly establish the maintenance to be carried out.

AMC M.A.610 Maintenance work orders

‘A written work order’ may take the form of, but not limited to, the following:
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− A formal document or form specifying the work to be carried out. This form may be provided by the continuing
airworthiness management organisation managing the aircraft, or by the maintenance organisation undertaking
the work, or by the owner/operator himself;

− An entry in the aircraft log book specifying the defect that needs to be corrected.

M.A.611 Maintenance standards

All maintenance shall be carried out in accordance with the requirements of Section A, Subpart D of this Annex (Part-M).

M.A.612 Aircraft certificate of release to service

At the completion of all required aircraft maintenance in accordance with this Subpart an aircraft certificate of release to
service shall be issued according to point M.A.801.

M.A.613 Component certificate of release to service

a) At the completion of all required component maintenance in accordance with this Subpart a component certificate
of release to service shall be issued in accordance with point M.A.802. EASA Form 1 shall be issued except for those
components maintained in accordance with points M.A.502(b), M.A.502(d) or M.A.502(e) and components fabricated
in accordance with point M.A.603(c).

b) The component certificate release to service document, EASA Form 1 may be generated from a computer database.

AMC M.A.613(a) Component certificate of release to service ED Decision 2015/029/R

1. An aircraft component which has been maintained off the aircraft requires the issuance of a CRS for such
maintenance and another CRS in regard to being installed properly on the aircraft when such action occurs. When an
organisation maintains a component for use by the same organisation, an EASA Form 1 may not be necessary
depending upon the organisation’s internal release procedures defined in the maintenance organisation exposition.

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2. In the case of components in storage prior to Part-145, Part-M and Part-21 and not released on an EASA Form 1 or
equivalent in accordance with M.A.501(a) or removed serviceable from a serviceable aircraft which have been
withdrawn from service, this paragraph provides additional guidance regarding the conditions under which an EASA
Form 1 may be issued.

2.1. An EASA Form 1 may be issued for an aircraft component which has been:

− Maintained before Part-145, or Part-M became effective or manufactured before Part-21 became effective.

− Used on an aircraft and removed in a serviceable condition. Examples include leased and loaned aircraft
components.

− Removed from aircraft which have been withdrawn from service, or from aircraft which have been involved in
abnormal occurrences such as accidents, incidents, heavy landings or lightning strikes.

− Components maintained by an unapproved organisation.

2.2. An appropriately rated M.A. Subpart F maintenance organisation may issue an EASA Form 1 as detailed in this
AMC subparagraph 2.5 to 2.9, as appropriate, in accordance with the procedures detailed in the manual as
approved by the competent authority. The appropriately rated M.A. Subpart F maintenance organisation is
responsible for ensuring that all reasonable measures have been taken to ensure that only approved and
serviceable aircraft components are issued an EASA Form 1 under this paragraph.

2.3. For the purposes of this paragraph 2 only, ‘appropriately rated’ means an organisation with an approval class
rating for the type of component or for the product in which it may be installed.

2.4. An EASA Form 1 issued in accordance with this paragraph 2 should be issued by signing in block 14b and
stating ‘Inspected/Tested’ in block 11. In addition, block 12 should specify:

2.4.1. when the last maintenance was carried out and by whom;
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2.4.2. if the component is unused, when the component was manufactured and by whom with a cross-
reference to any original documentation which should be included with the Form;

2.4.3. a list of all ADs, repairs and modifications known to have been incorporated. If no ADs or repairs or
modifications are known to be incorporated then this should be so stated;

2.4.4. detail of life used for service life-limited parts being any combination of fatigue, overhaul or storage life;

2.4.5. for any aircraft component having its own maintenance history record, reference to the particular
maintenance history record as long as the record contains the details that would otherwise be required in
block 12. The maintenance history record and acceptance test report or statement, if applicable, should
be attached to the EASA Form 1.

2.5. New/unused aircraft components

2.5.1. Any unused aircraft component in storage without an EASA Form 1 up to the effective date(s) for Part-21
that was manufactured by an organisation acceptable to the competent authority at the time may be
issued an EASA Form 1 by an appropriately rated maintenance organisation approved under M.A. Subpart
F. The EASA Form 1 should be issued in accordance with the following subparagraphs which should be
included in a procedure within the maintenance organisation manual.

Note 1: It should be understood that the release of a stored but unused aircraft component in accordance
with this paragraph represents a maintenance release under M.A. Subpart F and not a production release
under Part-21. It is not intended to bypass the production release procedure agreed by the Member State
for parts and subassemblies intended for fitment on the manufacturers own production line.

a) An acceptance test report or statement should be available for all used and unused aircraft
components that are subject to acceptance testing after manufacturing or maintenance as
appropriate.
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b) The aircraft component should be inspected for compliance with the manufacturer’s instructions and
limitations for storage and condition including any requirement for limited storage life, inhibitors,
controlled climate and special storage containers. In addition, or in the absence of specific storage
instructions, the aircraft component should be inspected for damage, corrosion and leakage to ensure
good condition.

c) The storage life used of any storage life-limited parts should be established.

2.5.2. If it is not possible to establish satisfactory compliance with all applicable conditions specified in
subparagraph 2.5.1 (a) to (c) inclusive, the aircraft component should be disassembled by an
appropriately rated organisation and subjected to a check for incorporated ADs, repairs and
modifications and inspected/tested in accordance with the maintenance data to establish satisfactory
condition and, if relevant, all seals, lubricants and life-limited parts replaced. Upon satisfactory
completion after reassembly, an EASA Form 1 may be issued stating what was carried out and the
reference to the maintenance data included.

2.6. Used aircraft components removed from a serviceable aircraft.

2.6.1. Serviceable aircraft components removed from a Member State registered aircraft may be issued an EASA
Form 1 by an appropriately rated organisation subject to compliance with this subparagraph.

a) The organisation should ensure that the component was removed from the aircraft by an
appropriately qualified person.

b) The aircraft component may only be deemed serviceable if the last flight operation with the
component fitted revealed no faults on that component or related system.

c) The aircraft component should be inspected for satisfactory condition including in particular damage,
corrosion or leakage and compliance with any additional maintenance data.
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d) The aircraft record should be researched for any unusual events that could affect the serviceability of
the aircraft component such as involvement in accidents, incidents, heavy landings or lightning
strikes. Under no circumstances may an EASA Form 1 be issued in accordance with this paragraph 2.6
if it is suspected that the aircraft component has been subjected to extremes of stress, temperatures
or immersion which could affect its operation.

e) A maintenance history record should be available for all used serialised aircraft components.

f) Compliance with known modifications and repairs should be established.

g) The flight hours/cycles/landings as applicable of any service life-limited parts including time since
overhaul should be established.

h) Compliance with known applicable airworthiness directives should be established.

i) Subject to satisfactory compliance with this subparagraph 2.6.1, an EASA Form 1 may be issued and
should contain the information as specified in paragraph 2.4 including the aircraft from which the
aircraft component was removed.

2.6.2. Serviceable aircraft components removed from a non-Member State registered aircraft may only be
issued an EASA Form 1 if the components are leased or loaned from the maintenance organisation
approved under M.A. Subpart F who retains control of the airworthiness status of the components. An
EASA Form 1 may be issued and should contain the information as specified in paragraph 2.4 including
the aircraft from which the aircraft component was removed.

2.7. Used aircraft components removed from an aircraft withdrawn from service. Serviceable aircraft components
removed from a Member State registered aircraft withdrawn from service may be issued an EASA Form 1 by a
maintenance organisation approved under M.A. Subpart F subject to compliance with this subparagraph.

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a) Aircraft withdrawn from service are sometimes dismantled for spares. This is considered to be a
maintenance activity and should be accomplished under the control of an organisation approved under
M.A. Subpart F, employing procedures approved by the competent authority.

b) To be eligible for installation, components removed from such aircraft may be issued with an EASA Form
1 by an appropriately rated organisation following a satisfactory assessment.

c) As a minimum, the assessment will need to satisfy the standards set out in paragraphs 2.5 and 2.6 as
appropriate. This should, where known, include the possible need for the alignment of scheduled
maintenance that may be necessary to comply with the maintenance programme applicable to the
aircraft on which the component is to be installed.

d) Irrespective of whether the aircraft holds a certificate of airworthiness or not, the organisation
responsible for certifying any removed component should satisfy itself that the manner in which the
components were removed and stored are compatible with the standards required by M.A. Subpart F.

e) A structured plan should be formulated to control the aircraft disassembly process. The disassembly is to
be carried out by an appropriately rated organisation under the supervision of certifying staff, who will
ensure that the aircraft components are removed and documented in a structured manner in accordance
with the appropriate maintenance data and disassembly plan.

f) All recorded aircraft defects should be reviewed and the possible effects these may have on both normal
and standby functions of removed components are to be considered.

g) Dedicated control documentation is to be used as detailed by the disassembly plan, to facilitate the
recording of all maintenance actions and component removals performed during the disassembly
process. Components found to be unserviceable are to be identified as such and quarantined pending a
decision on the actions to be taken. Records of the maintenance accomplished to establish serviceability
are to form part of the component maintenance history.
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h) Suitable M.A. Subpart F facilities for the removal and storage of removed components are to be used
which include suitable environmental conditions, lighting, access equipment, aircraft tooling and storage
facilities for the work to be undertaken. While it may be acceptable for components to be removed, given
local environmental conditions, without the benefit of an enclosed facility subsequent disassembly (if
required) and storage of the components should be in accordance with the manufacturer’s
recommendations.

2.8. Used aircraft components maintained by organisations not approved in accordance with M.A Subpart F or Part-
145.

For used components maintained by a maintenance organisation not approved under Part-M Subpart F or Part-
145, due care should be taken before acceptance of such components. In such cases an appropriately rated
maintenance organisation approved under M.A. Subpart F should establish satisfactory conditions by:

a) dismantling the component for sufficient inspection in accordance with the appropriate maintenance data,

b) replacing of all service life-limited components when no satisfactory evidence of life used is available and/or
the components are in an unsatisfactory condition,

c) reassembling and testing as necessary the component,

d) completing all certification requirements as specified in M.A.613.

In the case of used components maintained by an FAA Part-145 repair station (USA) or by TCCA CAR573
approved maintenance organisations (Canada) that does not hold an EASA Part-145 or M.A. Subpart F approval,
the conditions (a) through (d) described above may be replaced by the following conditions:

a) availability of an 8130-3 (FAA) or TCCA 24-0078 (TCCA) or an Authorized Release Certificate Form One (TCCA),

b) verification of compliance with all applicable airworthiness directives,

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c) verification that the component does not contain repairs or modifications that have not been approved in
accordance with Part-21,

d) inspection for satisfactory condition including in particular damage, corrosion or leakage,

e) issuance of an EASA Form 1 in compliance with paragraphs 2.2, 2.3 and 2.4.

These alleviated requirements are based on the fact that credit can be taken for their technical capabilities and
their competent authority oversight, as attested by the following documents:

− Maintenance Annex Guidance (MAG) between the FAA and EASA,

− Maintenance Annex Guidance (MAG) between the EASA and TCCA.

2.9. Used aircraft components removed from an aircraft involved in an accident or incident. Such components
should only be issued with an EASA Form 1 when processed in accordance with paragraph 2.7 and a specific
work order including all additional necessary tests and inspections made necessary by the accident or incident.
Such a work order may require input from the TC holder or original manufacturer as appropriate. This work
order should be referenced in block 12.

3. A certificate should not be issued for any component when it is known that the component is unserviceable except
in the case of a component undergoing a series of maintenance processes at several approved maintenance
organisations and the component needs a certificate for the previous maintenance process carried out for the next
approved maintenance organisation to accept the component for subsequent maintenance processes. In such a
case, a clear statement of limitation should be endorsed in block.

4. The certificate is to be used for export/import purposes, as well as for domestic purposes, and serves as an official
certificate for components from the manufacturer/maintenance organisation to users. It should only be issued by
organisations approved by a competent authority or the Agency as applicable within the scope of the approval.

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M.A.614 Maintenance and airworthiness review records
a) The approved maintenance organisation shall record all details of work carried out. Records necessary to prove all
requirements have been met for the issue of the certificate of release to service including the subcontractor's release
documents and for the issue of any airworthiness review certificate and recommendation shall be retained.

b) The approved maintenance organisation shall provide a copy of each certificate of release to service to the aircraft
owner, together with a copy of any specific repair/modification data used for repairs/modifications carried out.

c) The approved maintenance organisation shall retain a copy of all maintenance records and any associated
maintenance data for three years from the date the aircraft or aircraft component to which the work relates was
released from the approved maintenance organisation. In addition, it shall retain a copy of all the records related to
the issue of recommendations and airworthiness review certificates for three years from the date of issue and shall
provide a copy of them to the owner of the aircraft.

1. The records under this point shall be stored in a manner that ensures protection from damage, alteration, and
theft.

2. All computer hardware used to ensure backup shall be stored in a different location from that containing the
working data in an environment that ensures they remain in good condition.

3. Where an approved maintenance organisation terminates its operation, all retained maintenance records
covering the last three years shall be distributed to the last owner or customer of the respective aircraft or
component or shall be stored as specified by the competent authority.

AMC M.A.614(a) Maintenance and airworthiness review records

1. Properly executed and retained records provide owners, operators and maintenance personnel with information
essential in controlling unscheduled and scheduled maintenance, and troubleshooting to eliminate the need for re-
inspection and rework to establish airworthiness.
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2. The prime objective is to have secure and easily retrievable records with comprehensive and legible contents. The
aircraft record should contain basic details of all serialised aircraft components and all other significant aircraft
components installed, to ensure traceability to such installed aircraft component documentation and associated
M.A.304 maintenance data.

3. The maintenance record can be either a paper or computer system or any combination of both. The records should
remain legible throughout the required retention period.

4. Paper systems should use robust material which can withstand normal handling and filing.

5. Computer systems may be used to control maintenance and/or record details of maintenance work carried out.
Computer systems used for maintenance should have at least one backup system which should be updated at least
within 24 hours of any maintenance. Each terminal is required to contain programme safeguards against the ability
of unauthorised personnel to alter the database.

AMC M.A.614(c) Maintenance and airworthiness review records

Associated maintenance data is specific information such as repair and modification data. This does not necessarily
require the retention of all aircraft maintenance manual, component maintenance manual, parts catalogues etc. issued
by the TC holder or STC holder. Maintenance records should refer to the revision status of the data used.

M.A.615 Privileges of the organisation

The maintenance organisation approved in accordance with Section A, Subpart F of this Annex (PartM), may:

a) maintain any aircraft and/or component for which it is approved at the locations specified in the approval
certificate and the maintenance organisation manual;

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b) arrange for the performance of specialized services under the control of the maintenance organisation at another
organisation appropriately qualified, subject to appropriate procedures being established as part of the
Maintenance Organisation Manual approved by the competent authority directly;

c) maintain any aircraft and/or component for which it is approved at any location subject to the need of such
maintenance arising either from the unserviceability of the aircraft or from the necessity of supporting occasional
maintenance, subject to the conditions specified in the Maintenance Organisation Manual;

d) issue certificates of release to service on completion of maintenance, in accordance with point M.A.612 or point
M.A.613;

e) if specifically approved to do so for ELA1 aircraft not involved in commercial operations,

1. perform airworthiness reviews and issue the corresponding airworthiness review certificate, under the
conditions specified in point M.A.901(l), and

2. perform airworthiness reviews and issue the corresponding recommendations, under the conditions specified
in point M.A.901(l) and M.A.904(a)2 and (b).

f) develop the maintenance programme and process its approval in accordance with point M.A.302 for ELA2 aircraft
not involved in commercial operations, under the conditions specified in point M.A.201(e)(ii), and limited to the
aircraft ratings listed in the approval certificate.

The organisation shall only maintain an aircraft or component for which it is approved when all the necessary
facilities, equipment, tooling, material, maintenance data and certifying staff are available.

GM M.A.615 Privileges of the organisation

M.A.615 states that the organisation shall only maintain an aircraft or component for which it is approved when all the
necessary facilities, equipment, tooling, material, maintenance data, and certifying staff are available.
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This provision is intended to cover the situation where the larger organisation may temporarily not hold all the
necessary tools, equipment, etc. for an aircraft type or variant specified in the organisation’s approval. This paragraph
means that the competent authority need not amend the approval to delete the aircraft type or variants on the basis
that it is a temporary situation and there is a commitment from the organisation to re-acquire tools, equipment, etc.
before maintenance on the type may recommence.

GM M.A.615(a) Privileges of the organisation

M.A.615(a) applies also to facilities which may not be individually approved by the competent authority, such as those
described in AMC M.A.605(a) for ELA2 aircraft.

AMC M.A.615(b) Privileges of the organisation

M.A.615(b) refers to work carried out by another organisation which is not appropriately approved under M.A. Subpart F
or Part-145 to carry out such tasks.

The intent is to permit the acceptance of specialised maintenance services, such as, but not limited to, non-destructive
testing, surface treatment, heat-treatment, welding, fabrication of specified parts for minor repairs and modifications,
etc., without the need of Subpart F approval for those tasks.

The requirement that the organisation performing the specialised services must be ‘appropriately qualified’ means that
it should meet an officially recognised standard or, otherwise, it should be acceptable to the competent authority
(through the approval of the Maintenance Organisation Manual).

‘Under the control of the Subpart F organisation’ means that the Subpart F organisation should investigate the
capability of the subcontracted organisation (including qualifications, facilities, equipment and materials) and ensure
that such organisation

− Receives appropriate maintenance instructions and maintenance data for the task to be performed.

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− Properly records the maintenance performed in the Subpart F airworthiness records.

− Notifies the Subpart F organisation for any deviation or non-conformity, which has arisen during such
maintenance.

The CRS may be issued either at the subcontractors or at the organisation facility by authorised certifying staff, and
always under the M.A. Subpart F organisation reference. Such staff would normally come from the M.A. Subpart F
organisation but may otherwise be a person from the subcontractor who meets the M.A. Subpart F organisation
certifying staff standard which itself is approved by the competent authority via the Maintenance Organisation Manual.

Subcontracted specialised services organisations should be listed in the Maintenance Organisation Manual of the
Subpart F organisation together with their qualifications, and the associated control procedures.

M.A.616 Organisational review

To ensure that the approved maintenance organisation continues to meet the requirements of this Subpart, it shall
organise, on a regular basis, organisational reviews.

AMC M.A.616 Organisational review

1. The primary objectives of the organisational review are to enable the approved maintenance organisation to ensure
that it can deliver a safe product and that approved maintenance organisation remains in compliance with the
requirements.

2. The approved maintenance organisation should identify:

2.1. the person responsible for the organisational review;

2.2. the frequency of the reviews;

2.3. the scope and content of the reviews;

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2.4. the persons accomplishing the reviews;

2.5. the procedure for planning, performing and processing review findings; and,

2.6. the procedure for ensuring corrective actions are carried out in the appropriate time frame.

3. The organisation quality system as specified in Part-145 provides an acceptable basic structure for the organisational
review system for organisations with more than 10 maintenance staff, dependent upon the complexity of the
organisation.

4. Appendix VIII to AMC M.A.616 should be used to manage the organisational reviews.

M.A.617 Changes to the approved maintenance organisation

In order to enable the competent authority to determine continued compliance with this Part, the approved
maintenance organisation shall notify it of any proposal to carry out any of the following changes, before such changes
take place:

1. the name of the organisation;

2. the location of the organisation;

3. additional locations of the organisation;

4. the accountable manager;

5. any of the persons specified in point M.A.606(b);

6. the facilities, equipment, tools, material, procedures, work scope, certifying staff and airworthiness review staff
that could affect the approval.

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In the case of proposed changes in personnel not known to the management beforehand, these changes shall be
notified at the earliest opportunity.

AMC M.A.617 Changes to the approved maintenance organisation

The competent authority should be given adequate notification of any proposed changes in order to enable the
maintenance organisation to remain approved if agreed by the competent authority during negotiations about any of
the specified changes. Without this paragraph the approval would automatically be suspended in all cases.

M.A.618 Continued validity of approval

a) An approval shall be issued for an unlimited duration. It shall remain valid subject to:

1. the organisation remaining in compliance with this Part, in accordance with the provisions related to the handling
of findings as specified under point M.A.619, and;

2. the competent authority being granted access to the organisation to determine continued compliance with this
Part, and;

3. the approval not being surrendered or revoked;

b) Upon surrender or revocation, the approval certificate shall be returned to the competent authority.

M.A.619 Findings
a) A level 1 finding is any significant non-compliance with Part-M requirements which lowers the safety standard and
hazards seriously the flight safety.

b) A level 2 finding is any non-compliance with the Part-M requirements which could lower the safety standard and
possibly hazard the flight safety.

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c) After receipt of notification of findings according to point M.B.605, the holder of the maintenance organisation
approval shall define a corrective action plan and demonstrate corrective action to the satisfaction of the competent
authority within a period agreed with this authority.

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SUBPART G — CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION
M.A.701 Scope
This Subpart establishes the requirements to be met by an organisation to qualify for the issue or continuation of an
approval for the management of aircraft continuing airworthiness.

M.A.702 Application
An application for issue or change of a continuing airworthiness management organisation approval shall be made on a
form and in a manner established by the competent authority.

AMC M.A.702 Application

An application should be made on an EASA Form 2 (Appendix IX to AMC M.A.602 and AMC M.A.702) or equivalent
acceptable to the competent authority

The EASA Form 2 is valid for the application for M.A. Subpart F, Part-145 and M.A. Subpart G organisations.
Organisations applying for several approvals may do so using a single EASA Form 2.

M.A.703 Extent of approval

a) The approval is indicated on a certificate included in Appendix VI issued by the competent authority.

b) Notwithstanding point (a), for licenced air carriers in accordance with Regulation (EC) No 1008/2008, the approval
shall be part of the air operator certificate issued by the competent authority, for the aircraft operated.

c) The scope of work deemed to constitute the approval shall be specified in the continuing airworthiness
management exposition in accordance with point M.A.704.

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M.A.704 Continuing airworthiness management exposition
a) The continuing airworthiness management organisation shall provide a continuing airworthiness management
exposition containing the following information:

1. a statement signed by the accountable manager to confirm that the organisation will work in accordance with
this Part and the exposition at all times, and;

2. the organisation's scope of work, and;

3. the title(s) and name(s) of person(s) referred to in points M.A.706(a), M.A.706(c), M.A.706(d) and M.A.706(i), and;

4. an organisation chart showing associated chains of responsibility between all the person(s) referred to in points
M.A.706(a), M.A.706(c), M.A.706(d) and M.A.706(i), and;

5. a list of the airworthiness staff referred to in point M.A.707, specifying, where applicable, the staff authorised to
issue permits to fly in accordance with point M.A.711(c), and;

6. a general description and location of the facilities, and;

7. procedures specifying how the continuing airworthiness management organisation ensures compliance with this
Part, and;

8. the continuing airworthiness management exposition amendment procedures, and;

9. the list of approved aircraft maintenance programmes, or, for aircraft not used by licenced air carriers in
accordance with Regulation (EC) No 1008/2008, the list of ‘generic’ and ‘baseline’ maintenance programmes.

b) The continuing airworthiness management exposition and its amendments shall be approved by the competent
authority.

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c) Notwithstanding point (b), minor amendments to the exposition may be approved indirectly through an indirect
approval procedure. The indirect approval procedure shall define the minor amendment eligible, be established by
the continuing airworthiness management organisation as part of the exposition and be approved by the
competent authority responsible for that continuing airworthiness management organisation.

AMC1 M.A.704 Continuing airworthiness management exposition

1. The purpose of the continuing airworthiness management exposition is to set forth the procedures, means and
methods of the CAMO. Compliance with its contents will assure compliance with Part-M requirements.

2. A continuing airworthiness management exposition should comprise:

Part 0 General organisation

Part 1 Continuing airworthiness procedures

Part 2 Quality system or organisational review (as applicable)

Part 3 Contracted maintenance — management of maintenance (liaison with maintenance organisations)

Part 4 Airworthiness review procedures (if applicable)

3. Personnel should be familiar with those parts of the continuing airworthiness management exposition that are
relevant to their tasks.

4. The CAMO should specify in the exposition who is responsible for the amendment of the document. Unless
otherwise agreed by the approving competent authority, the person responsible for the management of the quality
system or for the organisational review should be responsible for monitoring and amending the continuing
airworthiness management exposition, including associated procedure’s manuals, and the submission of proposed
amendments to the competent authority. The competent authority may agree to a procedure, and its agreement will

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be stated in the amendment control section of the continuing airworthiness management exposition defining the
class of amendments, which can be incorporated without the prior consent of the competent authority (‘indirect
approval procedure’).

5. The CAMO may use electronic data processing (EDP) for the publication of the continuing airworthiness
management exposition. The continuing airworthiness management exposition should be made available to the
approving competent authority in a form acceptable to the latter. Attention should be paid to the compatibility of
the EDP publication systems with the necessary dissemination, both internally and externally, of the continuing
airworthiness management exposition.

6. The continuing airworthiness management exposition should contain information, as applicable, on how the CAMO
complies with CDCCL instructions.

7. Appendix V to AMC M.A.704 contains an example of a continuing airworthiness management exposition layout.

AMC2 M.A.704 Continuing airworthiness management exposition

EXPOSITION LAYOUT FOR A CAMO HOLDING A MAINTENANCE ORGANISATION APPROVAL

1. Where a CAMO is also approved to another Part, the exposition or manual required by the other Part may form the
basis of the continuing airworthiness management exposition in a combined document.

2. Example for a combined CAMO and Part-145 organisation:

Part-145 Exposition (see equivalent paragraphs in AMC 145.A.70(a))

Part 0 General organisation

Part 1 Management

Part 2 Maintenance procedures

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Part L2 Additional line maintenance procedures

Part 3 Quality system and/or organisational review (as applicable)

This chapter should cover the functions specified in M.A.712 ‘Quality system’ and 145.A.65 ‘Safety and quality
system’.

Part 4 Contracts

This chapter should include:

− the contracts of the CAMO with the owners/operators as per Appendix I to Part-M;

− the CAMO procedures for the management of maintenance and liaison with maintenance organisations.

Part 5 Appendices (sample of documents)

Part 6 Continuing airworthiness management procedures

Part 7 FAA supplement (if applicable)

Part 8 TCCA supplement (if applicable)

Part 9 Airworthiness review procedures (if applicable)

3. Example for a combined CAMO and M.A. Subpart F organisation:

Part 0 General organisation

Part 1 General

Part 2 Description

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Part 3 General procedures

Part 4 Working procedures

This part should contain, among other things, procedures for quality system or organisation review, as
applicable.

Part 5 Appendices

Part 6 Continuing airworthiness management procedures

Part 7 Airworthiness review procedures (if applicable)

AMC M.A.704(a)(2) Continuing airworthiness management exposition

1. Part 0 ‘General organisation’ of the continuing airworthiness management exposition should include a corporate
commitment by the CAMO, signed by the accountable manager, confirming that the continuing airworthiness
management exposition and any associated manuals define the organisation’s compliance with Part-M and will be
complied with at all times.

2. The accountable manager’s exposition statement should embrace the intent of the following paragraph, and in fact
this statement may be used without amendment. Any amendment to the statement should not alter its intent:

‘This exposition defines the organisation and procedures upon which the competent authority’s* CAMO approval is
based.

These procedures are approved by the undersigned and should be complied with, as applicable, in order to ensure
that all continuing airworthiness tasks are carried out on time to an approved standard.

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It is accepted that these procedures do not override the necessity of complying with any new or amended
regulation published from time to time where these new or amended regulations are in conflict with these
procedures.

It is understood that the competent authority* will approve this organisation whilst the competent authority* is
satisfied that the procedures are followed and the work standard is maintained. It is understood that the competent
authority* reserves the right to suspend, limit or revoke the CAMO approval or the air operator certificate, as
applicable, if the competent authority* has evidence that the procedures are not followed and standards not
upheld.

Signed .....................................

Dated ......................................

Accountable manager and ... (quote position) ...

For and on behalf of ... (quote organisation’s name) ... ’

*Where ‘competent authority’ is stated, please insert the actual name of the approving competent authority
organisation or administration delivering the CAMO approval or the air operator certificate.’

3. Whenever the accountable manager is changed, it is important to ensure that the new accountable manager signs
the paragraph 2 statement at the earliest opportunity as part of the acceptance by the approving competent
authority. Failure to carry out this action invalidates the CAMO approval or the air operator certificate.

M.A.705 Facilities
The continuing airworthiness management organisation shall provide suitable office accommodation at appropriate
locations for the personnel specified in point M.A.706.

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AMC M.A.705 Facilities
Office accommodation should be such that the incumbents, whether they be continuing airworthiness management,
planning, technical records or quality staff, can carry out their designated tasks in a manner that contributes to good
standards. In the smaller CAMO, the competent authority may agree to these tasks being conducted from one office
subject to being satisfied that there is sufficient space and that each task can be carried out without undue disturbance.
Office accommodation should also include an adequate technical library and room for document consultation.

M.A.706 Personnel requirements

a) The organisation shall appoint an accountable manager, who has corporate authority for ensuring that all continuing
airworthiness management activities can be financed and carried out in accordance with this Part.

b) For licenced air carriers in accordance with Regulation (EC) No 1008/2008 the accountable manager referred to in
point (a) shall be the person who also has corporate authority for ensuring that all the operations of the operator can
be financed and carried out to the standard required for the issue of an air operator's certificate.

c) A person or group of persons shall be nominated with the responsibility of ensuring that the organisation is always
in compliance with this Subpart. Such person(s) shall be ultimately responsible to the accountable manager.

d) For licenced air carriers in accordance with Regulation (EC) No 1008/2008, the accountable manager shall designate a
nominated post holder. This person shall be responsible for the management and supervision of continuing
airworthiness activities, pursuant to point (c).

e) The nominated post holder referred to in point (d) shall not be employed by a Part-145 approved organisation under
contract to the operator, unless specifically agreed by the competent authority.

f) The organisation shall have sufficient appropriately qualified staff for the expected work.

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g) All point (c) and (d) persons shall be able to show relevant knowledge, background and appropriate experience
related to aircraft continuing airworthiness.

h) The qualification of all personnel involved in continuing airworthiness management shall be recorded.

i) For organisations extending airworthiness review certificates in accordance with points M.A.711(a)4 and M.A.901(f),
the organisation shall nominate persons authorised to do so, subject to approval by the competent authority.

j) The organisation shall define and keep updated in the continuing airworthiness management exposition the title(s)
and name(s) of person(s) referred to in points M.A.706(a), M.A.706(c), M.A.706(d) and M.A.706(i).

k) For complex motor-powered aircraft and for aircraft used by licenced air carriers in accordance with Regulation (EC)
No 1008/2008, the organisation shall establish and control the competence of personnel involved in the continuing
airworthiness management, airworthiness review and/or quality audits in accordance with a procedure and to a
standard agreed by the competent authority.

AMC M.A.706 Personnel requirements

1. The person or group of persons should represent the continuing airworthiness management structure of the
organisation and be responsible for all continuing airworthiness functions. Dependent on the size of the operation
and the organisational set-up, the continuing airworthiness functions may be divided under individual managers or
combined in nearly any number of ways. However, if a quality system is in place it should be independent from the
other functions.

2. The actual number of persons to be employed and their necessary qualifications is dependent upon the tasks to be
performed and thus dependent on the size and complexity of the organisation (general aviation aircraft, corporate
aircraft, number of aircraft and the aircraft types, complexity of the aircraft and their age and for commercial air
transport, route network, line or charter, ETOPS) and the amount and complexity of maintenance contracting.

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Consequently, the number of persons needed, and their qualifications may differ greatly from one organisation to
another and a simple formula covering the whole range of possibilities is not feasible.

3. To enable the competent authority to accept the number of persons and their qualifications, an organisation should
make an analysis of the tasks to be performed, the way in which it intends to divide and/or combine these tasks,
indicate how it intends to assign responsibilities and establish the number of man/hours and the qualifications
needed to perform the tasks. With significant changes in the aspects relevant to the number and qualifications of
persons needed, this analysis should be updated.

4. Nominated person or group of persons should have:

4.1. practical experience and expertise in the application of aviation safety standards and safe operating practices;

4.2. a comprehensive knowledge of:

(a) relevant parts of operational requirements and procedures;

(b) the AOC holder's operations specifications when applicable;

(c) the need for, and content of, the relevant parts of the AOC holder's operations manual when applicable;

4.3. knowledge of quality systems;

4.4. five years relevant work experience of which at least two years should be from the aeronautical industry in an
appropriate position;

4.5. a relevant engineering degree or an aircraft maintenance technician qualification with additional education
acceptable to the competent authority. ‘relevant engineering degree’ means an engineering degree from
aeronautical, mechanical, electrical, electronic, avionic or other studies relevant to the maintenance and
continuing airworthiness of aircraft/aircraft components;

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The above recommendation may be replaced by 5 years of experience additional to those already recommended
by paragraph 4.4 above. These 5 years should cover an appropriate combination of experience in tasks related to
aircraft maintenance and/or continuing airworthiness management and/or surveillance of such tasks;

4.6. thorough knowledge with the organisation's continuing airworthiness management exposition;

4.7. knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course. These
courses should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation and could
be imparted by a Part-147 organisation, by the manufacturer, or by any other organisation accepted by the
competent authority.

‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within
the scope of approval.

For all balloons and any other aircraft of 2 730 kg MTOM and below the formalised training courses may be
replaced by demonstration of knowledge. This knowledge may be demonstrated by documented evidence or by
an assessment performed by the competent authority. This assessment should be recorded.

4.8. knowledge of maintenance methods.

4.9. knowledge of applicable regulations.

AMC M.A.706(a) Personnel requirements

Accountable manager is normally intended to mean the chief executive officer of the CAMO, who by virtue of position
has overall (including in particular financial) responsibility for running the organisation. The accountable manager may
be the accountable manager for more than one organisation and is not required to be knowledgeable on technical
matters. When the accountable manager is not the chief executive officer, the competent authority will need to be
assured that such an accountable manager has direct access to the chief executive officer and has a sufficiency of
continuing airworthiness funding allocation.
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AMC M.A.706(e) Personnel requirements
1. The competent authority of the operator should only accept that the nominated post holder be employed by the
organisation approved under Part-145 when it is manifest that he/she is the only available competent person in a
position to exercise this function, within a practical working distance from the operator’s offices.

2. This paragraph only applies to contracted maintenance and therefore does not affect situations where the
organisation approved under Part-145 and the operator are the same organisation.

AMC M.A.706(f) Personnel requirements

Additional training in fuel tank safety as well as associated inspection standards and maintenance procedures should be
required of CAMO technical personnel, especially the staff involved with the management of CDCCL, Service Bulletin
assessment, work planning and maintenance programme management. EASA guidance is provided for training to
CAMO personnel in Appendix XII to AMC M.A.706(f) and M.B.102(c).

AMC M.A.706(i) Personnel requirements

The approval by the competent authority of the exposition, containing in M.A.704(a)3 the list of M.A.706(i) personnel,
constitutes their formal acceptance by the competent authority and also their formal authorisation by the organisation.

Airworthiness review staff are automatically recognised as persons with authority to extend an airworthiness review
certificate in accordance with M.A.711(a)4 and M.A.901(f).

AMC M.A.706(k) Personnel requirements

Adequate initial and recurrent training should be provided and recorded to ensure continued competence.

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M.A.707 Airworthiness review staff
a) To be approved to carry out airworthiness reviews and, if applicable, to issue permits to fly, an approved continuing
airworthiness management organisation shall have appropriate airworthiness review staff to issue airworthiness
review certificates or recommendations referred to in Section A of Subpart I and, if applicable, to issue a permit to fly
in accordance with point M.A.711(c):

1. For aircraft used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, and aircraft above 2730
kg MTOM, except balloons, these staff shall have acquired:

a. at least 5 years' experience in continuing airworthiness, and;

b. an appropriate license in compliance with Annex III (Part-66) or an aeronautical degree or a national
equivalent, and;

c. formal aeronautical maintenance training, and;

d. a position within the approved organisation with appropriate responsibilities.

e. Notwithstanding points (a) to (d), the requirement laid down in point M.A.707(a)1(b) may be replaced by 5
years of experience in continuing airworthiness additional to those already required by point M.A.707(a)1(a).

2. For aircraft not used by licenced air carriers in accordance with Regulation (EC) No 1008/2008 of 2730 kg MTOM
and below, and balloons, these staff shall have acquired:

a. at least 3 years' experience in continuing airworthiness, and

b. an appropriate license in compliance with Annex III (Part-66) or an aeronautical degree or a national
equivalent, and;

c. appropriate aeronautical maintenance training, and;

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d. a position within the approved organisation with appropriate responsibilities;

e. Notwithstanding points (a) to (d), the requirement laid down in point M.A.707(a)2(b) may be replaced by 4
years of experience in continuing airworthiness additional to those already required by point
M.A.707(a)2(a).

b) Airworthiness review staff nominated by the approved continuing airworthiness organisation can only be issued an
authorisation by the approved continuing airworthiness organisation when formally accepted by the competent
authority after satisfactory completion of an airworthiness review under the supervision of the competent authority
or under the supervision of the organisation's airworthiness review staff in accordance with a procedure approved by
the competent authority.

c) The organisation shall ensure that aircraft airworthiness review staff can demonstrate appropriate recent continuing
airworthiness management experience.

d) Airworthiness review staff shall be identified by listing each person in the continuing airworthiness management
exposition together with their airworthiness review authorisation reference.

e) The organisation shall maintain a record of all airworthiness review staff, which shall include details of any
appropriate qualification held together with a summary of relevant continuing airworthiness management
experience and training and a copy of the authorisation. This record shall be retained until two years after the
airworthiness review staff have left the organisation.

AMC M.A.707(a) Airworthiness review staff

1. Airworthiness review staff are only required if the CAMO wants to be granted M.A.711(b) airworthiness review and, if
applicable, M.A.711(c) permit to fly privileges.

2. ‘experience in continuing airworthiness’ means any appropriate combination of experience in tasks related to aircraft
maintenance and/or continuing airworthiness management and/or surveillance of such tasks.
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3. A person qualified to the AMC M.A.706 subparagraph 4.5 should be considered as holding the equivalent to an
aeronautical degree.

4. An appropriate licence in compliance with Annex III (Part-66) is any one of the following:

− a category B1 licence in the subcategory of the aircraft reviewed, or

− a category B2 or C licence, or

− in the case of piston-engine non-pressurised aeroplanes of 2 000 kg MTOM and below, a category B3 licence,

− in the case of sailplanes, powered sailplanes, ELA1 aeroplanes, balloons and airships, a category L licence in the
appropriate subcategory.

It is not necessary to satisfy the experience requirements of Annex III (Part-66) at the time of the review.

5. To hold a position with appropriate responsibilities means the airworthiness review staff should have a position in
the organisation independent from the airworthiness management process or with overall authority on the
airworthiness management process of complete aircraft.

Independence from the airworthiness management process may be achieved, among other ways, by:

− Being authorised to perform airworthiness reviews only on aircraft for which the person has not participated in
their management. For example, performing airworthiness reviews on a specific model line, while being
involved in the airworthiness management of a different model line.

− M.A. Subpart G organisations with Part-145/M.A. Subpart F approval, may nominate maintenance personnel
from their Part-145/M.A. Subpart F organisation as airworthiness review staff, as long as they are not involved
in the airworthiness management of the aircraft. These personnel should not have been involved in the release
to service of that particular aircraft (other than maintenance tasks performed during the physical survey of the
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aircraft or performed as a result of findings discovered during such physical survey) to avoid possible conflict
of interests.

− Nominating as airworthiness review staff personnel from the quality department of the CAMO.

Overall authority on the airworthiness management process of complete aircraft may be achieved, among other
ways, by:

− Nominating as airworthiness review staff the accountable manager or the nominated postholder.

− Being authorised to perform airworthiness reviews only on those particular aircraft for which the person is
responsible for the complete continuing airworthiness management process.

− In the case of one-man organisations, this person has always overall authority. This means that this person can
be nominated as airworthiness review staff.

AMC M.A.707(a)(1) Airworthiness review staff

For all aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008 and for any other aircraft,
other than balloons, above 2 730 kg MTOM, formal aeronautical maintenance training means training (internal or
external) supported by evidence on the following subjects:

− Relevant parts of initial and continuing airworthiness regulations.

− Relevant parts of operational requirements and procedures, if applicable.

− The organisation’s continuing airworthiness management exposition.

− Knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course. These
courses should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation and could be

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imparted by a Part-147 organisation, by the manufacturer, or by any other organisation accepted by the
competent authority.

‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within
the scope of approval

− Maintenance methods.

AMC M.A.707(a)(2) Airworthiness review staff

For all balloons and any other aircraft of 2 730 Kg MTOM and below, not used by air carriers licensed in accordance with
Regulation (EC) No 1008/2008:

1. ‘experience in continuing airworthiness’ can be full-time or part-time, either as professional or on a voluntary basis.

2. Appropriate aeronautical maintenance training means demonstrated knowledge of the following subjects:

− Relevant parts of initial and continuing airworthiness regulations.

− Relevant parts of operational requirements and procedures, if applicable.

− The organisation’s continuing airworthiness management exposition.

− Knowledge of a relevant sample of the type(s) of aircraft gained through training and/or work experience. Such
knowledge should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation and
could be imparted by a Part-147 organisation, by the manufacturer, or by any other organisation accepted by the
competent authority.

‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within
the scope of approval.

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− Maintenance methods.

This knowledge may be demonstrated by documented evidence or by an assessment performed by the competent
authority or by other airworthiness review staff already authorised within the organisation in accordance with approved
procedures. This assessment should be recorded.

AMC M.A.707(b) Airworthiness review staff

The formal acceptance by the competent authority of the airworthiness review staff is granted through the
corresponding EASA Form 4.

If the airworthiness review is performed under the supervision of existing airworthiness review staff, evidence should be
provided to the competent authority together with EASA Form 4. If satisfied, the competent authority will issue the
formal acceptance through EASA Form 4.

Once the airworthiness review staff has been accepted by the competent authority, the inclusion of their name in the
exposition (refer to M.A.704(a)5) constitutes the formal authorisation by the organisation.

AMC M.A.707(c) Airworthiness review staff

In order to keep the validity of the airworthiness review staff authorisation, the airworthiness review staff should have
either:

− been involved in continuing airworthiness management activities for at least six months in every two year period,
or

− conducted at least one airworthiness review in the last twelve month period.

In order to restore the validity of the authorisation, the airworthiness review staff should conduct at a satisfactory level
an airworthiness review under the supervision of the competent authority or, if accepted by the competent authority,

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under the supervision of another currently valid authorised airworthiness review staff of the concerned continuing
airworthiness management organisation in accordance with an approved procedure.

AMC M.A.707(e) Airworthiness review staff

The minimum content of the airworthiness review staff record should be:

− Name,

− Date of Birth,

− Basic Education,

− Experience,

− Aeronautical Degree and/or Part-66 qualification and/or nationally-recognised maintenance personnel

qualification,

− Initial Training received,

− Type of Training received,

− Continuation Training received,

− Experience in continuing airworthiness and within the organisation,

− Responsibilities of current role in the organisation,

− Copy of the authorisation.

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M.A.708 Continuing airworthiness management
a) All continuing airworthiness management shall be carried out according to the prescriptions of M.A. Subpart C.

b) For every aircraft managed, the approved continuing airworthiness management organisation shall:

1. develop and control a maintenance programme for the aircraft managed including any applicable reliability
programme,

2. present the aircraft maintenance programme and its amendments to the competent authority for approval,
unless covered by an indirect approval procedure in accordance with point M.A.302(c), and for aircraft not used
by licenced air carriers in accordance with Regulation (EC) No 1008/2008 provide a copy of the programme to the
owner or operator responsible in accordance with M.A.201,

3. manage the approval of modification and repairs,

4. ensure that all maintenance is carried out in accordance with the approved maintenance programme and
released in accordance with Section A, Subpart H of this Annex (Part-M),

5. ensure that all applicable airworthiness directives and operational directives with a continuing airworthiness
impact, are applied,

6. ensure that all defects discovered during scheduled maintenance or reported are corrected by an appropriately
approved maintenance organisation,

7. ensure that the aircraft is taken to an appropriately approved maintenance organisation whenever necessary,

8. coordinate scheduled maintenance, the application of airworthiness directives, the replacement of service life
limited parts, and component inspection to ensure the work is carried out properly,

9. manage and archive all continuing airworthiness records and/or operator's technical log.
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10. ensure that the mass and balance statement reflects the current status of the aircraft.

c) In the case of complex motor-powered aircraft or aircraft used for CAT, or aircraft used for commercial specialised
operations or commercial ATO operations, when the continuing airworthiness management organisation is not
appropriately approved to Part-145 or Part-M.A. Subpart F, the organisation shall in consultation with the operator,
establish a written maintenance contract with a Part-145 or Part-M.A. Subpart F approved organisation or another
operator, detailing the functions specified under M.A.301-2, M.A.301-3, M.A.301-5 and M.A.301-6, ensuring that all
maintenance is ultimately carried out by a Part-145 or Part-M.A. Subpart F approved maintenance organisation and
defining the support of the quality functions of M.A.712(b).

d) Notwithstanding point (c), the contract may be in the form of individual work orders addressed to the Part-145 or
Part-M.A. Subpart F maintenance organisation in the case of:

1. an aircraft requiring unscheduled line maintenance,

2. component maintenance, including engine maintenance.

GM M.A.708 Continuing airworthiness management

The CAMO should have adequate knowledge of the design status (type specification, customer options, airworthiness
directives (ADs), airworthiness limitations contained in the aircraft instructions for continuing airworthiness,
modifications, major repairs, operational equipment) and of the required and performed maintenance. The status of
aircraft design and maintenance should be adequately documented to support the performance of the quality system.

For CS-25 aeroplanes, adequate knowledge of the airworthiness limitations should cover those contained in CS-25 Book
1, Appendix H, paragraph H25.4 and fuel tank system airworthiness limitations including critical design configuration
control limitations (CDCCL).

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AMC M.A.708(b)3 Continuing Airworthiness Management
When managing the approval of modifications or repairs the organisation should ensure that Critical Design
Configuration Control Limitations are taken into account.

GM M.A.708(b)(4) Continuing airworthiness management

This requirement means that the CAMO is responsible for determining what maintenance is required, when it has to be
performed, by whom and to what standard in order to ensure the continued airworthiness of the aircraft.

AMC1 M.A.708(c) Continuing airworthiness management ED Decision 2016/011/R

1. In case of complex motor-powered aircraft, aircraft used for CAT operations, aircraft used for commercial specialised
operations and aircraft used by commercial ATO, the provisions of M.A.201 establish that a CAMO is required. This
CAMO is in charge of the continuing airworthiness management and this includes the tasks specified in M.A.301
points (2), (3), (5) and (6). If the CAMO does not hold the appropriate maintenance organisation approval (Subpart F
organisation approval or a Part-145 approval), then the CAMO should conclude a contract with the appropriate
organisation(s).

2. The CAMO bears the responsibility for the airworthy condition of the aircraft for which it performs the continuing
airworthiness management. Thus, it should be satisfied before the intended flight that all required maintenance has
been properly carried out.

3. The CAMO should agree with the operator on the process to select a maintenance organisation before concluding
any contract with a maintenance organisation.

4. The fact that the CAMO has contracted a maintenance organisation approved under Subpart F or Part-145 should
not prevent it from checking at the maintenance facilities on any aspect of the contracted work to fulfil its
responsibility for the airworthiness of the aircraft.

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5. The contract between the CAMO and the maintenance organisation(s) should specify in detail the responsibilities
and the work to be performed by each party.

6. Both the specification of work and the assignment of responsibilities should be clear, unambiguous and sufficiently
detailed to ensure that no misunderstanding arises between the parties concerned that could result in a situation
where work that has an effect on the airworthiness or serviceability of aircraft is not or will not be properly
performed.

7. Special attention should be paid to procedures and responsibilities to ensure that all maintenance work is
performed, service bulletins are analysed and decisions are taken on their accomplishment, airworthiness directives
are accomplished on time and that all work, including non-mandatory modifications, is carried out to approved data
and to the latest standards.

8. Appendix XI to this AMC gives further details on the subject.

AMC2 M.A.708(c) Continuing airworthiness management

MAINTENANCE CONTRACT WITH ANOTHER CAMO/OPERATOR

1. The purpose of M.A.708(c) is to ensure that all maintenance is carried out by an appropriately approved maintenance
organisation. It is possible to contract another operator/CAMO (secondary operator/CAMO) that does not hold a
maintenance organisation approval when it proves that such a contract is in the interest of the CAMO by simplifying
the management of its maintenance, and the CAMO keeps an appropriate control of it. In this case the continuing
airworthiness management exposition should include appropriate procedures to ensure that all maintenance is
ultimately carried out on time by approved maintenance organisations in accordance with the CAMO’s data. In
particular, the quality system procedures should place great emphasis on monitoring compliance with the above.
The list of approved maintenance organisations, or a reference to this list, should be included in the CAMO’s
continuing airworthiness management exposition.

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2. This contract should not preclude the CAMO from ensuring that all maintenance is performed by appropriately
approved organisations which comply with the M.A.201 continuing airworthiness responsibility requirements.
Typical examples of such arrangements are the following:

− Component maintenance:

The CAMO may find it more appropriate to have a primary contractor (the secondary operator/CAMO)
dispatching the components to appropriately approved organisations rather than sending themselves different
types of components to various maintenance organisations approved under Part-145. The benefit for the CAMO is
that the management of maintenance is simplified by having a single point of contact for component
maintenance. The CAMO remains responsible for ensuring that all maintenance is performed by maintenance
organisations approved under Part-145 and in accordance with the approved standards.

− Aircraft, engine and component maintenance:

The CAMO may wish to have a maintenance contract with a secondary operator/CAMO not approved under Part-
145 for the same type of aircraft. A typical case is that of a dryleased aeroplane between operators where the
parties, for consistency or continuity reasons (especially for short-term lease agreements), find it appropriate to
keep the aeroplane under the current maintenance arrangement. Where this arrangement involves various Part-
145 approved contractors, it might be more manageable for the lessee CAMO to have a single maintenance
contract with the lessor operator/CAMO. Whatever type of acceptable maintenance contract is concluded, the
CAMO is required to exercise the same level of control on contracted maintenance, particularly through the
M.A.706(c) continuing airworthiness management group of persons and quality system as referred to in M.A.712.

GM M.A.708(c) Continuing airworthiness management

For line maintenance, the actual layout of the IATA Standard Ground Handling Agreement may be used as a basis, but
this does not preclude the CAMO from ensuring that the content of the contract is acceptable and especially that the

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contract allows the CAMO to properly exercise its maintenance responsibility. Those parts of the contract that have no
effect on the technical or operational aspects of airworthiness are outside the scope of this paragraph.

AMC M.A.708(d) Continuing airworthiness management

The intent of this paragraph is that maintenance contracts are not necessary when the continuing airworthiness
management exposition specifies that the relevant maintenance activity may be ordered through one-time work
orders. This includes unscheduled line maintenance and may also include component maintenance up to engines, as
long as the maintenance is manageable through work orders, both in terms of volume and complexity. It should be
noted that this paragraph implies that even where base maintenance is ordered on a case-by-case basis, there should
be a written maintenance contract.

M.A.709 Documentation
a) The approved continuing airworthiness management organisation shall hold and use applicable current
maintenance data in accordance with point M.A.401 for the performance of continuing airworthiness tasks referred
to in point M.A.708. This data may be provided by the owner or the operator, subject to an appropriate contract
being established with such an owner or operator. In such case, the continuing airworthiness management
organisation only needs to keep such data for the duration of the contract, except when required by point M.A.714.

b) For aircraft not used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, the approved
continuing airworthiness management organisation may develop ‘baseline’ and/or ‘generic’ maintenance
programmes in order to allow for the initial approval and/or the extension of the scope of an approval without
having the contracts referred to in Appendix I to this Annex (Part-M). These ‘baseline’ and/or ‘generic’ maintenance
programmes however do not preclude the need to establish an adequate Aircraft Maintenance Programme in
compliance with point M.A.302 in due time before exercising the privileges referred to in point M.A.711.

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AMC M.A.709 Documentation
When using maintenance data provided by the customer, the CAMO is responsible for ensuring that this data is current.
As a consequence, it should establish appropriate procedures or provisions in the contract with the customer.

The sentence ‘…, except when required by point M.A.714’, means, in particular, the need to keep a copy of the customer
data which was used to perform continuing airworthiness activities during the contract period.

‘Baseline’ maintenance programme: it is a maintenance programme developed for a particular aircraft type following,
where applicable, the maintenance review board (MRB) report, the type certificate holder’s maintenance planning
document (MPD), the relevant chapters of the maintenance manual or any other maintenance data containing
information on scheduling.

‘Generic’ maintenance programme: it is a maintenance programme developed to cover a group of similar types of
aircraft. These programmes should be based on the same type of instructions as the baseline maintenance programme.
Examples of ‘generic’ maintenance programmes could be Cessna 100 Series (covering Cessna 150, 172, 177, etc.).

‘Baseline’ and ‘generic’ maintenance programmes are not applicable to a particular aircraft registration mark, but to an
aircraft type or group of types, and should be available to the competent authority prior to the initial approval and prior
to the extension of the scope of an existing organisation approval. The intent is that the competent authority is aware of
the scope and complexity of tasks that will be managed before granting an organisation approval or change of
approval.

After this initial approval, when an owner/operator is contracted, the baseline or generic maintenance programme, as
applicable, may be used to establish the M.A.302 aircraft maintenance programme, incorporating the additional
maintenance tasks and indicating those which are not applicable to a particular aircraft registration mark. This may be
achieved by adding an Annex to the baseline/generic maintenance programme for each aircraft registration, specifying
which tasks are added and which are not applicable. This will result in an aircraft maintenance programme specific for
each customer.
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However, this does not mean that this adaptation must be performed for each contracted aircraft registration. The
reason is that the customer may already have an approved aircraft maintenance programme, which in that case should
be used by the continuing airworthiness management organisation to manage the continuing airworthiness of such
aircraft.

Continuing airworthiness management organisations may seek authorisation for indirect approval in order to amend
the aircraft maintenance programme mentioned above in accordance with M.A.302(c). The indirect approval procedure
should include provisions to notify to the competent authority that an aircraft maintenance programme specific for a
customer has been created. The reason is that, according to M.A.704(a)9, for aircraft not used by air carriers licensed in
accordance with Regulation (EC) No 1008/2008, the Continuing Airworthiness Management Exposition (CAME) only
needs to include the reference to the baseline/generic maintenance programme.

GM M.A.709 Documentation
Paragraph M.A.709(a) refers to continuing airworthiness tasks referred to in M.A.708. As a consequence, this covers
continuing airworthiness management tasks but not airworthiness reviews.

Airworthiness review requirements are established in M.A.710 and the requirements for the corresponding record
retention are contained in M.A.714.

M.A.710 Airworthiness review

a) To satisfy the requirement for the airworthiness review of an aircraft referred to in point M.A.901, a full documented
review of the aircraft records shall be carried out by the approved continuing airworthiness management
organisation in order to be satisfied that:

1. airframe, engine and propeller flying hours and associated flight cycles have been properly recorded; and

2. the flight manual is applicable to the aircraft configuration and reflects the latest revision status; and

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3. all the maintenance due on the aircraft according to the approved maintenance programme has been carried out;
and

4. all known defects have been corrected or, when applicable, carried forward in a controlled manner; and

5. all applicable airworthiness directives have been applied and properly registered; and

6. all modifications and repairs applied to the aircraft have been registered and are in compliance with Annex I (Part-
21) to Regulation (EU) No 748/2012; and

7. all service life limited components installed on the aircraft are properly identified, registered and have not
exceeded their approved service life limit; and

8. all maintenance has been released in accordance with Annex I (Part-M); and

9. the current mass and balance statement reflects the configuration of the aircraft and is valid; and

10. the aircraft complies with the latest revision of its type design approved by the Agency; and

11. if required, the aircraft holds a noise certificate corresponding to the current configuration of the aircraft in
compliance with Subpart I of Annex I (Part-21) to Regulation (EU) No 748/2012.

b) The airworthiness review staff of the approved continuing airworthiness management organisation shall carry out a
physical survey of the aircraft. For this survey, airworthiness review staff not appropriately qualified to Annex III (Part-
66) shall be assisted by such qualified personnel.

c) Through the physical survey of the aircraft, the airworthiness review staff shall ensure that:

1. all required markings and placards are properly installed; and

2. the aircraft complies with its approved flight manual; and

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3. the aircraft configuration complies with the approved documentation; and

4. no evident defect can be found that has not been addressed according to point M.A.403; and

5. no inconsistencies can be found between the aircraft and the point (a) documented review of records.

d) By derogation to point M.A.901(a), the airworthiness review can be anticipated by a maximum period of 90 days
without loss of continuity of the airworthiness review pattern, to allow the physical review to take place during a
maintenance check.

e) The airworthiness review certificate (EASA Form 15b) or the recommendation for the issue of the airworthiness
review certificate (EASA Form 15a) referred to in Appendix III to Annex I (PartM) can only be issued:

1. by airworthiness review staff appropriately authorised in accordance with point M.A.707 on behalf of the
approved continuing airworthiness management organisation or by certifying staff in cases provided for in point
M.A.901(g); and

2. when satisfied that the airworthiness review has been completely carried out and that there is no non-compliance
which is known to endanger flight safety.

f) A copy of any airworthiness review certificate issued or extended for an aircraft shall be sent to the Member State of
Registry of that aircraft within 10 days.

g) Airworthiness review tasks shall not be sub-contracted.

(ga) For ELA1 aircraft not involved in commercial operations for which the aircraft maintenance programme has
been established in accordance with M.A.302(h), the aircraft maintenance programme shall be reviewed in
conjunction with the airworthiness review. This review shall be accomplished by the person who performed the
airworthiness review.

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h) Should the outcome of the airworthiness review be inconclusive or should the review under point M.A.710(ga) show
discrepancies on the aircraft linked to deficiencies in the content of the maintenance programme, the competent
authority shall be informed by the organisation as soon as practicable but in any case within 72 hours from the
moment the organisation identifies the condition to which the review relates. The airworthiness review certificate
shall not be issued until all findings have been closed.

GM M.A.710 Airworthiness review

Responsibilities of airworthiness review staff:

The following is a summary of the requirements contained in M.A.710 as well as the associated AMCs and Appendices,
in relation to the responsibilities of the airworthiness review staff:

− Airworthiness review staff are responsible for performing both the documental and the physical survey.

− Procedures must be established by the CAMO in order to perform the airworthiness review, including the depth
of samplings (refer to Appendix V to AMC M.A.704, paragraphs 4.2 and 4.3).

− Procedures must make very clear that the final word about the depth of the inspections (both documental and
physical) belongs to the airworthiness review staff, who can go beyond the depth contained in the CAME if they
find it necessary. At the end, it is the responsibility of the airworthiness review staff to be satisfied that the aircraft
complies with Part-M and is airworthy, and the organisation must ensure that no pressure or restrictions are
imposed on the airworthiness review staff when performing their duty.

− A compliance report must be produced by the airworthiness review staff, detailing all items checked and the
outcome of the review.

− Airworthiness review staff are responsible for the items checked during the airworthiness review. However, they
do not take over the responsibilities of the CAMO, Part-145, DOA, POA or any other organisations, not being

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responsible for problems not detected during the airworthiness review or for the possibility that the approved or
declared maintenance programme may not include certain recommendations from the Design Approval Holder.
Obviously, if the airworthiness review staff are not independent of the airworthiness management process and
were nominated on the basis of the option of having overall authority on such a process, they will be responsible
for the full continuing airworthiness of such aircraft. Nevertheless, this responsibility will be a consequence of
their position related to M.A.706 and not of their position as airworthiness review staff (M.A.707).

− The issuance of the airworthiness review certificate (ARC) by the airworthiness review staff only certifies that the
aircraft is considered airworthy in relation to the scope of the airworthiness review performed and the fact that
the airworthiness review staff are not aware of instances of non-compliance which endanger flight safety.
Furthermore, it only certifies that the aircraft is considered airworthy at the time of the review.

It is the responsibility of the owner or contracted CAMO to ensure that the aircraft is fully airworthy at any time.

AMC M.A.710(a) Airworthiness review

1. A full documented review is a check of at least the following categories of documents:

− registration papers

− M.A.305 aircraft continuing airworthiness record system

− M.A.306 aircraft technical log system

− list of deferred defects, minimum equipment list and configuration deviation list if applicable

− aircraft flight manual including aircraft configuration

− aircraft maintenance programme

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− maintenance data

− relevant work packages

− AD status

− modification and SB status

− modification and repair approval sheets

− list of service life-limited component

− relevant EASA Form 1 or equivalent

− mass and balance report and equipment list

− aircraft, engine and propeller TC Data Sheets

As a minimum, sample checks within each document category should be carried out.

2. The CAMO should develop procedures for the airworthiness review staff to produce a compliance report that
confirms the above have been reviewed and found in compliance with Part-M.

AMC M.A.710(b) and (c) Airworthiness review

1. The physical survey could require actions categorised as maintenance (e.g. operational tests, tests of emergency
equipment, visual inspections requiring panel opening etc.). In this case, after the airworthiness review a release to
service should be issued in accordance with Part-M.

2. When the airworthiness review staff are not appropriately qualified to Part-66 in order to release such maintenance,
M.A.710(b) requires them to be assisted by such qualified personnel. However, the function of such Part-66

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personnel is limited to perform and release the maintenance actions requested by the airworthiness review staff, it
not being their function to perform the physical survey of the aircraft. As stated in M.A.710(b), the airworthiness
review staff shall carry out the physical survey of the aircraft, and this survey includes the verification that no
inconsistencies can be found between the aircraft and the documented review of records.

3. This means that the airworthiness review staff who are going to sign the airworthiness review certificate or the
recommendation should be the one performing both the documented review and the physical survey of the aircraft,
it not being the intent of the rule to delegate the survey to Part-66 personnel who are not airworthiness review staff.
Furthermore, the provision of M.A.710(d) allowing a 90 days anticipation for the physical survey provides enough
flexibility to ensure that the airworthiness review staff are present.

4. The physical survey may include verifications to be carried out during flight.

5. The CAMO should develop procedures for the airworthiness review staff to produce a compliance report that
confirms the physical survey has been carried out and found satisfactory.

6. To ensure compliance the physical survey may include relevant sample checks of items.

AMC M.A.710(d) Airworthiness review

‘Without loss of continuity of the airworthiness review pattern’ means that the new expiration date is set up one year
after the previous expiration date. As a consequence, when the airworthiness review is anticipated, the validity or the
airworthiness review certificate is longer than one year (up to 90 days longer).

This anticipation of up to 90 days also applies to the 12 month requirements shown in M.A.901(b), which means that the
aircraft is still considered as being in a controlled environment if it has been continuously managed by a single
organisation and maintained by appropriately approved organisations, as stated in M.A.901(b), from the date when the
last airworthiness review certificate was issued until the date when the new airworthiness review is performed (this can
be up to 90 days less than 12 months).
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AMC M.A.710(e) Airworthiness review
A copy of both physical survey and document review compliance reports stated above should be sent to the competent
authority together with any recommendation issued.

AMC M.A.710(ga) Airworthiness review

This review of the maintenance programme is performed by the person who performed the airworthiness review, who
could belong to the competent authority, a CAMO or a maintenance organisation or could also be independent
certifying staff in accordance with M.A.901(g).

During the annual review of the maintenance programme, the following should be taken into consideration:

− The results of the maintenance performed during that year, which may reveal that the current maintenance
programme is not adequate.

− The results of the airworthiness review performed on the aircraft, which may reveal that the current maintenance
programme is not adequate.

− Revisions introduced in the documents affecting the programme basis, such as the M.A.302(i) ‘Minimum
Inspection Programme’ or the Design Approval Holder data.

− Applicable mandatory requirements for compliance with Part-21, such as Airworthiness Directives, Airworthiness
Limitations, Certification Maintenance Requirements and specific maintenance requirements contained in the
TCDS.

For the purpose of reviewing the results of the maintenance performed during that year, the airworthiness review staff
should request the owner/CAMO to provide the records of all the maintenance performed during that year, including
unscheduled maintenance.

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When reviewing the results of the maintenance performed during that year and the results of the airworthiness review,
attention should be paid as to whether the defects found may have been prevented by introducing in the maintenance
programme certain recommendations from the Design Approval Holder which were initially disregarded by the owner.

GM M.A.710(h) Airworthiness review

The objective of informing the competent authority when the airworthiness review shows discrepancies linked to
deficiencies in the content of the maintenance programme is to allow the competent authority to take it into account
when planning the ACAM inspections and to make sure that the competent authority agrees on the amendments
required in the maintenance programme as required by M.A.302(h)5.

M.A.711 Privileges of the organisation

a) A continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this
Annex (Part-M) may:

1. manage the continuing airworthiness of aircraft, except those used by licenced air carriers in accordance with
Regulation (EC) No 1008/2008, as listed on the approval certificate;

2. manage the continuing airworthiness of aircraft used by licenced air carriers in accordance with Regulation (EC)
No 1008/2008, when listed both on its approval certificate and on its Air Operator Certificate (AOC);

3. arrange to carry out limited continuing airworthiness tasks with any contracted organisation, working under its
quality system, as listed on the approval certificate;

4. extend, under the conditions of point M.A.901(f), an airworthiness review certificate that has been issued by the
competent authority or by another continuing airworthiness management organisation approved in accordance
with Section A, Subpart G of this Annex (Part-M);

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b) An approved continuing airworthiness management organisation registered in one of the Member States may,
additionally, be approved to carry out airworthiness reviews referred to in point M.A.710 and:

1. issue the related airworthiness review certificate and extend it in due time under the conditions of points
M.A.901(c)2 or M.A.901(e)2; and,

2. issue a recommendation for the airworthiness review to the competent authority of the Member State of registry.

c) A continuing airworthiness management organisation whose approval includes the privileges referred to in point
M.A.711(b) may additionally be approved to issue a permit to fly in accordance with point 21.A.711(d) of Annex I
(Part-21) to Regulation (EU) No 748/2012 for the particular aircraft for which the organisation is approved to issue the
airworthiness review certificate, when the continuing airworthiness management organisation is attesting
conformity with approved flight conditions, subject to an adequate approved procedure in the exposition referred to
in point M.A.704.

AMC M.A.711(a)(3) Privileges of the organisation

SUBCONTRACTING OF CONTINUING AIRWORTHINESS TASKS

1. The CAMO may subcontract certain continuing airworthiness management tasks to qualified persons or
organisations. The subcontracted person or organisation performs the continuing airworthiness management tasks
as an integral part of the CAMO’s continuing airworthiness management system, irrespective of any other approval
held by the subcontracted person or organisation (including CAMO or Part-145 approval).

2. The CAMO remains accountable for the satisfactory completion of the continuing airworthiness management tasks
irrespective of any contract that may be established.

3. In order to fulfil this responsibility, the CAMO should be satisfied that the actions taken by the subcontracted person
or organisation meet the standards required by Subpart G. Therefore, the CAMO management of such activities
should be accomplished:
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(a) by active control through direct involvement, and/or

(b) by endorsing the recommendations made by the subcontracted person or organisation.

4. In order to retain ultimate responsibility, the CAMO should limit subcontracted tasks to the activities specified below:

(a) airworthiness directive analysis and planning;

(b) service bulletin analysis;

(c) planning of maintenance;

(d) reliability monitoring, engine health monitoring;

(e) maintenance programme development and amendments;

(f) any other activities, which do not limit the CAMO responsibilities, as agreed by the competent authority.

5. The CAMO’s controls associated with subcontracted continuing airworthiness management tasks should be reflected
in the associated contract and be in accordance with the CAMO policy and procedures defined in the continuing
airworthiness management exposition. When such tasks are subcontracted, the continuing airworthiness
management system is considered to be extended to the subcontracted persons or organisations.

6. With the exception of engines and auxiliary power units, contracts would normally be limited to one organisation
per aircraft type for any combination of the activities described in Appendix II. Where contracts are made with more
than one organisation, the CAMO should demonstrate that adequate coordination controls are in place and that the
individuals’ responsibilities are clearly defined in the related contracts.

7. Contracts should not authorise the subcontracted organisation to subcontract to other organisations elements of
the continuing airworthiness management tasks.

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8. The competent authority should exercise oversight of the subcontracted activities through the CAMO approval. The
contracts should be acceptable to the competent authority. The CAMO should only subcontract to organisations
which are specified by the competent authority on EASA Form 14.

9. The subcontracted organisation should agree to notify the CAMO of any changes affecting the contract as soon as
practical. The CAMO should then inform its competent authority. Failure to do so may invalidate the competent
authority’s acceptance of the contract.

10. Appendix II to AMC M.A.711(a)(3) provides information on the subcontracting of continuing airworthiness
management tasks.

AMC M.A.711(b) Privileges of the organisation

An organisation may be approved for the privileges of M.A.711(a) only, without the privilege to carry out airworthiness
reviews. This can be contracted to another appropriately approved organisation. In such a case, it is not mandatory that
the contracted organisation is linked to an AOC holder, being possible to contract an appropriately approved
independent continuing airworthiness management organisation which is approved for the same aircraft type.

In order to be approved for the privileges of M.A.711(b) for a particular aircraft type, it is necessary to be approved for
the privileges of M.A.711(a) for that aircraft type. As a consequence, the normal situation in this case is that the
organisation will be performing continuing airworthiness management tasks and performing airworthiness reviews on
every aircraft type contained in the approval certificate.

Nevertheless, this does not necessarily mean that the organisation needs to be currently managing an aircraft type in
order to be able to perform airworthiness reviews on that aircraft type. The organisation may be performing only
airworthiness reviews on an aircraft type without having any customer under contract for that type.

Furthermore, this situation should not necessarily lead to the removal of the aircraft type from the organisation
approval. As a matter of fact, since in most cases the airworthiness review staff are not involved in continuing
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airworthiness management activities, it cannot be argued that these airworthiness review staff are going to lose their
skills just because the organisation is not managing a particular aircraft type. The important issue in relation to
maintaining a particular aircraft type in the organisation approval is whether the organisation continuously fulfils all the
Subpart G requirements (facilities, documentation, qualified personnel, quality system, etc.) required for initial approval.

AMC M.A.711(c) Privileges of the organisation

The sentence ‘for the particular aircraft for which the organisation is approved to issue the airworthiness review
certificate’ contained in M.A.711(c) means that:

− For aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, and for aircraft above 2
730kg MTOM, except balloons, the permit to fly can only be issued for aircraft which are in a controlled
environment and are managed by that CAMO.

− For aircraft of 2 730kg MTOM and below not used by air carriers licensed in accordance with Regulation (EC) No
1008/2008, and for all balloons, the permit to fly can be issued for any aircraft.

M.A.712 Quality system

a) To ensure that the approved continuing airworthiness management organisation continues to meet the
requirements of this Subpart, it shall establish a quality system and designate a quality manager to monitor
compliance with, and the adequacy of, procedures required to ensure airworthy aircraft. Compliance monitoring
shall include a feedback system to the accountable manager to ensure corrective action as necessary.

b) The quality system shall monitor activities carried out under Section A, Subpart G of this Annex (Part-M). It shall at
least include the following functions:

1. monitoring that all activities carried out under Section A, Subpart G of this Annex (PartM) are being performed
in accordance with the approved procedures, and;

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2. monitoring that all contracted maintenance is carried out in accordance with the contract, and;

3. monitoring the continued compliance with the requirements of this Part.

c) The records of these activities shall be stored for at least two years.

d) Where the approved continuing airworthiness management organisation is approved in accordance with another
Part, the quality system may be combined with that required by the other Part.

e) For licenced air carriers in accordance with Regulation (EC) No 1008/2008 the M.A. Subpart G quality system shall be
an integrated part of the operator's quality system.

f) In the case of a small organisation not managing the continuing airworthiness of aircraft used by licenced air carriers
in accordance with Regulation (EC) No 1008/2008, the quality system may be replaced by regular organisational
reviews subject to the approval of the competent authority, except when the organisation issues airworthiness
review certificates for aircraft above 2730 kg MTOM other than balloons. In the case where there is no quality system,
the organisation shall not contract continuing airworthiness management tasks to other parties.

AMC M.A.712(a) Quality system

1. Procedures should be held current such that they reflect best practice within the organisation. It is the responsibility
of all employees to report any difficulties with the procedures via their organisation’s internal occurrence reporting
mechanisms.

2. All procedures, and changes to the procedures, should be verified and validated before use where practicable.

3. The feedback part of the system should address who is required to rectify any non-compliance in each particular case
and the procedure to be followed if rectification is not completed within appropriate timescales. The procedure
should lead to the accountable manager specified in M.A.706.

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4. The independent quality audit reports referenced in AMC M.A.712(b) should be sent to the relevant department for
rectification action giving target rectification dates. Rectification dates should be discussed with such department
before the quality department or nominated quality auditor confirms such dates in the report. The relevant
department is required to rectify findings and inform the quality manager or the quality auditor of such rectification.

5. The accountable manager should hold regular meetings with staff to check progress on rectification except that in
the large organisations such meetings may be delegated on a day to day basis to the quality manager subject to the
accountable manager meeting at least twice per year with the senior staff involved to review the overall
performance and receiving at least a half yearly summary report on findings of non-compliance.

AMC M.A.712(b) Quality System

1. The primary objectives of the quality system are to enable the CAMO to ensure airworthy aircraft and to remain in
compliance with the Part-M requirements.

2. An essential element of the quality system is the independent audit.

3. The independent audit is an objective process of routine sample checks of all aspects of the CAMO ability to carry out
continuing airworthiness management to the required standards. It includes some product sampling as this is the
end result of the process.

4. The independent audit represents an objective overview of the complete continuing airworthiness management
related activities. It is intended to complement the M.A.902 requirement for an airworthiness review to be satisfied
that all aircraft managed by the organisation remain airworthy.

5. The independent audit should ensure that all aspects of M.A. Subpart G compliance are checked annually, including
all the sub-contracted activities, and may be carried out as a complete single exercise or subdivided over the annual
period in accordance with a scheduled plan. The independent audit does not require each procedure to be checked
against each product line when it can be shown that the particular procedure is common to more than one product
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line and the procedure has been checked every year without resultant findings. Where findings have been identified,
the particular procedure should be rechecked against other product lines until the findings have been rectified after
which the independent audit procedure may revert back to the annual interval for the particular procedure. Provided
that there are no safety related findings, the audit time periods specified in this AMC may be increased by up to
100% subject to agreement by the competent authority.

6. Where the organisation has more than one location approved the quality system should describe how these are
integrated into the system and include a plan to audit each location every year.

7. A report should be raised each time an audit is carried out describing what was checked and the resulting findings
against applicable requirements, procedures and products.

8. The independence of the audit should be established by always ensuring that audits are carried out by personnel not
responsible for the function, procedure or products being checked.

9. An organisation should establish a quality plan acceptable to the competent authority to show when and how often
the activities as required by M.A. Subpart G will be audited.

AMC M.A.712(f) Quality system

A small organisation is considered to be an organisation with up to 5 full-time staff (including all M.A.706 personnel) or
equivalent proportional number when using part-time staff. The complexity of the organisation, combination of aircraft
and aircraft types, the utilisation of the aircraft and the number of approved locations of the organisations should also
be considered before replacing the quality system by an organisational review.

Appendix XIII to this AMC should be used to manage the organisational reviews.

The following activities should not be considered as subcontracting and, as a consequence, they may be performed
without a quality system, although they need to be described in the continuing airworthiness management exposition

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and be approved by the competent authority:

− Subscription to a technical publisher that provides maintenance data (Aircraft Maintenance Manuals, Illustrated Parts
Catalogues, Service Bulletins, etc.), which may be applicable to a wide range of aircraft. These data may include
maintenance schedules recommended by different manufacturers that can be afterwards used by the continuing
airworthiness management organisation in order to produce customised maintenance programmes.

− Contracting the use of a software tool for the management of continuing airworthiness data and records, under the
following conditions (in addition to M.A.714(d) and (e)):

− If the tool is used by several organisations, each organisation should have access to its own data only.

− Introduction of data can only be performed by personnel of the continuing airworthiness management
organisation.

− The data can be retrieved at any time.

M.A.713 Changes to the approved continuing airworthiness organisation

In order to enable the competent authority to determine continued compliance with this Part, the approved continuing
airworthiness management organisation shall notify it of any proposal to carry out any of the following changes, before
such changes take place:

1. the name of the organisation.

2. the location of the organisation.

3. additional locations of the organisation.

4. the accountable manager.

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5. any of the persons specified in M.A.706(c).

6. the facilities, procedures, work scope and staff that could affect the approval.

In the case of proposed changes in personnel not known to the management beforehand, these changes shall be
notified at the earliest opportunity.

AMC M.A.713 Changes to the approved continuing airworthiness organisation

This paragraph covers scheduled changes to the CAMO approval. The primary purpose of this paragraph is to enable
the CAMO to remain approved if agreed by the competent authority during negotiations about any of the specified
changes. Without this paragraph the approval would automatically be suspended in all cases.

M.A.714 Record-keeping
a) The continuing airworthiness management organisation shall record all details of work carried out. The records
required by M.A.305 and if applicable M.A.306 shall be retained.

b) If the continuing airworthiness management organisation has the privilege referred to in point M.A.711(b), it shall
retain a copy of each airworthiness review certificate and recommendation issued or, as applicable, extended,
together with all supporting documents. In addition, the organisation shall retain a copy of any airworthiness review
certificate that it has extended under the privilege referred to in point M.A.711(a)4.

c) If the continuing airworthiness management organisation has the privilege referred to in point M.A.711(c), it shall
retain a copy of each permit to fly issued in accordance with the provisions of point 21A.729 of Annex I (Part-21) to
Regulation (EU) No 748/2012.

d) The continuing airworthiness management organisation shall retain a copy of all records referred to in points (b) and
(c) until two years after the aircraft has been permanently withdrawn from service.

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e) The records shall be stored in a manner that ensures protection from damage, alteration and theft.

f) All computer hardware used to ensure backup shall be stored in a different location from that containing the
working data in an environment that ensures they remain in good condition.

g) Where continuing airworthiness management of an aircraft is transferred to another organisation or person, all
retained records shall be transferred to the said organisation or person. The time periods prescribed for the retention
of records shall continue to apply to the said organisation or person.

h) Where a continuing airworthiness management organisation terminates its operation, all retained records shall be
transferred to the owner of the aircraft.

AMC M.A.714 Record-keeping

1. The CAMO should ensure that it always receives a complete CRS from the approved maintenance organisation,
M.A.801(b)(2) certifying staff and/or from the Pilot-owner such that the required records can be retained. The system
to keep the continuing airworthiness records should be described in the organisation continuing airworthiness
management exposition.

2. When an organisation arranges for the relevant maintenance organisation to retain copies of the continuing
airworthiness records on its behalf, it will nevertheless continue to be responsible for the records under M.A.714
relating to the preservation of records. If it ceases to be the organisation of the aircraft, it also remains responsible for
transferring the records to any other person or organisation managing continuing airworthiness of the aircraft.

3. Keeping continuing airworthiness records in a form acceptable to the competent authority means in paper form or
on a computer database or a combination of both methods. Records stored in microfilm or optical disc form are also
acceptable. The record should remain legible throughout the required retention period.

4. Paper systems should use robust material which can withstand normal handling and filing.

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5. Computer systems should have at least one backup system which should be updated within 24 hours of any new
entry. Each terminal is required to contain programme safeguards against the ability of unauthorised personnel to
alter the database.

Microfilming or optical storage of continuing airworthiness records may be carried out at any time. The records should
be as legible as the original record and remain so for the required retention period.

M.A.715 Continued validity of approval

a) An approval shall be issued for an unlimited duration. It shall remain valid subject to:

1. the organisation remaining in compliance with this Part, in accordance with the provisions related to the handling
of findings as specified under point M.B.705 and;

2. the competent authority being granted access to the organisation to determine continued compliance with this
Part, and;

3. the approval not being surrendered or revoked.

b) Upon surrender or revocation, the approval certificate shall be returned to the competent authority.

M.A.716 Findings
a) A level 1 finding is any significant non-compliance with Part-M requirements which lowers the safety standard and
hazards seriously the flight safety.

b) A level 2 finding is any non-compliance with the Part-M requirements which could lower the safety standard and
possibly hazard the flight safety.

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c) After receipt of notification of findings according to point M.B.705, the holder of the continuing airworthiness
management organisation approval shall define a corrective action plan and demonstrate corrective action to the
satisfaction of the competent authority within a period agreed with this authority.

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SUBPART H — CERTIFICATE OF RELEASE TO SERVICE — CRS
M.A.801 Aircraft certificate of release to service
a) Except for aircraft released to service by a maintenance organisation approved in accordance with Annex II (Part-
145), the certificate of release to service shall be issued according to this Subpart;

b) No aircraft can be released to service unless a certificate of release to service is issued at the completion of any
maintenance, when satisfied that all maintenance required has been properly carried out, by:

1. appropriate certifying staff on behalf of the maintenance organisation approved in accordance with Section A,
Subpart F of this Annex (Part-M); or

2. certifying staff in compliance with the requirements laid down in Annex III (Part-66), except for complex
maintenance tasks listed in Appendix VII to this Annex for which point 1 applies; or

3. by the Pilot-owner in compliance with point M.A.803;

c) By derogation from point M.A.801(b)2 for ELA1 aircraft not used in CAT or not used in commercial specialised
operations or not used in commercial ATO operations, aircraft complex maintenance tasks listed in Appendix VII may
be released by certifying staff referred to in point M.A.801(b)2;

d) By derogation from point M.A.801(b), in the case of unforeseen situations, when an aircraft is grounded at a location
where no approved maintenance organisation appropriately approved under this Annex or Annex II (Part-145) and
no appropriate certifying staff are available, the owner may authorise any person, with no less than 3 years of
appropriate maintenance experience and holding the proper qualifications, to maintain according to the standards
set out in Subpart D of this Annex and release the aircraft. The owner shall in that case:

1. obtain and keep in the aircraft records details of all the work carried out and of the qualifications held by that
person issuing the certification; and
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2. ensure that any such maintenance is rechecked and released by an appropriately authorised person referred to in
point M.A.801(b) or an organisation approved in accordance with Section A, Subpart F of this Annex (Part-M), or
with Annex II (Part-145) at the earliest opportunity but within a period not exceeding 7 days; and

3. notify the organisation responsible for the continuing airworthiness management of the aircraft when contracted
in accordance with point M.A.201(i), or the competent authority in the absence of such a contract, within 7 days of
the issuance of such certification authorisation;

e) In the case of a release to service in accordance with point M.A.801(b)2 or point M.A.801(c), the certifying staff may
be assisted in the execution of the maintenance tasks by one or more persons subject to his/her direct and
continuous control;

f) A certificate of release to service shall contain as a minimum:

1. basic details of the maintenance carried out; and

2. the date such maintenance was completed; and

3. the identity of the organisation and/or person issuing the release to service, including:

i. the approval reference of the maintenance organisation approved in accordance with Section A, Subpart F
of this Annex (Part-M) and the certifying staff issuing such a certificate; or

ii. in the case of point M.A.801(b)2 or M.A.801(c) certificate of release to service, the identity and if applicable
licence number of the certifying staff issuing such a certificate;

4. the limitations to airworthiness or operations, if any.

g) By derogation from point (b) and notwithstanding the provisions of point (h), when the maintenance prescribed
cannot be completed, a certificate of release to service may be issued within the approved aircraft limitations. Such

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fact together with any applicable limitations of the airworthiness or the operations shall be entered in the aircraft
certificate of release to service before its issue as part of the information required in point (f)4;

h) A certificate of release to service shall not be issued in the case of any known non-compliance which endangers flight
safety.

AMC M.A.801 Aircraft certificate of release to service after embodiment of a Standard Change or a Standard
Repair (SC/SR)
1. Release to service and eligible persons

Only natural or legal persons entitled to release to service an aircraft after maintenance in accordance with Part-M or
Part-145 are considered as an eligible installer responsible for the embodiment of a SC/SR when in compliance with
applicable requirements.

− For aircraft where there is no Part-66 licence applicable, the release to service of an aircraft after embodiment of a
SC/SR is only possible by holders of an appropriate certifying staff qualification valid in a Member State (national
qualification), with the following conditions:

− If the holder signs the release to service on behalf of an Approved Maintenance Organisation (AMO), this is valid
for aircraft registered in any Member State.

− If the holder signs the release to service as an independent certifying staff (not on behalf of an AMO), this is only
valid for aircraft registered in the Member State responsible for such certifying staff qualification.

Depending on its nature, for certain SCs/SRs, the Certification Specification CS-STAN might restrict the eligibility for
the issuance of the release to service to certain persons.

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Since the design of the SC/SR does not require specific approval, the natural or legal person releasing the aircraft to
service after the embodiment of the change or repair takes the responsibility that the applicable Certification
Specifications within CS-STAN are fulfilled while being in compliance with Part-M and/or Part-145 and not in conflict
with TC holders’ data. This includes responsibility in respect of an adequate design, the selection/manufacturing of
suitable parts and their identification, documenting the change or repair, generation or amendment of aircraft
manuals and instructions as needed, embodiment of the change/repair, releasing the aircraft to service and record-
keeping.

2. Parts and appliances to be installed as part of a SC/SR

The design of the parts and appliances to be used in a SC/SR is considered a part of the change/repair, and, therefore,
there is no need of a specific design approval. However, it is possible that for a particular SC, these Certification
Specifications specifically require the use of parts and appliances that meet a technical standard. In this case, when
the parts and appliances require to be authorised as an ETSO article, other articles recognised as equivalent by
means of an international safety agreement or grandfathered in accordance with Regulation (EU) No 748/2012 are
equally acceptable.

Normally, a SC/SR shall not contain specifically designed parts that should be produced by a production organisation
approved in accordance with Part-21 (POA). However, in the case that the change or repair would contain such a
part, it should be produced by an approved Production Organisation (POA), and delivered with an EASA Form 1. An
arrangement in accordance with 21.A.122(b) is not applicable.

Eligibility for installation of parts and appliances belonging to a SC/SR is subject to compliance with the Part-21 and
Part-M and Part-145 related provisions, and the situation varies depending on the aircraft in/on which the SC/SR is to
be embodied, and who the installer is. The need for an EASA Form 1 is addressed in Part-21 and Part-M, while less
restrictive rules may, for instance, apply for ELA1 and ELA2 aircraft parts (e.g. 21.A.307) and sailplanes parts (e.g. AMC
21A.303 of the ‘AMC and GM to Part-21’). Furthermore, Part-M Subpart F and Part-145 contain provisions (i.e.

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M.A.603(c) and 145.A.42(c)) allowing maintenance organisations to fabricate certain parts to be installed in/on the
aircraft as part of their maintenance activities.

3. Parts and appliances identification

The parts modified or installed during the embodiment of the SC/SR need to be permanently marked in accordance
with Part-21 Subpart Q.

4. Documenting the SC/SR and declaring compliance with the Certification Specifications

In accordance with Part-M or Part-145 (e.g. AMC M.A.801(f) and 145.A.50(b)), the legal or natural person responsible
for the embodiment of a change or a repair should compile details of the work accomplished. In the case of SCs/SRs,
this includes, as necessary, based on its complexity, an engineering file containing drawings, a list of the parts and
appliances used for the change or repair, supporting analysis and the results of tests performed or any other
evidence suitable to show that the design fulfils the applicable Certification Specifications within CS-STAN together
with a statement of compliance and amendments to aircraft manuals, to instructions for continuing airworthiness
and to other documents such as aircraft parts list, wiring diagrams, etc., as deemed necessary. The EASA Form 123 is
prepared for the purpose of documenting the preparation and embodiment of the SC/SR. The aircraft logbook
should contain an entry referring to EASA Form 123; both EASA Form 123 and the release to service required after
the embodiment of the SC/SR should be signed by the same person.

Form 123 and all the records listed on it should follow elementary principles of controlled documentation, e.g.
contain reference number of documents, issue dates, revision numbers, name of persons preparing/releasing the
document, etc.

5. Record-keeping

The legal or natural person responsible (see paragraph 1. above) for the embodiment of the change/repair should
keep the records generated with the SC/SR as required by Part-M or Part145 and CS-STAN.
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In addition, M.A.305 requires that the aircraft owner (or CAMO, if a contract i.a.w. M.A.201 exists) keeps the status of
the changes/repairs embodied in/on the aircraft in order to control the aircraft configuration and manage its
continuing airworthiness.

With regard to SCs/SRs, the information provided to the owner or CAMO may be listed in Form 123 and should
include, as required, a copy of any modified aircraft manual and/or instructions for continuing airworthiness. All this
information should normally be consulted when the aircraft undergoes an airworthiness review, and, therefore, a
clear system to record the embodiment of SCs/SRs, which is also easily traceable, would be of help during
subsequent aircraft inspections.

6. Instructions for continuing airworthiness

As stipulated in M.A.302, the aircraft owner or CAMO needs to assess if the changes in the instructions for continuing
airworthiness of the aircraft require to amend the aircraft maintenance programme and to obtain its approval.

7. Embodiment of more than one SC

The embodiment of two or more related SCs described in Subpart B of CS-STAN is permitted as a single change (the
use of one Form 123 only) as long as adequate references to and records of all SCs embodied are captured.
Restrictions and limitations of the two (or more) SCs would apply. It is permitted to issue a single release to service
containing adequate traceability of all the SCs embodied.

8. Acceptable form to be used to record the embodiment of SCs/SRs

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Notes:

Original remains with the legal or natural person responsible for the embodiment of the SC/SR.

The aircraft owner should retain a copy of this form.

The aircraft owner should be provided with copies of the documents referenced in boxes 5 and 7 and those in box 6
marked with an asterisk ‘*’.

The ‘relevant paragraphs’ in boxes 9a and 9b refer to the applicable paragraphs of ‘Subpart A – General’ of CS-STAN and
those of the SC/SR quoted in box 2.

For box 12, when the aircraft owner has signed a contract i.a.w. M.A.201, it is possible that the Continuing Airworthiness
Management Organisation (CAMO) representative signs box 12 and provides all relevant information to the owner
before next flight.

Completion instructions:

Use English or the official language of the State of registry to fill in the form.

1. Identify the SC/SR with a unique number and reference this number in the aircraft logbook.

2. Specify the applicable EASA CS-STAN chapter including revision (e.g. CS-SCxxxy or CS-SRxxxy) & title. Provide also a
short description.

3. Identify the aircraft (a/c) registration, serial number and type.

4. List the parts' numbers and description for the parts installed. Refer to an auxiliary document if necessary.

5. Identify affected aircraft manuals.

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6. Refer to the documentation developed to support the SC/SR and its embodiment, including design data required by
the CS-STAN: design definition, documents recording the showing of compliance with the Certification
Specifications or any test result, etc. The documents' references should quote their revision/issue.

7. Identify instructions for continuing airworthiness that need to be considered for the aircraft maintenance
programme review.

8. To be used as deemed necessary by the installer.

9a., 9b., 10. and 12. Self-explanatory.

11. Give full name details and certificate reference (of the natural or legal person) used for issuing the aircraft release to
service.

AMC M.A.801(b) Aircraft certificate of release to service

A certificate of release to service is necessary before flight, at the completion of any defect rectification, whilst the
aircraft operates a flight between scheduled maintenance checks.

AMC M.A.801(d) Aircraft certificate of release to service

1. ‘3 years of appropriate maintenance experience’ means 3 years working in an aircraft maintenance environment on
at least some of the aircraft type systems corresponding to the aircraft endorsed on the aircraft maintenance license
or on the certifying staff authorisation that the person holds.

2. ‘Holding the proper qualifications’ means holding either:

a) a valid ICAO Annex 1 compliant maintenance license for the aircraft type requiring certification, or;

b) a certifying staff authorisation valid for the work requiring certification, issued by an ICAO Annex 6 approved
maintenance organisation.
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3. A release in accordance with this paragraph does not affect the controlled environment of the aircraft as long as the
M.A.801(d)2 recheck and release has been carried out by an approved maintenance organisation.

AMC M.A.801(f) Aircraft certificate of release to service

1. The aircraft certificate of release to service should contain the following statement:

a) 'Certifies that the work specified except as otherwise specified was carried out in accordance with Part-M and in
respect to that work the aircraft is considered ready for release to service'.

b) For a Pilot-owner a certificate of release to service should contain the following statement:

‘Certifies that the limited pilot-owner maintenance specified except as otherwise specified was carried out in
accordance with Part-M and in respect to that work the aircraft is considered ready for release to service’.

2. The certificate of release to service should relate to the task specified in the manufacturer's or operator's instruction
or the aircraft maintenance programme which itself may cross-refer to a manufacturer's/operator's instruction in a
maintenance manual, service bulletin etc.

3. The date such maintenance was carried out should include when the maintenance took place relative to any life or
overhaul limitation in terms of date/flying hours/cycles/ landings etc., as appropriate.

4. When extensive maintenance has been carried out, it is acceptable for the certificate of release to service to
summarise the maintenance so long as there is a unique cross-reference to the work-pack containing full details of
maintenance carried out. Dimensional information should be retained in the work-pack record.

5. The person issuing the certificate of release to service should use his normal signature except in the case where a
computer release to service system is used. In this latter case the competent authority will need to be satisfied that
only the particular person can electronically issue the release to service. One such method of compliance is the use of

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a magnetic or optical personal card in conjunction with a personal identity number (PIN) known only to the
individual, which is keyed into the computer. A certification stamp is optional.

6. At the completion of all maintenance, owners, certifying staff, operators and maintenance organisations should
ensure they have a clear, concise, legible record of the work performed.

7. In the case of an M.A.801(b)2 release to service, certifying staff should retain all records necessary to prove that all
requirements have been met for the issuance of a certificate of release to service.

AMC M.A.801(g) Aircraft certificate of release to service

1. Being unable to establish full compliance with sub-paragraph M.A.801(b) means that the maintenance required by
the aircraft owner or CAMO could not be completed due either to running out of available aircraft maintenance
downtime for the scheduled check or by virtue of the condition of the aircraft requiring additional maintenance
downtime.

2. The aircraft owner or CAMO is responsible for ensuring that all required maintenance has been carried out before
flight. Therefore an aircraft owner or CAMO should be informed and agree to the deferment of full compliance with
M.A.801(b). The certificate of release to service may then be issued subject to details of the deferment, including the
aircraft owner or CAMO authorisation, being endorsed on the certificate.

3. If a CRS is issued with incomplete maintenance a record should be kept stating what action the mechanic, supervisor
and certifying staff should take to bring the matter to the attention of the relevant aircraft owner or CAMO so that
the issue may be discussed and resolved with the aircraft owner or CAMO.

AMC M.A.801(h) Aircraft certificate of release to service

'Endangers flight safety’ means any instance where safe operation could not be assured or which could lead to an
unsafe condition. It typically includes, but is not limited to, significant cracking, deformation, corrosion or failure of

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primary structure, any evidence of burning, electrical arcing, significant hydraulic fluid or fuel leakage and any
emergency system or total system failure. An AD overdue for compliance is also considered a hazard to flight safety.

M.A.802 Component certificate of release to service

a) A certificate of release to service shall be issued at the completion of any maintenance carried out on an aircraft
component in accordance with point M.A.502.

b) The authorised release certificate identified as EASA Form 1 constitutes the component certificate of release to
service, except when such maintenance on aircraft components has been performed in accordance with point
M.A.502(b), point M.A.502(d) or point M.A.502(e) in which case the maintenance is subject to aircraft release
procedures in accordance with point M.A.801.

AMC M.A.802 Component certificate of release to service

The purpose of the EASA Form 1 (see also Appendix II to Part-M) is to release components after manufacture and to
release maintenance work carried out on such components under the approval of a competent authority, and to allow
components that are removed from one aircraft/component to be fitted to another aircraft/component.

When an approved organisation maintains an aircraft component for use by the organisation, an EASA Form 1 may not
be necessary depending upon the organisation’s internal release procedures; however all the information normally
required for the EASA Form 1 should be adequately detailed in the certificate of release to service.

M.A.803 Pilot-owner authorisation

a) To qualify as a Pilot-owner, the person must:

1. hold a valid pilot licence (or equivalent) issued or validated by a Member State for the aircraft type or class rating;
and

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2. own the aircraft, either as sole or joint owner; that owner must be:

i. one of the natural persons on the registration form; or

ii. a member of a non-profit recreational legal entity, where the legal entity is specified on the registration
document as owner or operator, and that member is directly involved in the decision making process of the
legal entity and designated by that legal entity to carry out Pilot-owner maintenance.

b) For any non-complex motor-powered aircraft of 2 730 kg MTOM and below, sailplane, powered sailplane or balloon,
that are not used in CAT, or not used in commercial specialised operations or not used in commercial ATO
operations, the pilot-owner may issue a certificate of release to service after limited pilot-owner maintenance as
specified in Appendix VIII.

c) The scope of the limited Pilot-owner maintenance shall be specified in the aircraft maintenance programme referred
to in point M.A.302.

d) The certificate of release to service shall be entered in the logbooks and contain basic details of the maintenance
carried out, the maintenance data used, the date on which that maintenance was completed and the identity, the
signature and pilot licence number of the Pilot-owner issuing such a certificate.

AMC M.A.803 Pilot-owner authorisation

1. Privately operated means the aircraft is operated pursuant to M.A.201(i).

2. A Pilot-owner may only issue a CRS for maintenance he/she has performed.

3. In the case of a jointly-owned aircraft, the maintenance programme should list:

− The names of all Pilot-owners competent and designated to perform Pilot-owner maintenance in accordance
with the basic principles described in Appendix VIII of PartM. An alternative would be the maintenance

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programme to contain a procedure to ensure how such a list of competent Pilot-owners should be managed
separately and kept current.

− The limited maintenance tasks they may perform.

4. An equivalent valid pilot license may be any document attesting a pilot qualification recognised by the Member
State. It does not have to be necessarily issued by the competent authority, but it should in any case be issued in
accordance with the particular Member State’s system. In such a case, the equivalent certificate or qualification
number should be used instead of the pilot's licence number for the purpose of the M.A.801(b)3 (certificate of release
to service).

5. Not holding a valid medical examination does not invalidate the pilot licence (or equivalent) required under
M.A.803(a)1 for the purpose of the Pilot-owner authorisation.

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SUBPART I — AIRWORTHINESS REVIEW CERTIFICATE
M.A.901 Aircraft airworthiness review
To ensure the validity of the aircraft airworthiness certificate an airworthiness review of the aircraft and its continuing
airworthiness records shall be carried out periodically.

a) An airworthiness review certificate is issued in accordance with Appendix III (EASA Form 15a, 15b or 15c) on
completion of a satisfactory airworthiness review. The airworthiness review certificate is valid one year;

b) An aircraft in a controlled environment is an aircraft

i. continuously managed during the previous 12 months by a unique continuing airworthiness management
organisation approved in accordance with Section A, Subpart G, of this Annex (Part-M), and

ii. which has been maintained for the previous 12 months by maintenance organisations approved in accordance
with Section A, Subpart F of this Annex (Part-M), or with Annex II (Part-145). This includes maintenance tasks
referred to in point M.A.803(b) carried out and released to service in accordance with point M.A.801(b)2 or point
M.A.801(b)3;

c) For all aircraft used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, and aircraft above 2730
kg MTOM, except balloons, that are in a controlled environment, the organisation referred to in (b) managing the
continuing airworthiness of the aircraft may, if appropriately approved, and subject to compliance with point (k):

1. issue an airworthiness review certificate in accordance with point M.A.710, and;

2. for the airworthiness review certificates it has issued, when the aircraft has remained within a controlled
environment, extend twice the validity of the airworthiness review certificate for a period of 1 year each time;

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d) For all aircraft used by licenced air carriers in accordance with Regulation (EC) No 1008/2008 and aircraft above 2730
kg MTOM, except balloons, that

i. are not in a controlled environment, or

ii. which continuing airworthiness is managed by a continuing airworthiness management organisation that does not
hold the privilege to carry out airworthiness reviews,

the airworthiness review certificate shall be issued by the competent authority upon satisfactory assessment based on a
recommendation made by a continuing airworthiness management organisation appropriately approved in accordance
with Section A, Subpart G of this Annex (Part-M) sent together with the application from the owner or operator. This
recommendation shall be based on an airworthiness review carried out in accordance with point M.A.710;

e) For aircraft not used by licenced air carriers in accordance with Regulation (EC) No 1008/2008 of 2730 kg MTOM and
below, and balloons, any continuing airworthiness management organisation approved in accordance with Section
A, Subpart G of this Annex (Part-M) and appointed by the owner or operator may, if appropriately approved and
subject to point (k):

1. issue the airworthiness review certificate in accordance with point M.A.710, and;

2. 2. for airworthiness review certificates it has issued, when the aircraft has remained within a controlled
environment under its management, extend twice the validity of the airworthiness review certificate for a
period of 1 year each time;

f) By derogation from points M.A.901(c)2 and M.A.901(e)2, for aircraft that are in a controlled environment, the
organisation referred to in (b) managing the continuing airworthiness of the aircraft, subject to compliance with
point (k), may extend twice for a period of one year each time the validity of an airworthiness review certificate that
has been issued by the competent authority or by another continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of this Annex (Part-M);
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g) y derogation from points M.A.901(e) and M.A.901(i)2, for ELA1 aircraft not used in CAT or not used in commercial
specialised operations or not used in commercial ATO operations, the airworthiness review certificate may also be
issued by the competent authority upon satisfactory assessment, based on a recommendation made by certifying
staff formally approved by the competent authority and complying with provisions of Annex III (Part-66) as well as
requirements laid down in point M.A.707(a)2(a), sent together with the application from the owner or operator. This
recommendation shall be based on an airworthiness review carried out in accordance with point M.A.710 and shall
not be issued for more than two consecutive years;

h) Whenever circumstances reveal the existence of a potential safety threat, the competent authority shall carry out the
airworthiness review and issue the airworthiness review certificate itself;

i) In addition to point (h), the competent authority may also carry out the airworthiness review and issue the
airworthiness review certificate itself in the following cases:

1. when the aircraft is managed by a continuing airworthiness management organisation approved in accordance
with Section A, Subpart G of this Annex (Part-M) located in a third country;

2. for all balloons and any other aircraft of 2730 kg MTOM and below, if it is requested by the owner;

j) When the competent authority carries out the airworthiness review and/or issues the airworthiness review certificate
itself, the owner or operator shall provide the competent authority with:

1. the documentation required by the competent authority; and

2. suitable accommodation at the appropriate location for its personnel; and

3. when necessary, the support of personnel appropriately qualified in accordance with Annex III (Part-66) or
equivalent personnel requirements laid down in point 145.A.30(j)(1) and (2) of Annex II (Part-145);

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k) An airworthiness review certificate cannot be issued nor extended if there is evidence or reason to believe that the
aircraft is not airworthy;

l) For ELA1 aircraft not involved in commercial operations, the Part-145 or M.A. Subpart F maintenance organisation
performing the annual inspection contained in the maintenance programme may, if appropriately approved,
perform the airworthiness review and issue the corresponding airworthiness review certificate, subject to the
following conditions:

1. The organisation nominates airworthiness review staff complying with all the following requirements:

a) The airworthiness review staff hold a certifying staff authorisation for the corresponding aircraft.

b) The airworthiness review staff have at least three years of experience as certifying staff.

c) The airworthiness review staff are independent from the continuing airworthiness management process of the
aircraft being reviewed or have overall authority on the continuing airworthiness management process of the
complete aircraft being reviewed.

d) The airworthiness review staff have acquired knowledge of the parts of this Annex (Part-M) relevant to
continuing airworthiness management.

e) The airworthiness review staff have acquired proven knowledge of the procedures of the maintenance
organisation relevant to the airworthiness review and issue of the airworthiness review certificate.

f) The airworthiness review staff have been formally accepted by the competent authority after having
performed an airworthiness review under the supervision of the competent authority or under the supervision
of the organisation's airworthiness review staff in accordance with a procedure approved by the competent
authority.

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g) the airworthiness review staff have performed at least one airworthiness review in the last twelve-month
period.

2. The airworthiness review is performed at the same time as the annual inspection contained in the maintenance
programme and by the same person who releases such annual inspection, being possible to use the 90 days
anticipation provision contained in M.A.710(d).

3. The airworthiness review includes a full documented review in accordance with point M.A.710(a).

4. The airworthiness review includes a physical survey of the aircraft in accordance with points M.A.710(b) and (c).

5. An airworthiness review certificate EASA Form 15c is issued, on behalf of the maintenance organisation, by the
person who performed the airworthiness review when satisfied that:

a) the airworthiness review has been completely and satisfactorily carried out; and

b) the maintenance programme has been reviewed in accordance with point M.A.710(ga); and

c) there is no non-compliance which is known to endanger flight safety.

6. A copy of the airworthiness review certificate issued is sent to the competent authority of the Member State of
Registry of the aircraft within 10 days of the date of issue.

7. The competent authority of the Member State of Registry is informed within 72 hours if the organisation has
determined that the airworthiness review is inconclusive or if the review under point M.A.901(l)5(b) shows
discrepancies on the aircraft linked to deficiencies in the content of the maintenance programme.

8. The manual or exposition of the maintenance organisation describes all the following:

a) The procedures for the performance of airworthiness reviews and the issue of the corresponding airworthiness
review certificate.
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b) The names of the certifying staff authorised to perform airworthiness reviews and issue the corresponding
airworthiness review certificate.

c) The procedures for the review of the maintenance programme.

AMC M.A.901 Aircraft airworthiness review

In order to ensure the validity of the aircraft airworthiness certificate, M.A.901 requires performing periodically an
airworthiness review of the aircraft and its continuing airworthiness records, which results in the issuance of an
airworthiness review certificate valid for one year.

AMC M.A.901(a) Aircraft airworthiness review

EASA Form 15a is issued by competent authorities while EASA Form 15b is issued by a M.A. Subpart G organisation and
EASA Form 15c is issued by a Part-145 or an M.A. Subpart F maintenance organisation.

AMC M.A.901(b) Aircraft airworthiness review

1. If the continuing airworthiness of the aircraft is not managed according to an Appendix I Continuing airworthiness
contract, the aircraft should be considered to be outside a controlled environment. Nevertheless, such contract is not
necessary when the operator and the CAMO are the same organisation.

2. The fact that limited pilot-owner maintenance as defined in M.A.803(b) is not carried out and released by an
approved maintenance organisation does not change the status of an aircraft in a controlled environment providing
the CAMO under contract has been informed of any such maintenance carried out.

AMC M.A.901(c)2, (e)2 and (f) Aircraft airworthiness review ED Decision 2015/029/R
When the aircraft has remained within a controlled environment, the extension of the validity of the airworthiness
review certificate does not require an airworthiness review but only a verification of the continuous compliance with
M.A.901(b).
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It is acceptable to anticipate the extension of the airworthiness review certificate by a maximum of 30 days without a
loss of continuity of the airworthiness review pattern, which means that the new expiration date is set up one year after
the previous expiration date. This anticipation of up to 30 days also applies to the 12 month requirements shown in
M.A.901(b), meaning that the aircraft is still considered as being in a controlled environment if it has been continuously
managed by a single organisation and maintained by appropriately approved organisations, as stated in M.A.901(b),
from the date when the last airworthiness review certificate was issued until the date when the extension is performed
(this can be up to 30 days less than 12 months).

It is also acceptable to perform the extension of an airworthiness review certificate after its expiration date, as long as all
the conditions for the extension are met. However, this means the following:

− The aircraft could not fly since the airworthiness review certificate expired until it is extended, and

− The new expiration date (after extension) is set one year after the previous expiration date (not one year after the
extension is performed).

AMC M.A.901(d) and (g) Aircraft airworthiness review

The recommendation sent by a CAMO or by M.A.901(g) certifying staff to the competent authority of the Member State
of registry should be, at least, in English when the Member State of registry is different from the CAMO’s Member State.
Otherwise it can be completed in the official language(s) of the CAMO’s Member State.

The recommendation sent to the competent authority should contain at least the items described below:

a) General information

− CAMO information

− owner/lessee information

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− date and place where the document review and the aircraft survey were carried out

− period and place the aircraft can be seen if required by the competent authority

b) Aircraft information

− Registration

− Type

− Manufacturer

− serial number

− flight manual reference

− weight and centre of gravity data

− maintenance programme reference

c) Documents accompanying the recommendation

− copy of registration papers

− copy of the owners request for a new airworthiness review certificate

d) Aircraft status

− aircraft total time and cycles

− list of persons or organisations having carried out continuing airworthiness activities including maintenance tasks
on the aircraft and its components since the last airworthiness review certificate
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e) Aircraft survey

− a precise list of the areas of the aircraft that were surveyed and their status

f) Findings

− a list of all the findings made during the airworthiness review with the corrective action carried out

g) Statement

A statement signed by the airworthiness review staff recommending the issue of an airworthiness review certificate.

The statement should confirm that the aircraft in its current configuration complies with the following:

− airworthiness directives up to the latest published issue, and;

− type certificate datasheet;

− maintenance programme;

− component service life limitations;

− the valid weight and centre of gravity schedule reflecting the current configuration of the aircraft;

− Part-21 for all modifications and repairs;

− the current flight manual including supplements, and;

− operational requirements.

The above items should clearly state the exact reference of the data used in establishing compliance; for instance
the number and issue of the type certificate data sheet used should be stated.
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The statement should also confirm that all of the above is properly entered and certified in the aircraft continuing
airworthiness record system and/or in the operator’s technical log.

AMC M.A.901(g) Aircraft airworthiness review

The words ‘certifying staff’ mean that the personnel meet at the time of the airworthiness review all the Part-66
requirements to be certifying staff for the aircraft subject to review (including also continuing experience requirements),
which in some cases may refer to national rules.

The formal acceptance of the certifying staff by the competent authority should only be granted after verification of the
qualifications and after the satisfactory performance of an airworthiness review under supervision of the competent
authority.

The sentence ‘shall not be issued for more than two consecutive years’ means that every three years the airworthiness
review has to be performed by the competent authority or by an appropriately approved CAMO.

AMC M.A.901(j) Aircraft airworthiness review

Suitable accommodation should include:

a) an office with normal office equipment such as desks, telephones, photocopying machines etc. whereby the
continuing airworthiness records can be reviewed.

b) a hangar when needed for the physical survey.

The support of personnel appropriately qualified in accordance with Part-66 is necessary when the competent
authority’s airworthiness review staff is not appropriately qualified.

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AMC M.A.901(l)1 Aircraft airworthiness review
Independence from the continuing airworthiness management process of the aircraft means being authorised to
perform airworthiness reviews only on aircraft for which the person has not participated in their continuing
airworthiness management.

This may not be relevant for most maintenance organisations (Part-145 or Part-M Subpart F). Since these organisations
cannot perform the continuing airworthiness management of aircraft (this is a privilege of CAMOs), it needs to be
considered by those maintenance organisations (Part-145 or PartM Subpart F) intending to nominate as airworthiness
review staff certifying staff who are also employed/contracted by a CAMO and who have been involved in the
continuing airworthiness management of the aircraft being reviewed.

Nevertheless, such independence is not necessary if these airworthiness review staff (who are also
employed/contracted by the CAMO) can show ‘overall authority on the continuing airworthiness management process
of the complete aircraft’. This may be achieved, among other ways, if this person is:

− the accountable manager or the nominated postholder of the CAMO.

− responsible for the complete continuing airworthiness management process of the aircraft being reviewed.

− the only person employed by an one-man CAMO.

GM M.A.901(l)5 Aircraft airworthiness review

The EASA Form 15c is only applicable to ELA1 aircraft not involved in commercial operations. As a consequence, a new
EASA Form 15a or 15b has to be issued if the operation of the aircraft changes to commercial. This includes the
corresponding approval of the maintenance programme and the performance of an airworthiness review.

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GM M.A.901(l)7 Aircraft airworthiness review
The objective of informing the competent authority when the airworthiness review shows discrepancies linked to
deficiencies in the content of the maintenance programme is to allow the competent authority to take it into account
when planning the ACAM inspections and to make sure that the competent authority agrees on the amendments
required in the maintenance programme as required by M.A.302(h)5.

M.A.902 Validity of the airworthiness review certificate

a) An airworthiness review certificate becomes invalid if:

1. suspended or revoked; or

2. the airworthiness certificate is suspended or revoked; or

3. the aircraft is not on the aircraft register of a Member State; or

4. the type certificate under which the airworthiness certificate was issued is suspended or revoked.

b) An aircraft must not fly if the airworthiness certificate is invalid or if:

1. the continuing airworthiness of the aircraft or any component fitted to the aircraft does not meet the
requirements of this Part; or

2. the aircraft does not remain in conformity with the type design approved by the Agency; or

3. the aircraft has been operated beyond the limitations of the approved flight manual or the airworthiness
certificate, without appropriate action being taken; or

4. the aircraft has been involved in an accident or incident that affects the airworthiness of the aircraft, without
subsequent appropriate action to restore airworthiness; or

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5. a modification or repair is not in compliance with Annex I (Part-21) to Regulation (EU) No 748/2012.

c) Upon surrender or revocation, the airworthiness review certificate shall be returned to the competent authority

M.A.903 Transfer of aircraft registration within the EU

a) When transferring an aircraft registration within the EU, the applicant shall:

1. inform the former Member State in which Member State it will be registered, then;

2. apply to the new Member State for the issuance of a new airworthiness certificate in accordance with Annex I
(Part-21) to Regulation (EU) No 748/2012.

b) Notwithstanding point M.A.902(a)(3), the former airworthiness review certificate shall remain valid until its expiry
date.

AMC M.A.903(a)1 Transfer of aircraft registration within the EU

The applicant should notify to the competent authority within the former Member State of registry so as to allow the
proper transfer of information between the two competent authorities during the aircraft transfer process.

AMC M.A.903(b) Transfer of aircraft registration within the EU

In case of transfer of aircraft registration within EU, the aircraft owner/ operator should verify that the competent
authority of the new Member State of registry has entered the new aircraft registration on the existing airworthiness
review certificate and validated the change.

M.A.904 Airworthiness review of aircraft imported into the EU

a) When importing an aircraft onto a Member State register from a third country, the applicant shall:

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1. apply to the Member State of registry for the issuance of a new airworthiness certificate in accordance with
Annex I (Part-21) to Regulation (EU) No 748/2012; and

2. for aircraft other than new, have a airworthiness review carried out satisfactorily in accordance with point
M.A.901; and

3. have all maintenance carried out to comply with the approved maintenance programme in accordance with
point M.A.302.

b) When satisfied that the aircraft is in compliance with the relevant requirements, the continuing airworthiness
management organisation or maintenance organisation, if applicable, shall send a documented recommendation for
the issuance of an airworthiness review certificate to the Member State of registry.

c) The owner shall allow access to the aircraft for inspection by the Member State of registry.

d) A new airworthiness certificate will be issued by the Member State of registry when it is satisfied the aircraft complies
with the prescriptions of Annex I (Part-21) to Regulation (EU) No 748/2012.

e) The Member State shall also issue the airworthiness review certificate valid normally for one year unless the Member
State has safety reason to limit the validity.

AMC M.A.904(a)1 Airworthiness reviews of aircraft imported into the EU

In order to allow for possible participation of authority personnel, the applicant should inform the competent authority
at least 10 working days in advance of the time and location of the airworthiness review.

AMC M.A.904(a)2 Airworthiness reviews of aircraft imported into the EU

1. When performing an airworthiness review of aircraft imported into the EU the aircraft and the relevant records
should be reviewed to determine the work to be undertaken to establish the airworthiness of the aircraft.

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2. In determining the work to be undertaken during the airworthiness review on the aircraft, the following should be
taken into consideration:

a) the information from third country authorities such as export certificates, primary authority information;

b) the information on aircraft maintenance history such as continuing airworthiness records, aircraft, engine,
propeller, rotor and life limited part log books or cards as appropriate, tech log/flight log/cabin log, list of deferred
defects, total flight times and cycles, times and cycles since last maintenance, accident history, former
maintenance schedule, former AD compliance status

c) the information on aircraft such as aircraft, engine and propeller type certificate datasheets, noise and emission
certificate data sheets, flight manual and supplements;

d) the aircraft continuing airworthiness status such as the aircraft and component AD status, the SB status, the
maintenance status, the status of all service life limited components, weight and centre of gravity schedule
including equipment list

e) the modification and repair status of the aircraft detailing elements such as owner/operator designed
modifications and repairs, STCs, and parts needing European parts approval (EPA);

f) the aircraft cabin configuration such as emergency equipment fitted, cockpit configuration, placards, instrument
limitations, cabin layout;

g) the maintenance needed for import, such as embodiment of modifications needed to comply with the EASA type
certificate, bridging check to comply with the new maintenance programme;

h) the avionics such as, but not limited to, radio and navigation equipment, instrument flight rules (IFR) equipment,
digital flight data recorder (DFDR)/cockpit voice recorder (CVR) test, emergency locator transmitter (ELT) 406 MHz
code and identification;

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i) the compass compensation;

j) special operating rules such as extended twin-engine operations (ETOPS)/long range operations (LROPS), reduced
vertical separation minima (RVSM), minimum navigation performance specifications (MNPS), all weather
operations (AWOPS), area navigation (RNAV);

k) the aircraft survey including verification of conformity with the flight manual and the datasheet, presence of fire
proof identification plates, conformity of markings including registration, presence and serviceability of
emergency equipment, internal and external lighting systems, and

l) check flight including check of control system/cockpit ground check/engine run up.

3. If there is no CAMO or maintenance organisation approved for the airworthiness review of the specific aircraft type
available, the competent authority may carry out the airworthiness review in accordance with this paragraph and the
provisions M.A.901(h) and M.B.902. In this case, the airworthiness review should be requested to the competent
authority with a 30-day notice.

AMC M.A.904(b) Airworthiness review of aircraft imported into the EU

The recommendation sent to the competent authority should contain at least the items described below.

a) All the information set forth by AMC M.A 901(d) & (g)

b) Aircraft information

− aircraft assigned registration;

− state of manufacturer;

− previous registration;

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− export certificate number;

− TC and TC data sheet numbers;

− noise and emissions TC and TC data sheet numbers;

− comparison of prior maintenance programme with the proposed new maintenance programme.

c) Documents accompanying the recommendation

− copy of the application;

− original export certificate;

− copy of the approvals of the flight manual and its supplements;

− list of ADs incorporated up to the latest published issue;

− proposed new maintenance programme;

− status of all service life limited components;

− the valid weight and centre of gravity schedule reflecting the current configuration of the aircraft, and;

− Part-21 approval reference for all modifications and repairs.

d) Maintenance

− a copy of the work packages requested by the CAMO including details of any bridging check to ensure all the
necessary maintenance has been carried out.

e) Aircraft check flight

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− a copy of the check flight report.

M.A.905 Findings
a) A level 1 finding is any significant non-compliance with requirements laid down in this Annex (Part-M) which lowers
the safety standard and hazards seriously the flight safety.

b) A level 2 finding is any non-compliance with requirements laid down in this Annex (Part-M) which could lower the
safety standard and possibly hazard the flight safety.

c) After receipt of notification of findings according to point M.B.903, the person or organisation accountable referred
to in point M.A.201 shall define a corrective action plan and demonstrate corrective action to the satisfaction of the
competent authority within a period agreed with this authority including appropriate corrective action to prevent
reoccurrence of the finding and its root cause.

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SECTION B — PROCEDURE FOR COMPETENT AUTHORITIES
SUBPART A — GENERAL

M.B.101 Scope
This Section establishes the administrative requirements to be followed by the competent authorities in charge of the
application and the enforcement of Section A of this Part.

M.B.102 Competent authority

(a) General

A Member State shall designate a competent authority with allocated responsibilities for the issuance, continuation,
change, suspension or revocation of certificates and for the oversight of continuing airworthiness. This competent
authority shall establish documented procedures and an organisational structure.

(b) Resources

The number of staff shall be appropriate to carry out the requirements as detailed in this Section.

(c) Qualification and training

All staff involved in activities dealt with in this Annex shall be appropriately qualified and have appropriate
knowledge, experience, initial training and continuation training to perform their allocated tasks.

(d) Procedures

The competent authority shall establish procedures detailing how compliance with this Annex (Part-M) is
accomplished.

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The procedures shall be reviewed and amended to ensure continued compliance.

AMC M.B.102(a) Competent authority — General

1. In deciding upon the required airworthiness organisational structure, the competent authority should review the
number of certificates to be issued, the number and size of potential operators, the number of M.A. Subpart F
approved maintenance organisations and CAMOs within that Member State, as well as the level of civil aviation
activity, number and complexity of aircraft and the size of the Member State’s aviation industry.

2. The competent authority should retain effective control of important inspection functions and not delegate them in
such a way that aircraft owners, operators, M.A. Subpart F approved maintenance organisations and CAMOs, in
effect, regulate themselves in airworthiness matters.

3. The set-up of the organisational structure should ensure that the various tasks and obligations of the competent
authority are not relying on individuals. That means that a continuing and undisturbed fulfilment of these tasks and
obligations of the competent authority should also be guaranteed in case of illness, accident or leave of individual
employees.

AMC1 M.B.102(c) Competent authority — Qualification and training

1. Competent authority inspectors should have:

1.1. practical experience and expertise in the application of aviation safety standards and safe operating practices;

1.2. comprehensive knowledge of:

a) relevant parts of implementing rules, certification specifications and guidance material;

b) the competent authority’s procedures;

c) the rights and obligations of an inspector;

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d) quality systems;

e) continuing airworthiness management;

f) operational procedures when affecting the continuing airworthiness management of the aircraft or the
maintenance.

1.3. training on auditing techniques.

1.4. five years relevant work experience to be allowed to work as an inspector independently. This may include
experience gained during training to obtain the subparagraph 1.5 qualification.

1.5. a relevant engineering degree or an aircraft maintenance technician qualification with additional education.
‘Relevant engineering degree’ means an engineering degree from aeronautical, mechanical, electrical, electronic,
avionic or other studies relevant to the maintenance and continuing airworthiness of aircraft/aircraft
components.

1.6. knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course including
Fuel Tank Safety (FTS) training as described in Appendix XII to AMC M.A.706(f) and AMC1 M.B.102(c). These
courses should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation.

‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within
the scope of approval.

1.7. knowledge of maintenance standards.

2. In addition to technical competency, inspectors should have a high degree of integrity, be impartial in carrying out
their tasks, be tactful, and have a good understanding of human nature.

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3. A programme for continuation training should be developed which provides for the inspectors, at regular intervals,
to visit appropriate manufacturers and attend technical symposia as well as training or refresher courses to gain first-
hand knowledge of new developments. As a general policy, it is not desirable for the inspectors to obtain technical
qualifications from those entities under their direct regulatory jurisdiction.

AMC2 M.B.102(c) Competent authority — Qualification and training

AIRCRAFT CONTINUING AIRWORTHINESS MONITORING (ACAM) INSPECTORS

1. ACAM in-depth surveys should be performed by competent authority inspectors qualified in accordance with
M.B.102(c).

2. ACAM ramp surveys may be performed by inspectors qualified for the technical tasks of ramp inspections in
accordance with other Parts, or by inspectors qualified in accordance with M.B.102(c).

AMC M.B.102(d) Competent authority organisation — Procedures

The documented procedures should contain the following information:

a) The Member State’s designation of the competent authority(ies).

b) The title(s) and name(s) of the manager(s) of the competent authority and their duties and responsibilities.

c) Organisation chart(s) showing associated chains of responsibility of the senior persons.

d) A procedure defining the qualifications for staff together with a list of staff authorised to sign certificates.

e) A general description of the facilities.

f) Procedures specifying how the competent authority(ies) ensure(s) compliance with Part-M.

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M.B.104 Record-keeping
a) The competent authorities shall establish a system of record-keeping that allows adequate traceability of the process
to issue, continue, change, suspend or revoke each certificate.

b) The records for the oversight of organisations approved in accordance with this Annex shall include as a minimum:

1. the application for an organisation approval.

2. the organisation approval certificate including any changes.

3. a copy of the audit program listing the dates when audits are due and when audits were carried out.

4. the competent authority continued oversight records including all audit records.

5. copies of all relevant correspondence.

6. details of any exemption and enforcement actions.

7. any report from other competent authorities relating to the oversight of the organisation.

8. organisation exposition or manual and amendments.

9. copy of any other document directly approved by the competent authority.

c) The retention period for the point (b) records shall be at least four years.

d) The minimum records for the oversight of each aircraft shall include, at least, a copy of:

1. aircraft certificate of airworthiness,

2. airworthiness review certificates,

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3. Section A Subpart G organisation recommendations,

4. reports from the airworthiness reviews carried out directly by the Member State,

5. all relevant correspondence relating to the aircraft,

6. details of any exemption and enforcement action(s),

7. any document approved by the competent authority pursuant to Annex I (Part-M) or Annex II (Part-ARO) of
Regulation ( EU) No 965/2012.

e) The records specified in point (d) shall be retained until two years after the aircraft has been permanently withdrawn
from service.

f) All records specified in point M.B.104 shall be made available upon request by another Member State or the Agency.

AMC M.B.104(a) Record-keeping

1. The record-keeping system should ensure that all records are accessible whenever needed within a reasonable time.
These records should be organized in a consistent way throughout the competent authority (chronological,
alphabetical order, etc.).

2. All records containing sensitive data regarding applicants or organisations should be stored in a secure manner with
controlled access to ensure confidentiality of this kind of data.

3. All computer hardware used to ensure data backup should be stored in a different location from that containing the
working data in an environment that ensures they remain in good condition. When hardware- or software-changes
take place special care should be taken that all necessary data continues to be accessible at least through the full
period specified in M.B.104(c) and/or (e).

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AMC M.B.104(f) Record-keeping
The cases, when records shall be made available should be limited to:

− incidents or accidents,

− findings through the aircraft continuing monitoring program where organisations approved by another
competent authority are involved, to determine the root cause,

− aircraft mainly operated in another Member State,

− an aircraft previously operated in another Member State,

− an organisation having approvals in several Member States.

When records are requested from another Member State, the reason for the request should be clearly stated. The
records can be made available by sending a copy or by allowing their consultation.

M.B.105 Mutual exchange of information

a) In order to contribute to the improvement of air safety, the competent authorities shall participate in a mutual
exchange of all necessary information in accordance with Article 15 of Regulation (EC) No 216/2008.

b) Without prejudice to the competencies of the Member States, in the case of a potential safety threat involving
several Member States, the concerned competent authorities shall assist each other in carrying out the necessary
oversight action.

AMC M.B.105(a) Mutual exchange of information

One typical case where the mutual exchange of information is necessary is when an aircraft is transferred inside the EU
according to M.A.903. When notified of such a transfer, a competent authority should inform the competent authority

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where the aircraft will be registered of any known problems with the aircraft being transferred. Furthermore, the
competent authority where the aircraft will be registered should ensure that the former competent authority has been
properly notified that the aircraft is leaving.

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SUBPART B — ACCOUNTABILITY
M.B.201 Responsibilities
The competent authorities as specified in M.1 are responsible for conducting inspections and investigations in order to
verify that the requirements of this Part are complied with.

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SUBPART C — CONTINUING AIRWORTHINESS
M.B.301 Maintenance programme
a) Except for those cases where the owner has issued a declaration for the maintenance programme in accordance with
point M.A.302(h), the competent authority shall verify that the maintenance programme is in compliance with point
M.A.302.

b) Except where stated otherwise in points M.A.302(c) and M.A.302(h) the maintenance programme and its
amendments shall be approved directly by the competent authority.

c) In the case of indirect approval, the maintenance programme procedure shall be approved by the competent
authority through the continuing airworthiness management exposition.

d) In order to approve a maintenance programme according to point (b) of this point, the competent authority shall
have access to all the data required in points M.A.302(d), (e), (f) and (h).

AMC M.B.301(a) Maintenance programme

For the competent authority of registry to verify compliance with M.A.302, the auditing surveyor/inspector should have
received training on maintenance programme development and control.

AMC M.B.301(b) Maintenance programme

1. When assessing aircraft maintenance programmes for approval, the competent authority should verify that the
maintenance programme is acceptable for the continuing airworthiness of the specific aircraft listed and it is
appropriate for the proposed operating environment and scheduled utilisation.

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2. The competent authority should assess the contents taking into account the origins of the document, i.e. the
manufacturer’s recommended maintenance programme, an MRB report, the CAMO or operator’s own experience or
another approved programme.

3. A competent authority may elect to publish a proposed maintenance schedule for a piston engine aircraft type or a
group of piston engine aircraft types below 2 730 kg maximum takeoff mass (MTOM) or for a sailplane, powered
sailplane or balloon type or for a group of sailplanes, powered sailplanes or balloon types. When owners/operators of
the aircraft mentioned above elect to use a competent authority proposed maintenance schedule, all the out of
phase manufacturer recommendations should be incorporated into the final maintenance programme in order for it
to be approved.

4. A copy of the approved programme should be retained by the competent authority, unless the programme is
approved by a CAMO.

5. The documentation issued by the competent authority to approve the aicraft maintenance programme may include
details of who may issue certificates of release to service in a particular situation and may define which tasks are
considered as complex maintenance tasks or limited pilot owner maintenance according to Appendix VIII to Part-M.

6. In the case of aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008 or complex
motor-powered aircraft, the development of the aircraft maintenance programme is dependent upon sufficient
satisfactory in-service experience which has been properly processed. In general, the task being considered for
escalation beyond the MRB limits should have been satisfactorily repeated at the existing frequency several times
before being proposed for escalation. Appendix I to AMC M.A.302 and M.B.301(b) gives further information.

7. The competent authority may approve an incomplete maintenance programme at the start of operation of an
aircraft or an operator, subject to limiting the approval of the maintenance programme to a period that does not
exceed any required maintenance not yet approved.

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8. If the competent authority is no longer satisfied that a safe operation can be maintained, the approval of a
maintenance programme or part of it may be suspended or revoked. Events giving rise to such action include:

8.1. An operator changing the utilisation of an aircraft;

8.2. The owner or CAMO has failed to ensure that the programme reflects the maintenance needs of the aircraft such
that safe operation can be assured.

AMC M.B.301(c) Maintenance Programme

1. Approval of an aircraft maintenance programme through a procedure established by a CAMO should require the
organisation to demonstrate to the competent authority that it has competence, procedures and record keeping
provisions, which will enable the organisation to analyse aircraft reliability, TC holder’s instructions, and other related
operating and maintenance criteria.

2. According to the complexity of the aircraft and the nature of the operation, the maintenance programme procedures
should contain reliability centred maintenance and condition monitored maintenance programme procedures and
have procedures relating to the programme control which contain the following provisions:

(a) task escalation or adjustment,

(b) maintenance programme review,

(c) SB or Service Information assessment,

(d) component and structures in service performance review,

(e) maintenance programme revision,

(f) maintenance procedure effectiveness review and amendment,

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(g) maintenance review board report (MRBR) or manufacturer maintenance planning document (MPD) review and
assessment, as appropriate,

(h) AD review and assessment,

(i) owner/maintenance/CAMO liaison,

(j) training.

3. When the competent authority requests it, the organisation should make provision for the attendance of a
representative of the competent authority at meetings held to consider maintenance implications arising from
reviews of the above provisions.

AMC M.B.301(d) Maintenance programme

Programmes and all associated airworthiness data, including that data used for substantiating the escalation of
programmes should be made available to the competent authority upon request.

M.B.302 Exemptions
All exemptions granted in accordance with Article 14(4) of Regulation (EC) No 216/2008 shall be recorded and retained
by the competent authority.

M.B.303 Aircraft continuing airworthiness monitoring

a) The competent authority shall develop a survey programme on a risk-based approach to monitor the airworthiness
status of the fleet of aircraft on its register.

b) The survey programme shall include sample product surveys of aircraft and shall cover all aspects of airworthiness
key risk elements.

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c) The product survey shall sample the airworthiness standards achieved, on the basis of the applicable requirements,
and identify any findings.

d) Any findings identified shall be categorised against the requirements of this Part and confirmed in writing to the
person or organisation accountable according to M.A.201. The competent authority shall have a process in place to
analyse findings for their safety significance.

e) The competent authority shall record all findings and closure actions.

f) If during aircraft surveys evidence is found showing non-compliance with this Part or with any other Part, the finding
shall be dealt with as prescribed by the relevant Part.

g) If so required to ensure appropriate enforcement action, the competent authority shall exchange information on
non-compliances identified in accordance with point (f) with other competent authorities.

AMC1 M.B.303(a) Aircraft continuing airworthiness monitoring (ACAM)

ACAM SURVEY PROGRAMME — SCOPE

1. The competent authority should establish a programme covering in-depth surveys and ramp surveys.

2. The competent authority’s survey programme should select aircraft and/or operators depending on the number and
complexity of aircraft on the national register, the diversity of aircraft types, local knowledge of the maintenance
environment and operating conditions, airworthiness standards and past surveillance experience.

3. The programme should prioritise the operator/fleet/aircraft/key risk elements which are causing the greatest
concern.

4. The survey programme should also include a certain percentage of unannounced ramp surveys.

5. The survey programme and changes thereto should be documented.

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AMC2 M.B.303(a) Aircraft continuing airworthiness monitoring (ACAM)
ACAM SURVEY PROGRAMME — CREDITING

1. Where the ACAM survey can be linked to the oversight of an approved organisation, then credit can be granted in
the monitoring process of that approved organisation.

2. The competent authority may take credit of aircraft airworthiness inspections qualifying for the ACAM programme
when these inspections are performed in accordance with the provisions of Regulation (EC) No 216/2008 and its
implementing rules.

GM M.B.303(a) Aircraft continuing airworthiness monitoring (ACAM) ED Decision 2016/011/R

COMBINED SURVEYS

In the interest of efficient use of competent authority resources, aircraft inspection procedures may be established
covering the combined scope of various aircraft survey tasks performed by a competent authority, such as but not
limited to:

− ACAM in-depth survey;

− airworthiness review;

− permit to fly physical inspection;

− Export Certificate of Airworthiness inspection;

− product survey in accordance with M.B.704(c);

− product audit in accordance with Part-145 or Part-M Subpart F;

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− review under supervision for airworthiness review staff authorisation, provided it covers the full scope of the
physical survey in accordance with M.A.710(c); and

− ramp inspections performed in accordance with ARO.OPS1 or ARO.RAMP2.

Depending on which type of survey is required, any actual survey performed may cover a subset of the combined
scope.

AMC1 M.B.303(b) Aircraft continuing airworthiness monitoring

SCOPE OF SURVEYS

1. The competent authority should undertake sample product surveys of aircraft on its register to verify that:

a) the condition of an aircraft as sampled is to a standard acceptable for the Certificate of

Airworthiness/Airworthiness Review Certificate to remain in force,

b) the operator/owner’s management of the airworthiness of the aircraft is effective,

c) the approvals and licenses granted to organisations and persons continue to be applied in a consistent manner to
achieve the required standards.

A physical inspection of the aircraft is necessary during each ACAM survey (ramp or indepth).

2. Sample product surveys of aircraft include:

a) in-depth surveys carried out during extensive maintenance that fully encompass selected aspects of an aircraft’s
airworthiness,

b) ramp surveys carried out during aircraft operations to monitor the apparent condition of an aircraft’s
airworthiness.

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3. When performing a ramp survey, the inspector(s) should make all possible efforts to avoid an unreasonable delay of
the aircraft inspected.

4. The further information on ‘KEY RISK ELEMENTS’ can be found in Appendix III to GM1 M.B.303(b).

AMC2 M.B.303(b) Aircraft continuing airworthiness monitoring

IN-DEPTH SURVEY

1. An ACAM in-depth survey is a sample inspection of the key risk elements (KREs) and should be performed during
scheduled/extensive maintenance. Appendix III to GM1 M.B.303(b) provides guidance on KREs that can be used for
planning and/or analysis of the inspections.

2. The survey should be a ‘deep cut’ through the elements or systems selected.

3. The record of an ACAM inspection should identify which KREs were inspected.

AMC3 M.B.303(b) Aircraft continuing airworthiness monitoring

KEY RISK ELEMENTS

1. The following KREs should be used for aircraft continuing airworthiness monitoring:

(a) Type design and changes to type design

(b) Airworthiness limitations

(c) Airworthiness Directives

(d) Aircraft documents

(e) Flight Manual

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(f) Mass & Balance

(g) Markings & placards

(h) Operational requirements

(i) Defect management

(j) Aircraft Maintenance Programme

(k) Component control

(l) Repairs

(m) Records

2. These KREs and their detailed components should be adapted to the complexity of the aircraft type being surveyed
by retaining only those items that are applicable and relevant for the particular aircraft type.

3. The further information regarding ‘KEY RISK ELEMENTS’ can be found in Appendix III to GM1 M.B.303(b).

GM M.B.303(b) Aircraft continuing airworthiness monitoring

KEY RISK ELEMENTS

The KREs define the scope of continuing airworthiness. The list of KREs is intended to provide the basis for planning and
control of the ACAM survey programme. It will ensure that the programme covers all aspects of continuing
airworthiness. While it is not required to cover all KREs during a given inspection, the ACAM survey programme needs to
ensure that there is no omission, i.e. certain KRE are never inspected.

The further information on ‘KEY RISK ELEMENTS’ can be found in Appendix III to GM1 M.B.303(b).

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AMC M.B.303(d) Aircraft continuing airworthiness monitoring (ACAM)
FINDINGS ANALYSIS

1. The process should analyse the findings, or combination thereof, in order to identify:

a) the root causes and their recurrence;

b) the potential impact on flight safety of the individual aircraft or aircraft fleet on the national register, including
hazard identification and risk mitigation; and

c) further necessary actions at the level of the organisation(s) or individual(s) interacting with the continuing
airworthiness of the aircraft or aircraft fleet.

2. The outcome of the analysis should be used for the further adjustment of the ACAM programme as well as for the
purpose of M.B.303(e), (f) and (g).

3. The purpose of this process is not to analyse individual findings, but to address systemic issues or issues that become
apparent at individual, corporate or aggregate level.

M.B.304 Revocation and suspension

The competent authority shall:

(a) suspend an airworthiness review certificate on reasonable grounds in the case of potential safety threat, or;

(b) suspend or revoke an airworthiness review certificate pursuant to M.B.903(1).

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SUBPART D MAINTENANCE STANDARDS
(to be developed as appropriate)

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SUBPART E COMPONENTS
(to be developed as appropriate)

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SUBPART F — MAINTENANCE ORGANISATION
M.B.601 Application
Where maintenance facilities are located in more than one Member State the investigation and continued oversight of
the approval shall be carried out in conjunction with the competent authorities designated by the Member States in
whose territory the other maintenance facilities are located.

M.B.602 Initial Approval

a) Provided the requirements of points M.A.606(a) and (b) are complied with, the competent authority shall formally
indicate its acceptance of the M.A.606(a) and (b) personnel to the applicant in writing.

b) The competent authority shall establish that the procedures specified in the maintenance organisation manual
comply with Subpart F of Section A of this Annex (Part-M) and ensure the accountable manager signs the
commitment statement.

c) The competent authority shall verify that the organisation is in compliance with the requirements laid down in
Subpart F of Section A of this Annex (Part-M).

d) A meeting with the accountable manager shall be convened at least once during the investigation for approval to
ensure that he/she fully understands the significance of the approval and the reason for signing the commitment of
the organisation to compliance with the procedures specified in the manual.

e) All findings shall be confirmed in writing to the applicant organisation.

f) The competent authority shall record all findings, closure actions (actions required to close a finding) and
recommendations.

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g) For initial approval all findings shall be corrected by the organisation and closed by the competent authority before
the approval can be issued.

AMC M.B.602(a) Initial approval

1. ‘Formally indicate in writing’ means that an EASA Form 4 (Appendix X to AMC M.B.602(a) and AMC M.B.702(a))
should be used for this activity. With the exception of the accountable manager, an EASA Form 4 should be
completed for each person nominated to hold a position required by M.A.606(b).

2. In the case of the accountable manager approval of the maintenance organisation manual containing the
accountable manager’s signed commitment statement constitutes formal acceptance.

AMC M.B.602(b) Initial approval

The competent authority should indicate approval of the maintenance organisation manual in writing.

AMC M.B.602(c) Initial approval

1. The competent authority should determine by whom, and how the audit shall be conducted. For example, it will be
necessary to determine whether one large team audit or a short series of small team audits or a long series of single
man audits are most appropriate for the particular situation.

2. The audit may be carried out on a product line type basis. For example, in the case of an organisation with Socata
TB20 and Piper PA28 ratings, the audit is concentrated on one type only for a full compliance check. Dependent
upon the result, the second type may only require a sample check that should at least cover the activities identified
as weak for the first type.

3. The competent authority auditing surveyor should always ensure that he/she is accompanied throughout the audit
by a senior technical member of the organisation. The reason for being accompanied is to ensure the organisation is
fully aware of any findings during the audit.
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4. The auditing surveyor should inform the senior technical member of the organisation at the end of the audit visit on
all findings made during the audit.

AMC M.B.602(e) Initial approval

1. Findings should be recorded on an audit report form with a provisional categorisation as a level 1 or 2. Subsequent
to the audit visit that identified the particular findings, the competent authority should review the provisional
finding levels, adjusting them if necessary and change the categorisation from ‘provisional’ to ‘confirmed’.

2. All findings should be confirmed in writing to the applicant organisation within 2 weeks of the audit visit.

3. There may be occasions when the competent authority finds situations in the applicant's organisation on which it is
unsure about compliance. In this case, the organisation should be informed about possible non-compliance at the
time and the fact that the situation will be reviewed within the competent authority before a decision is made. If the
review concludes that there is no finding then a verbal confirmation to the organisation will suffice.

AMC M.B.602(f) Initial approval

1. The audit report should be made on an EASA Form 6F (see appendix VI).

2. A quality review of the EASA Form 6F audit report should be carried out by a competent independent person
nominated by the competent authority. The review should take into account the relevant paragraphs of M.A.
Subpart F, the categorisation of finding levels and the closure action taken. Satisfactory review of the audit form
should be indicated by a signature on the EASA Form 6F.

AMC M.B.602(g) Initial approval

The audit reports should include the date each finding was cleared together with reference to the competent authority
report or letter that confirmed the clearance.

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M.B.603 Issue of approval
a) The competent authority shall issue to the applicant an EASA Form 3 approval certificate (Appendix V) which
includes the extent of approval, when the maintenance organisation is in compliance with the applicable points of
this Part.

b) The competent authority shall indicate the conditions attached to the approval on the EASA Form 3 approval
certificate.

c) The reference number shall be included on the EASA Form 3 approval certificate in a manner specified by the
Agency.

AMC M.B.603(a) Issue of approval

1. For approvals involving more than one competent authority, the approval should be granted in conjunction with the
competent authorities of the Member States in whose territories the other maintenance organisation facilities are
located. For practical reasons the initial approval should be granted on the basis of a joint audit visit by the
approving competent authority and competent authorities of the Member States in whose territories the other
maintenance organisation facilities are located. Audits related to the continuation of the approval should be
delegated to the competent authorities of the Member States in whose territories the other maintenance
organisation facilities are located. The resulting audit form and recommendation should then be submitted to the
approving competent authority.

2. The approval should be based upon the organisational capability relative to M.A. Subpart F compliance and not
limited by reference to individual EASA certificated products.

For example, if the organisation is capable of maintaining within the limitation of M.A. Subpart F the Cessna 100
series aircraft the approval schedule should state A2 Cessna 100 series and not Cessna 172RG which is a particular
designator for one of many Cessna 100 series.
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3. Special case for ELA1 aircraft:

In order to promote standardisation, for this category of aircraft the following approach is recommended:

− Possible ratings to be endorsed in EASA Form 3:

− ELA1 sailplanes;

− ELA1 powered sailplanes and ELA1 aeroplanes;

− ELA1 balloons;

− ELA1 airships.

− Before endorsing any of those ratings (for example, ELA1 sailplanes) in EASA Form 3, the competent authority
should audit that the organisation is capable of maintaining at least one aircraft type (for example, one type of
sailplanes within the ELA1 category), including the availability of the necessary facilities, equipment, tooling,
material, maintenance data, and certifying staff.

− It is acceptable that the detailed scope of work in the Maintenance Organisation Manual (MOM) contains the
same ratings endorsed in EASA Form 3 (for example, ELA1 sailplanes), without a need to further limit them.
However, the maintenance organisation will only be able to maintain a certain aircraft type when all the
necessary facilities, equipment, tooling, material, maintenance data, and certifying staff are available.

AMC M.B.603(c) Issue of approval

The numeric sequence of the approval reference should be unique to the particular approved maintenance
organisation.

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M.B.604 Continuing oversight
a) The competent authority shall keep and update a program listing, for each maintenance organisation approved
in accordance with Subpart F of Section B of this Annex (Part-M) under its supervision, the dates when audit visits
are due and when such visits were carried out.

b) Each organisation shall be completely audited at periods not exceeding 24 months.

c) All findings shall be confirmed in writing to the applicant organisation.

d) The competent authority shall record all findings, closure actions (actions required to close a finding) and
recommendations.

e) A meeting with the accountable manager shall be convened at least once every 24 months to ensure he/she
remains informed of significant issues arising during audits.

AMC M.B.604(b) Continuing oversight

1. Where the competent authority has decided that a series of audit visits are necessary to arrive at a complete audit of
an approved maintenance organisation, the program should indicate which aspects of the approval will be covered
on each visit.

2. It is recommended that part of an audit concentrates on the organisations internal self monitoring reports produced
by the organisational review to determine if the organisation is identifying and correcting its problems.

3. At the successful conclusion of the audit(s) including verification of the manual, an audit report form should be
completed by the auditing surveyor including all recorded findings, closure actions and recommendation. An EASA
Form 6F should be used for this activity.

4. Credit may be claimed by the competent authority surveyor(s) for specific item audits completed during the
preceding 23-month period subject to four conditions:
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a) the specific item audit should be the same as that required by M.A. Subpart F latest amendment, and

b) there should be satisfactory evidence on record that such specific item audits were carried out and that all
corrective actions have been taken, and

c) the competent authority surveyor(s) should be satisfied that there is no reason to believe standards have
deteriorated in respect of those specific item audits being granted a back credit;

d) the specific item audit being granted a back credit should be audited not later than 24 months after the last audit
of the item.

5. When performing the oversight of organisations that hold both M.A. Subpart F and M.A. Subpart G approvals, the
competent authority should arrange the audits to cover both approvals avoiding duplicated visit of a particular area.

M.B.605 Findings
a) When during audits or by other means evidence is found showing non-compliance to a requirement laid down in
this Annex (Part-M), the competent authority shall take the following actions:

1. For level 1 findings, immediate action shall be taken by the competent authority to revoke, limit or suspend in
whole or in part, depending upon the extent of the level 1 finding, the maintenance organisation approval, until
successful corrective action has been taken by the organisation.

2. For level 2 findings, the competent authority shall grant a corrective action period appropriate to the nature of
the finding that shall not be more than three months. In certain circumstances, at the end of this first period and
subject to the nature of the finding, the competent authority can extend the three month period subject to a
satisfactory corrective action plan.

b) Action shall be taken by the competent authority to suspend in whole or part the approval in case of failure to
comply within the timescale granted by the competent authority.
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AMC M.B.605(a)(1) Findings
For a level 1 finding it may be necessary for the competent authority to ensure that further maintenance and re-
certification of all affected products is accomplished, dependent upon the nature of the finding.

M.B.606 Changes
a) The competent authority shall comply with the applicable elements of the initial approval for any change to the
organisation notified in accordance with point M.A.617.

b) The competent authority may prescribe the conditions under which the approved maintenance organisation may
operate during such changes, unless it determines that the approval should be suspended due to the nature or the
extent of the changes.

c) For any change to the maintenance organisation manual:

1. In the case of direct approval of changes in accordance with point M.A.604(b), the competent authority shall
verify that the procedures specified in the manual are in compliance with this Annex (Part-M) before formally
notifying the approved organisation of the approval.

2. In the case an indirect approval procedure is used for the approval of the changes in accordance with point
M.A.604(c), the competent authority shall ensure (i) that the changes remain minor and (ii) that it has an adequate
control over the approval of the changes to ensure they remain in compliance with the requirements of this
Annex (Part-M).

AMC M.B.606 Changes

1. Changes in nominated persons.

The competent authority should have adequate control over any changes to personnel specified in M.A.606(a) and
(b). Such changes will require an amendment to the manual.
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2. It is recommended that a simple manual status sheet is maintained which contains information on when an
amendment was received by the competent authority and when it was approved.

3. The competent authority should define the minor amendments to the manual which may be incorporated through
indirect approval. In this case a procedure should be stated in the amendment section of the maintenance
organisation manual.

Changes notified in accordance with M.A.617 are not considered minor.

For all cases other than minor, the applicable part(s) of the EASA Form 6F should be used for the change.

4. The approved maintenance organisation should submit each manual amendment to the competent authority
whether it be an amendment for competent authority approval or an indirectly approved amendment. Where the
amendment requires competent authority approval, the competent authority when satisfied, should indicate its
approval in writing. Where the amendment has been submitted under the indirect approval procedure the
competent authority should acknowledge receipt in writing.

M.B.607 Revocation, suspension and limitation of an approval Regulation (EU) No 1321/2014

The competent authority shall:

(a) suspend an approval on reasonable grounds in the case of potential safety threat, or;

(b) suspend, revoke or limit an approval pursuant to point M.B.605.

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SUBPART G — CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION
M.B.701 Application
a) For licenced air carriers in accordance with Regulation (EC) No 1008/2008 the competent authority shall receive for
approval with the initial application for the air operator's certificate and where applicable any variation applied for
and for each aircraft type to be operated:

1. the continuing airworthiness management exposition;

2. the operator's aircraft maintenance programmes;

3. the aircraft technical log;

4. where appropriate the technical specification of the maintenance contracts between the CAMO and Part-145
approved maintenance organisation.

b) Where facilities are located in more than one Member State the investigation and continued oversight of the
approval shall be carried out in conjunction with the competent authorities designated by the Member States in
whose territory the other facilities are located.

AMC M.B.701(a) Application

1. The documents listed in M.B.701(a) points (1), (2) and (3) may require approval. Draft documents should be
submitted at the earliest opportunity so that assessment of the application can begin. Grant or change cannot be
effected until the competent authority has received the completed documents. This information is required to
enable the competent authority to conduct its assessment in order to determine the volume of oversight work
necessary and the locations at which it will be accomplished.

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2. If considered appropriate for the assessment, the competent authority may request that at the time of initial
application or change of the approval schedule the CAMO applicant provides a copy of the technical specifications of
the contracts with Part-145 organisations to demonstrate that arrangements are in place for all base and scheduled
line maintenance for an appropriate period of time.

M.B.702 Initial approval

a) Provided the requirements of points M.A.706(a), (c), (d) and M.A.707 are complied with, the competent authority
shall formally indicate its acceptance of the M.A.706(a), (c), (d) and M.A.707 personnel to the applicant in writing.

b) The competent authority shall establish that the procedures specified in the continuing airworthiness management
exposition comply with Section A, Subpart G of this Annex (Part-M) and ensure the accountable manager signs the
commitment statement.

c) The competent authority shall verify the organisation's compliance with requirements laid down in Section A,
Subpart G of this Annex (Part-M).

d) A meeting with the accountable manager shall be convened at least once during the investigation for approval to
ensure that he/she fully understands the significance of the approval and the reason for signing the exposition
commitment of the organisation to compliance with the procedures specified in the continuing airworthiness
management exposition.

e) All findings shall be confirmed in writing to the applicant organisation.

f) The competent authority shall record all findings, closure actions (actions required to close a finding) and
recommendations.

g) For initial approval all findings shall be corrected by the organisation and closed by the competent authority before
the approval can be issued.

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AMC M.B.702(a) Initial approval
1. ‘Formally indicate in writing’ means that an EASA Form 4 (Appendix X to AMC M.B.602(a) and AMC M.B.702(a))
should be used for this activity. With the exception of the accountable manager, an EASA Form 4 should be
completed for each person nominated to hold a position required by M.A.706(c), (d) and M.A.707.

2. In the case of the accountable manager, approval of the continuing airworthiness management exposition
containing the accountable manager’s signed commitment statement constitutes formal acceptance, once the
authority has held a meeting with the accountable manager and is satisfied with its results.

AMC M.B.702(b) Initial approval

1. The competent authority should indicate approval of the continuing airworthiness management exposition in
writing.

2. Contracts for sub-contracting continuing airworthiness management tasks by CAMOs should be included in the
continuing airworthiness organisation exposition. The competent authorities should verify that the standards set
forth in AMC M.A.711(a)(3) have been met when approving the exposition.

3. The competent authority while investigating the acceptability of the proposed subcontracted continuing
airworthiness management tasks arrangements will take into account, in the subcontracted organisation, all other
such contracts that are in place irrespective of state of registry in terms of sufficiency of resources, expertise,
management structure, facilities and liaison between the CAMO, the subcontracted organisation and, where
applicable, the contracted maintenance organisation(s).

AMC M.B.702(c) Initial approval

1. The competent authority should determine by whom, and how the audit shall be conducted. For example, it will be
necessary to determine whether one large team audit or a short series of small team audits or a long series of single
man audits are most appropriate for the particular situation.
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2. The audit may be carried out on a product line type basis. For example, in the case of an organisation with Airbus
A320 and Airbus A310 ratings, the audit is concentrated on one type only for a full compliance check. Dependent
upon the result, the second type may only require a sample check that should at least cover the activities identified
as weak for the first type.

3. When determining the scope of the audit and which activities of the organisation will be assessed during the audit,
the privileges of the approved organisation should be taken into account, e.g. approval to carry out airworthiness
reviews.

4. The competent authority auditing surveyor should always ensure that he/she is accompanied throughout the audit
by a senior technical member of the organisation. Normally this is the quality manager. The reason for being
accompanied is to ensure the organisation is fully aware of any findings during the audit.

5. The auditing surveyor should inform the senior technical member of the organisation at the end of the audit visit on
all findings made during the audit.

AMC M.B.702(e) Initial approval

1. Findings should be recorded on an audit report form with a provisional categorisation as a level 1 or 2. Subsequent
to the audit visit that identified the particular findings, the competent authority should review the provisional
finding levels, adjusting them if necessary and change the categorisation from ‘provisional’ to ‘confirmed’.

2. All findings should be confirmed in writing to the applicant organisation within 2 weeks of the audit visit.

3. There may be occasions when the competent authority finds situations in the applicant's organisation on which it is
unsure about compliance. In this case, the organisation should be informed about possible non-compliance at the
time and the fact that the situation will be reviewed within the competent authority before a decision is made. If the
review concludes that there is no finding then a verbal confirmation to the organisation will suffice.

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AMC M.B.702(f) Initial approval
1. The audit report form should be the EASA Form 13 (Appendix VII).

2. A quality review of the EASA Form 13 audit report should be carried out by a competent independent person
nominated by the competent authority. The review should take into account the relevant paragraphs of M.A.
Subpart G, the categorisation of finding levels and the closure action taken. Satisfactory review of the audit form
should be indicated by a signature on the EASA Form 13.

AMC M.B.702(g) Initial approval

The audit reports should include the date each finding was cleared together with reference to the competent authority
report or letter that confirmed the clearance.

M.B.703 Issue of approval

a) The competent authority shall issue to the applicant an EASA Form 14 approval certificate (Appendix VI) which
includes the extent of approval, when the continuing airworthiness management organisation is in compliance with
Section A, Subpart G of this Annex (Part-M).

b) The competent authority shall indicate the validity of the approval on the EASA Form 14 approval certificate.

c) The reference number shall be included on the Form 14 approval certificate in a manner specified by the Agency.

d) In the case of licenced air carriers in accordance with Regulation (EC) No 1008/2008, the information contained on an
EASA Form 14 will be included on the air operator's certificate.

AMC M.B.703 Issue of approval

The table shown for the Approval Schedule in EASA Form 14 includes a field designated as ‘Aircraft type/series/group’

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The intention is to give maximum flexibility to the competent authority to customise the approval to a particular
organisation.

Possible alternatives to be included in this field are the following:

− A specific type designation that is part of a type certificate, such as Airbus 340-211 or Cessna 172R.

− A type rating (or series) as listed in Part-66 Appendix I to AMC, which may be further subdivided, such as Boeing 737-
600/700/800, Boeing 737-600, Cessna 172 Series.

− An aircraft group such as, for example, ‘all sailplanes and powered sailplanes’ or ‘Cessna single piston engined
aircraft’ or ‘Group 3 aircraft’ (as defined in 66.A.5) or ‘aircraft below 2 730 kg MTOM’.

Reference to the engine type installed in the aircraft may or may not be included, as necessary.

It is important to note that the scope of work defined in EASA Form 14 is further limited to the one defined in the
Continuing Airworthiness Management Exposition (CAME). It is this scope of work in the CAME which ultimately defines
the approval of the organisation. As a consequence, it is possible for a competent authority to endorse in EASA Form 14,
for example, a scope of work for Group 3 aircraft while the detailed scope of work defined in the CAME does not include
all Group 3 aircraft.

Nevertheless, in all cases, the competent authority should be satisfied that the organisation has the capability to
manage the types/groups/series endorsed in the EASA Form 14.

Since the activities linked to continuing airworthiness management are mainly process-oriented rather than
facility/tooling-oriented, changes to the detailed scope of work defined in the CAME (either directly or through a
capability list), within the limits already included in EASA Form 14, may be considered as not affecting the approval and
not subject to M.A.713. As a consequence, for these changes the competent authority may allow the use by the CAMO
of the indirect approval procedure defined in M.A.704(c).

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In the example mentioned above, before endorsing the Group 3 in EASA Form 14 for the first time, the competent
authority should make sure that the organisation is capable of managing this category of aircraft as a whole. In
particular, the competent authority should ensure that Baseline/Generic Maintenance Programmes (see M.A.709) or
individual maintenance programmes (for contracted customers) are available for all the aircraft which are intended to
be initially included in the scope of work detailed in the CAME. Later on, if changes need to be introduced in the
detailed scope of work detailed in the CAME to include new aircraft types (within Group 3), this may be done by the
CAMO through the use of the indirect approval procedure.

Since, as mentioned above, the competent authority should make sure that the organisation is capable of managing the
requested category as a whole, it is not reasonable to grant a full Group 3 approval based on an intended scope of work
which is limited to, for example, a Cessna 172 aircraft. However, it may be reasonable to grant such full Group 3
approval, after showing appropriate capability, for an intended scope of work covering several aircraft types or series of
different complexity and which are representative of the full Group 3.

Special case for ELA1 aircraft:

In order to promote standardisation, for this category of aircraft the following approach is recommended: — Possible
ratings to be endorsed in EASA Form 14:

− ELA1 sailplanes;

− ELA1 powered sailplanes and ELA1 aeroplanes;

− ELA1 balloons;

− ELA1 airships.

− Before endorsing any of those ratings (for example, ELA1 sailplanes) in EASA Form 14, the competent authority
should audit that the organisation is capable of managing at least one aircraft type (for example, one type of
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sailplanes within the ELA1 category), including the availability of the necessary facilities, data, maintenance
programmes, and staff.

− It is acceptable that the detailed scope of work in the CAME contains the same ratings endorsed in EASA Form 14 (for
example, ELA1 sailplanes), without a need to further limit them. However, the CAMO will only be able to manage a
certain aircraft type when all the necessary facilities, data, maintenance programmes and staff are available.

AMC M.B.703(a) Issue of approval

For approvals involving more than one competent authority, the approval should be granted in conjunction with the
competent authority of the Member States in whose territories the other continuing airworthiness management
organisation facilities are located. For practical reasons the initial approval should be granted on the basis of a joint
audit visit by the approving competent authority and competent authority of the Member States in whose territories
the other continuing airworthiness management organisation facilities are located. Audits related to the renewal of the
approval should be delegated to the competent authority of the Member States in whose territories the other
continuing airworthiness management organisation facilities are located. The resulting audit form and
recommendation should then be submitted to the approving competent authority.

AMC M.B.703(c) Issue of approval

The numeric sequence should be unique to the particular CAMO.

M.B.704 Continuing oversight

a) The competent authority shall keep and update a program listing, for each continuing airworthiness organisation
approved under Section A, Subpart G of this Annex (Part-M) under its supervision, the dates when audit visits are due
and when such visits were carried out.

b) Each organisation shall be completely audited at periods not exceeding 24 months.

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c) A relevant sample of the aircraft managed by the organisation approved under Section B, Subpart G of this Annex
(Part-M) shall be surveyed in every 24 month period. The size of the sample will be decided by the competent
authority based on the result of prior audits and earlier product surveys.

d) All findings shall be confirmed in writing to the applicant organisation.

e) The competent authority shall record all findings, closure actions (actions required to close a finding) and
recommendations.

f) A meeting with the accountable manager shall be convened at least once every 24 months to ensure he/she remains
informed of significant issues arising during audits.

AMC M.B.704(b) Continuing oversight

1. Where the competent authority has decided that a series of audit visits are necessary to arrive at a complete audit of
an approved continuing airworthiness management organisation, the program should indicate which aspects of the
approval will be covered on each visit.

2. It is recommended that part of an audit concentrates on two ongoing aspects of the M.A. Subpart G approval,
namely the organisations internal self monitoring quality reports produced by the quality monitoring personnel to
determine if the organisation is identifying and correcting its problems and secondly the number of concessions
granted by the quality manager.

3. At the successful conclusion of the audit(s) including verification of the exposition, an audit report form should be
completed by the auditing surveyor including all recorded findings, closure actions and recommendation. An EASA
Form 13 should be used for this activity.

4. Credit may be claimed by the competent authority surveyor(s) for specific item audits completed during the
preceding 23 month period subject to four conditions:

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a) the specific item audit should be the same as that required by M.A. Subpart G latest amendment, and

b) there should be satisfactory evidence on record that such specific item audits were carried out and that all
corrective actions have been taken, and

c) the competent authority surveyor(s) should be satisfied that there is no reason to believe standards have
deteriorated in respect of those specific item audits being granted a back credit;

d) the specific item audit being granted a back credit should be audited not later than 24 months after the last audit
of the item.

5. When a CAMO sub-contracts continuing airworthiness management tasks all sub-contracted organisations should
also be audited by the competent authority at periods not exceeding 24 months (credits per paragraph 4 above are
permitted) to ensure they fully comply with M.A. Subpart G. For these audits, the competent authority auditing
surveyor should always ensure that he/she is accompanied throughout the audit by a senior technical member of
the CAMO. All findings should be sent to and corrected by the CAMO.

6. When performing the oversight of organisations that hold both M.A. Subpart F and M.A. Subpart G approvals, the
competent authority should arrange the audits to cover both approvals avoiding duplicated visit of a particular area.

M.B.705 Findings
a) When during audits or by other means evidence is found showing non-compliance to a requirement laid down in
this Annex (Part-M), the competent authority shall take the following actions:

1. For level 1 findings, immediate action shall be taken by the competent authority to revoke, limit or suspend in
whole or in part, depending upon the extent of the level 1 finding, the continuing airworthiness management
organisation approval, until successful corrective action has been taken by the organisation.

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2. For level 2 findings, the competent authority shall grant a corrective action period appropriate to the nature of
the finding that shall not be more than three months. In certain circumstances, at the end of this first period, and
subject to the nature of the finding the competent authority can extend the three month period subject to a
satisfactory corrective action plan.

b) Action shall be taken by the competent authority to suspend in whole or part the approval in case of failure to
comply within the timescale granted by the competent authority.

AMC M.B.705(a)(1) Findings

For a level 1 finding the competent authority should inform the owner/operator and the competent authority of any
potentially affected aircraft in order that corrective action can be taken to ensure possible unsafe conditions on these
aircraft are corrected before further flight.

Furthermore, a level 1 finding could lead to a non-compliance to be found on an aircraft as specified in M.B.303(f).

M.B.706 Changes
a) The competent authority shall comply with the applicable elements of the initial approval for any change to the
organisation notified in accordance with point M.A.713.

b) The competent authority may prescribe the conditions under which the approved continuing airworthiness
management organisation may operate during such changes unless it determines that the approval should be
suspended due to the nature or the extent of the changes.

c) For any change to the continuing airworthiness management exposition:

1. In the case of direct approval of changes in accordance with point M.A.704(b), the competent authority shall
verify that the procedures specified in the exposition are in compliance with this Annex (Part-M) before formally
notifying the approved organisation of the approval.
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2. In the case an indirect approval procedure is used for the approval of the changes in accordance with point
M.A.704(c), the competent authority shall ensure (i) that the changes remain minor and (ii) that it has an adequate
control over the approval of the changes to ensure they remain in compliance with the requirements of this
Annex (PartM).

AMC M.B.706 Changes

1. Changes in nominated persons. The competent authority should have adequate control over any changes to the
personnel specified in M.A.706(a), (c), (d) and (i). Such changes will require an amendment to the exposition.

2. It is recommended that a simple exposition status sheet is maintained which contains information on when an
amendment was received by the competent authority and when it was approved.

3. The competent authority should define the minor amendments to the exposition which may be incorporated
through indirect approval. In this case a procedure should be stated in the amendment section of the approved
continuing airworthiness management exposition.

4. Changes notified in accordance with M.A.713 are not considered minor. For all cases other than minor, the applicable
part(s) of the EASA Form 13 should be used for the change.

5. The CAMO should submit each exposition amendment to the competent authority whether it be an amendment for
competent authority approval or an indirectly approved amendment. Where the amendment requires competent
authority approval, the competent authority when satisfied, should indicate its approval in writing. Where the
amendment has been submitted under the indirect approval procedure the competent authority should
acknowledge receipt in writing.

M.B.707 Revocation, suspension and limitation of an approval

The competent authority shall:

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a) suspend an approval on reasonable grounds in the case of potential safety threat, or;

b) suspend, revoke or limit an approval pursuant to point M.B.705.

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SUBPART H CERTIFICATE OF RELEASE TO SERVICE — CRS
(to be developed as appropriate)

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SUBPART I — AIRWORTHINESS REVIEW CERTIFICATE
M.B.901 Assessment of recommendations
Upon receipt of an application and associated airworthiness review certificate recommendation in accordance with
point M.A.901:

1. Appropriate qualified personnel from the competent authority shall verify that the compliance statement contained
in the recommendation demonstrates that a complete M.A.710 airworthiness review has been carried out.

2. The competent authority shall investigate and may request further information to support the assessment of the
recommendation.

AMC M.B.901 Assessment of recommendations

1. The result of the verification and the investigation of a recommendation should be sent to the applicant within 30
days. If corrective action has been requested before the issuance of an airworthiness review certificate, the
competent authority may decide a further period for the assessment of the requested corrective action.

2. The verification of the compliance statement required by M.B.901 does not mean repeating the airworthiness review
itself. However the competent authority should verify that the CAMO has carried out a complete and accurate
assessment of the airworthiness of the aircraft.

3. Depending on the content of the recommendation, the history of the particular aircraft, and the knowledge of the
CAMO or M.A.901(g) certifying staff making the recommendation in terms of experience, number and correction of
findings and previous recommendations the extent of the investigation will vary. Therefore, whenever possible the
person carrying out the investigation should be involved in the oversight of the CAMO making the recommendation.

4. In some cases, the inspector may decide that it is necessary to organise: — a physical survey of the aircraft, or; — a
full or partial airworthiness review.
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In this case, the inspector should inform the CAMO or M.A.901(g) certifying staff making the recommendation with
sufficient notice so that it may organise itself according to M.A.901(j).

Furthermore, this part of the investigation should be carried out by appropriate airworthiness review staff in
accordance with M.B.902(b).

5. Only when satisfied the aircraft is airworthy, should the inspector issue an airworthiness review certificate.

M.B.902 Airworthiness review by the competent authority

a) When the competent authority carries out the airworthiness review and issues the airworthiness review certificate
EASA Form 15a (Appendix III), the competent authority shall carry out an airworthiness review in accordance with
point M.A.710.

b) The competent authority shall have appropriate airworthiness review staff to carry out the airworthiness reviews.

1. For all aircraft used by licenced air carriers in accordance with Regulation (EC) No 1008/2008, and aircraft above
2730 kg MTOM, except balloons, these staff shall have acquired:

a. at least 5 years' experience in continuing airworthiness, and;

b. an appropriate licence in compliance with Annex III (Part-66) or a nationally recognised maintenance
personnel qualification appropriate to the aircraft category (when Article 5(6) refers to national rules) or an
aeronautical degree or equivalent, and;

c. formal aeronautical maintenance training, and;

d. a position with appropriate responsibilities.

Notwithstanding points (a) to (d), the requirement laid down in point M.B.902(b)1b may be replaced by 5 years
of experience in continuing airworthiness additional to those already required by point M.B.902(b)1a.
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2. For aircraft not used by licenced air carriers in accordance with Regulation (EC) No 1008/2008 of 2730 kg MTOM
and below, and balloons, these staff shall have acquired:

a. at least 3 years' experience in continuing airworthiness, and;

b. an appropriate licence in compliance with Annex III (Part-66) or a nationally recognised maintenance
personnel qualification appropriate to the aircraft category (when Article 5(6) refers to national rules) or an
aeronautical degree or equivalent, and;

c. appropriate aeronautical maintenance training, and;

d. a position with appropriate responsibilities.

Notwithstanding points (a) to (d), the requirement shown in point M.B.902(b)2b may be replaced by 4 years of
experience in continuing airworthiness additional to those already required by point M.B.902(b)2a.

c) The competent authority shall maintain a record of all airworthiness review staff, which shall include details of any
appropriate qualification held together with a summary of relevant continuing airworthiness management
experience and training.

d) The competent authority shall have access to the applicable data as specified in points M.A.305, M.A.306 and M.A.401
in the performance of the airworthiness review.

e) The staff that carries out the airworthiness review shall issue a Form 15a after satisfactory completion of the
airworthiness review.

AMC M.B.902(b) Airworthiness review by the competent authority

1. A person qualified in accordance with AMC M.B.102(c) subparagraph 1.5 should be considered as holding the
equivalent to an aeronautical degree.

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2. ‘experience in continuing airworthiness’ means any appropriate combination of experience in tasks related to aircraft
maintenance and/or continuing airworthiness management (engineering) and/or surveillance of such tasks.

3. An appropriate licence in compliance with Annex III (Part-66) is a category B or C licence in the subcategory of the
aircraft reviewed. It is not necessary to satisfy the recent experience requirements of Part 66 at the time of the review
or to hold the type rating on the particular aircraft.

4. To hold a position with appropriate responsibilities means the airworthiness review staff should have a position
within the competent authority that authorises that person to sign on behalf that competent authority.

5. A person in the competent authority carrying out airworthiness reviews or airworthiness certificate renewal
inspections in a Member State, prior to the date of entry into force of PartM should be considered as complying with
M.B.902(b).

AMC M.B.902(b)(1) Airworthiness review by the competent authority

For all aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008 and for any other aircraft,
other than balloons, above 2 730 kg MTOM, formal aeronautical maintenance training means training (internal or
external) supported by evidence on the following subjects:

− Relevant parts of continuing airworthiness regulations.

− Relevant parts of operational requirements and procedures, if applicable.

− Knowledge of the internal procedures for continuing airworthiness.

− Knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course. These courses
should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation.

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‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within the
scope of approval.

AMC M.B.902(b)(2) Airworthiness review by the competent authority

For all balloons and any other aircraft of 2 730 kg MTOM and below, not used by air carriers licensed in accordance with
Regulation (EC) No 1008/2008, appropriate aeronautical maintenance training means demonstrated knowledge of the
following subjects:

− Relevant parts of continuing airworthiness regulations.

− Relevant parts of operational requirements and procedures, if applicable.

− Knowledge of the internal procedures for continuing airworthiness.

− Knowledge of a relevant sample of the type(s) of aircraft gained through training and/or work experience. Such
knowledge should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation.

‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within the
scope of approval.

This knowledge may be demonstrated by documented evidence or by an assessment performed by the competent
authority. This assessment should be recorded.

AMC M.B.902(c) Airworthiness review by the competent authority

The minimum content of the airworthiness review staff record should be:

− Name,

− Date of Birth,
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− Basic Education,

− Experience,

− Aeronautical Degree and/or Part-66-qualification,

− Initial Training received,

− Type Training received,

− Continuation Training received,

− Experience in continuing airworthiness and within the organisation,

− Responsibilities of current job.

M.B.903 Findings
If during aircraft surveys or by other means evidence is found showing non-compliance to a Part-M requirement, the
competent authority shall take the following actions:

1. for level 1 findings, the competent authority shall require appropriate corrective action to be taken before further
flight and immediate action shall be taken by the competent authority to revoke or suspend the airworthiness
review certificate.

2. for level 2 findings, the corrective action required by the competent authority shall be appropriate to the nature of
the finding.

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APPENDICES TO ANNEX I (PART-M)
Appendix I — Continuing airworthiness management contract
1. When an owner/operator contracts in accordance with M.A.201 a continuing airworthiness organisation approved
pursuant Part-M Subpart G (CAMO) to carry out continuing airworthiness management tasks, upon request by the
competent authority a copy of the contract shall be sent by the owner/operator to the competent authority of the
Member State of registry once it has been signed by both parties.

2. The contract shall be developed taking into account the requirements of Part-M and shall define the obligations of
the signatories in relation to continuing airworthiness of the aircraft.

3. It shall contain as a minimum the: — aircraft registration, — aircraft type, — aircraft serial number, — aircraft owner
or registered lessee's name or company details including the address, — CAMO details including the address. — type
of operation

4. It shall state the following:

“The owner/operator entrusts to the CAMO the management of the continuing airworthiness of the aircraft, the
development of a maintenance programme that shall be approved by the competent authority as detailed in M.1
and the organisation of the maintenance of the aircraft according to said maintenance programme.

According to the present contract, both signatories undertake to follow the respective obligations of this contract.

The owner/operator declares, to the best of its belief that all the information given to the CAMO concerning the
continuing airworthiness of the aircraft is and will be accurate and that the aircraft will not be altered without prior
approval of the CAMO

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In case of any non-conformity with this contract, by either of the signatories, it will become null. In such a case, the
owner/operator will retain full responsibility for every task linked to the continuing airworthiness of the aircraft and
the owner will undertake to inform the competent authorities of the Member State of registry within two full weeks.”

5. When an owner/operator contracts a CAMO in accordance with M.A.201 the obligations of each party shall be shared
as follows:

5.1. Obligations of the CAMO:

1. have the aircraft type in the scope of its approval;

2. respect the conditions to maintain the continuing airworthiness of the aircraft listed below:

a) develop a maintenance programme for the aircraft, including any reliability programme developed, if
applicable;

b) declare the maintenance tasks (in the maintenance programme) that may be carried out by the pilot-owner in
accordance with point M.A.803(c);

c) organise the approval of the aircraft's maintenance programme;

d) once it has been approved, give a copy of the aircraft's maintenance programme to the owner/operator;

e) organise a bridging inspection with the aircraft's prior maintenance programme;

f) organise for all maintenance to be carried out by an approved maintenance organisation;

g) organise for all applicable airworthiness directives to be applied;

h) organise for all defects discovered during scheduled maintenance, airworthiness reviews or reported by the
owner to be corrected by an approved maintenance organisation coordinate scheduled maintenance, the

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application of airworthiness directives, the replacement of life limited parts, and component inspection
requirements;

i) inform the owner each time the aircraft shall be brought to an approved maintenance organisation;

j) manage all technical records;

k) archive all technical records;

3. organise the approval of any modification to the aircraft in accordance with Annex I (Part21) to Regulation (EU) No
748/2012 before it is embodied;

4. organise the approval of any repair to the aircraft in accordance with the Annex I (Part21) to Regulation (EU) No
748/2012 before it is carried out;

5. inform the competent authority of the Member State of registry whenever the aircraft is not presented to the
approved maintenance organisation by the owner as requested by the approved organisation;

6. inform the competent authority of the Member State of registry whenever the present contract has not been
respected;

7. ensure that the airworthiness review of the aircraft is carried out when necessary and ensure that the airworthiness
review certificate is issued or a recommendation is sent to the competent authority of the Member State of registry;

8. send within 10 days a copy of any airworthiness review certificate issued or extended to the competent authority of
the Member State of registry;

9. carry out all occurrence reporting mandated by applicable regulations;

l) 10. inform the competent authority of the Member State of registry whenever the present contract is
denounced by either party.
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5.2. Obligations of the owner/operator:

1. have a general understanding of the approved maintenance programme;

2. have a general understanding of this Annex (Part-M);

3. present the aircraft to the approved maintenance organisation agreed with the CAMO at the due time designated
by the CAMO's request;

4. not modify the aircraft without first consulting the CAMO;

5. inform the CAMO of all maintenance exceptionally carried out without the knowledge and control of the CAMO;

6. report to the CAMO through the logbook all defects found during operations;

7. inform the competent authority of the Member State of registry whenever the present contract is denounced by
either party;

8. inform the CAMO and competent authority of the Member State of registry whenever the aircraft is sold;

9. carry out all occurrence reporting mandated by applicable regulations;

10. inform on a regular basis the CAMO about the aircraft flying hours and any other utilisation data, as agreed with
the CAMO;

11. enter the certificate of release to service in the logbooks as mentioned in point M.A.803(d) when performing pilot-
owner maintenance without exceeding the limits of the maintenance tasks list as declared in the approved
maintenance programme as laid down in point M.A.803(c);

12. inform the CAMO not later than 30 days after completion of any pilot-owner maintenance task in accordance with
point M.A.305(a).

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GM to Appendix I — Continuing airworthiness management contract ED Decision 2016/011/R
An operator should establish adequate coordination between flight operations and the CAMO to ensure that both will
receive all the necessary information on the condition of the aircraft to enable them perform their tasks.

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Appendix II — Authorised Release Certificate — EASA Form 1 Regulation (EU) 2015/1088
These instructions relate only to the use of the EASA Form 1 for maintenance purposes. Attention is drawn to Appendix I
to Annex I (Part-21) of Regulation (EU) No 748/2012 which covers the use of the EASA Form 1 for production purposes.

1. PURPOSE AND USE

1.1. The primary purpose of the Certificate is to declare the airworthiness of maintenance work undertaken on products,
parts and appliances (hereafter referred to as ‘item(s)’).

1.2. Correlation must be established between the Certificate and the item(s). The originator must retain a Certificate in a
form that allows verification of the original data.

1.3. The Certificate is acceptable to many airworthiness authorities, but may be dependent on the existence of bilateral
agreements and/or the policy of the airworthiness authority. The ‘approved design data’ mentioned in this
Certificate then means approved by the airworthiness authority of the importing country.

1.4. The Certificate is not a delivery or shipping note.

1.5. Aircraft are not to be released using the Certificate.

1.6. The Certificate does not constitute approval to install the item on a particular aircraft, engine, or propeller but helps
the end user determine its airworthiness approval status.

1.7. A mixture of production released and maintenance released items is not permitted on the same Certificate.

2. GENERAL FORMAT

2.1. The Certificate must comply with the format attached including block numbers and the location of each block. The
size of each block may however be varied to suit the individual application, but not to the extent that would make
the Certificate unrecognisable.
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2.2. The Certificate must be in ‘landscape’ format but the overall size may be significantly increased or decreased so long
as the Certificate remains recognisable and legible. If in doubt consult the Competent Authority.

2.3. The User/Installer responsibility statement can be placed on either side of the form.

2.4. All printing must be clear and legible to permit easy reading.

2.5. The Certificate may either be pre-printed or computer generated but in either case the printing of lines and
characters must be clear and legible and in accordance with the defined format.

2.6. The Certificate should be in English, and if appropriate, in one or more other languages.

2.7. The details to be entered on the Certificate may be either machine/computer printed or handwritten using block
letters and must permit easy reading.

2.8. Limit the use of abbreviations to a minimum, to aid clarity.

2.9. The space remaining on the reverse side of the Certificate may be used by the originator for any additional
information but must not include any certification statement. Any use of the reverse side of the Certificate must be
referenced in the appropriate block on the front side of the Certificate

3. COPIES

3.1. There is no restriction in the number of copies of the Certificate sent to the customer or retained by the originator.

4. ERROR(S) ON A CERTIFICATE

4.1. If an end-user finds an error(s) on a Certificate, he must identify it/them in writing to the originator. The originator
may issue a new Certificate only if the error(s) can be verified and corrected.

4.2. The new Certificate must have a new tracking number, signature and date.

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4.3. The request for a new Certificate may be honoured without re-verification of the item(s) condition. The new
Certificate is not a statement of current condition and should refer to the previous Certificate in block 12 by the
following statement; ‘This Certificate corrects the error(s) in block(s) [enter block(s) corrected] of the Certificate
[enter original tracking number] dated [enter original issuance date] and does not cover
conformity/condition/release to service’. Both Certificates should be retained according to the retention period
associated with the first.

5. COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR

Block 1 Approving Competent Authority/Country

State the name and country of the competent authority under whose jurisdiction this Certificate is issued. When the
competent authority is the Agency, only ‘EASA’ must be stated.
Block 2 EASA Form 1 header

‘AUTHORISED RELEASE CERTIFICATE

EASA FORM 1’

Block 3 Form Tracking Number

Enter the unique number established by the numbering system/procedure of the organisation identified in block 4; this
may include alpha/numeric characters.

Block 4 Organisation Name and Address

Enter the full name and address of the approved organisation (refer to EASA form 3) releasing the work covered by this
Certificate. Logos, etc., are permitted if the logo can be contained within the block.

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Block 5 Work Order/Contract/Invoice

To facilitate customer traceability of the item(s), enter the work order number, contract number, invoice number, or
similar reference number.

Block 6 Item

Enter line item numbers when there is more than one line item. This block permits easy crossreferencing to the Remarks
block 12.

Block 7 Description

Enter the name or description of the item. Preference should be given to the term used in the instructions for continued
airworthiness or maintenance data (e.g. Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin,
Component Maintenance Manual).

Block 8 Part Number

Enter the part number as it appears on the item or tag/packaging. In case of an engine or propeller the type designation
may be used.

Block 9 Quantity

State the quantity of items.

Block 10 Serial Number

If the item is required by regulations to be identified with a serial number, enter it here. Additionally, any other serial
number not required by regulation may also be entered. If there is no serial number identified on the item, enter ‘N/A’.

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Block 11 Status/Work

The following describes the permissible entries for block 11. Enter only one of these terms — where more than one may
be applicable, use the one that most accurately describes the majority of the work performed and/or the status of the
article.

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Block 12 Remarks

Describe the work identified in Block 11, either directly or by reference to supporting documentation, necessary for the
user or installer to determine the airworthiness of item(s) in relation to the work being certified. If necessary, a separate
sheet may be used and referenced from the main EASA Form 1. Each statement must clearly identify which item(s) in
Block 6 it relates to.

Examples of information to be entered in block 12 are:

(i) Maintenance data used, including the revision status and reference.

(ii) Compliance with airworthiness directives or service bulletins.

(iii) Repairs carried out.

(iv) Modifications carried out.

(v) Replacement parts installed.

(vi) Life limited parts status.

(vii) Deviations from the customer work order.

(viii) Release statements to satisfy a foreign Civil Aviation Authority maintenance requirement.

(ix) Information needed to support shipment with shortages or re-assembly after delivery.

(x) For maintenance organisations approved in accordance with Subpart F of Annex I (PartM), the component certificate
of release to service statement referred to in point M.A.613:

“Certifies that, unless otherwise specified in this block, the work identified in block 11 and described in this block was
accomplished in accordance with the requirements of Section A, Subpart F of Annex I (Part-M) to Regulation (EU) No
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1321/2014 and in respect to that work the item is considered ready for release to service. THIS IS NOT A RELEASE
UNDER ANNEX II (PART-145) TO REGULATION (EU) No 1321/2014”

If printing the data from an electronic EASA Form 1, any appropriate data not fit for other blocks should be entered in
this block.

Block 13a-13e

General Requirements for blocks 13a-13e: Not used for maintenance release. Shade, darken, or otherwise mark to
preclude inadvertent or unauthorised use.

Block 14a

Mark the appropriate box(es) indicating which regulations apply to the completed work. If the box ‘other regulations
specified in block 12’ is marked, then the regulations of the other airworthiness authority(ies) must be identified in block
12. At least one box must be marked, or both boxes may be marked, as appropriate.

For all maintenance carried out by maintenance organisations approved in accordance with Section A, Subpart F of
Annex I (Part-M) to Regulation (EU) No 1321/2014, the box ‘other regulation specified in block 12’ shall be ticked and the
certificate of release to service statement made in block 12. In that case, the certification statement ‘unless otherwise
specified in this block’ is intended to address the following cases;

(a) Where the maintenance could not be completed.

(b) Where the maintenance deviated from the standard required by Annex I (Part-M).

(c) Where the maintenance was carried out in accordance with a requirement other than that specified in Annex I (Part-
M). In this case block 12 shall specify the particular national regulation.

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For all maintenance carried out by maintenance organisations approved in accordance with Section A of Annex II (Part-
145) to Regulation (EU) No 1321/2014, the certification statement ‘unless otherwise specified in block 12’ is intended to
address the following cases:

(a) Where the maintenance could not be completed.

(b) Where the maintenance deviated from the standard required by Annex II (Part-145).

(c) Where the maintenance was carried out in accordance with a requirement other than that specified in Annex II (Part-
145). In this case block 12 shall specify the particular national regulation.

Block 14b Authorised Signature

This space shall be completed with the signature of the authorised person. Only persons specifically authorised under
the rules and policies of the Competent Authority are permitted to sign this block. To aid recognition, a unique number
identifying the authorised person may be added.

Block 14c Certificate/Approval Number

Enter the Certificate/Approval number/reference. This number or reference is issued by the Competent Authority.

Block 14d Name

Enter the name of the person signing block 14b in a legible form.

Block 14e Date

Enter the date on which block 14b is signed, the date must be in the format dd = 2 digit day, mmm = first 3 letters of the
month, yyyy = 4 digit year

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User/Installer Responsibilities

Place the following statement on the Certificate to notify end users that they are not relieved of their responsibilities
concerning installation and use of any item accompanied by the form:

‘THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL.

WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS

AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL THAT THE
USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE
AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.

STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN ALL CASES
AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE
WITH THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.’

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AMC to Appendix II to Part-M — Use of the EASA Form 1 for maintenance ED Decision 2015/029/R
1. The following formats of an issued EASA Form 1 or equivalent certificate are acceptable:

− A paper certificate bearing a signature (both originals and copies are accepted);

− A paper certificate generated from an electronic system (printed from electronically stored data) when complying
with the following subparagraph 2;

− An electronic EASA Form 1 or equivalent when complying with the following subparagraph 2.

2. Electronic signature and electronic exchange of the EASA Form 1

a) Submission to the competent authority

Any organisation intending to implement an electronic signature procedure to issue EASA Form 1 and/or to
exchange electronically such data contained on the EASA Form 1, should document it and submit it to the
competent authority as part of the documents attached to its exposition.

b) Characteristics of the electronic system generating the EASA Form 1

The electronic system should:

− guarantee secure access for each certifying staff;

− ensure integrity and accuracy of the data certified by the signature on the form and be able to show
evidence of the authenticity of the EASA Form 1 (recording and record keeping) with suitable security,
safeguards and backups;

− be active only at the location where the part is being released with an EASA Form 1

− not permit to sign a blank form;

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− provide a high degree of assurance that the data has not been modified after signature (if modification is
necessary after issuance, i.e., re-certification of a part, a new form with a new number and reference to the
initial issuance should be made).

− provide for a ‘personal’ electronic signature, identifying the signatory. The signature should be generated
only in presence of the signatory.

An electronic signature means data in electronic form which is attached to or logically associated with other
electronic data and which serves as a method of authentication and should meet the following criteria:

− it is uniquely linked to the signatory;

− it is capable of identifying the signatory;

− it is created using means that the signatory can maintain under his sole control.

This electronic signature should be an electronically generated value based on a cryptographic algorithm and
appended to data in a way to enable the verification of the data’s source and integrity.

Organisation(s) are reminded that additional national and/or European requirements may need to be satisfied
when operating electronic systems. ‘Directive 1999/93/EC of the European Parliament and of the Council of 13
December 1999 on a Community framework for electronic signatures’, as last amended, may constitute a
reference.

The electronic system should be based on a policy and management structure (confidentiality, integrity and
availability), such as:

− Administrators, signatories;

− Scope of authorisation, rights;

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− Password and secure access, authentication, protections, confidentiality;

− Track changes;

− Minimum blocks to be completed, completeness of information;

− Archives;

− etc.

The electronic system generating the EASA Form 1 may contain additional data such as;

− Manufacturer code;

− Customer identification code;

− Workshop report;

− Inspection results;

− etc.

c) Characteristics of the EASA Form 1 generated from the electronic system.

To facilitate understanding and acceptance of the EASA Form 1 released with an electronic signature, the
following statement should be in Block 14b: ‘Electronic Signature on File’.

In addition to this statement, it is accepted to print or display a signature in any form, such as a representation
of the hand-written signature of the person signing (i.e. scanned signature) or a representation of their name.

When printing the electronic form, the EASA Form 1 should meet the general format as specified in Appendix II
to Part-M. A watermark-type ‘PRINTED FROM ELECTRONIC FILE’ should be printed on the document.
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When the electronic file contains a hyperlink to data required to determine the airworthiness of the item(s), the
data associated to the hyperlink, when printed, should be in a legible format and be identified as a reference
from the EASA Form 1.

Additional information not required by the EASA Form 1 completion instructions may be added to the printed
copies of EASA Form 1, as long as the additional data do not prevent a person from filling out, issuing, printing,
or reading any portion of the EASA Form 1. This additional data should be provided only in block 12 unless it is
necessary to include it in another block to clarify the content of that block.

d) Electronic exchange of the electronic EASA Form 1

The electronic exchange of the electronic EASA Form 1 should be accomplished on a voluntary basis. Both
parties (issuer and receiver) should agree on electronic transfer of the EASA Form 1.

For that purpose, the exchange needs to include:

− all data of the EASA Form 1, including referenced data required by the EASA Form 1 completion
instructions;

− all data required for authentication of the EASA Form 1.

− In addition, the exchange may include:

− data necessary for the electronic format;

− additional data not required by the EASA Form 1 completion instructions, such as manufacturer code,
customer identification code.

− The system used for the exchange of the electronic EASA Form 1 should provide:

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− A high level of digital security; the data should be protected, not altered or not corrupted;

− Traceability of data back to its source.

Trading partners wishing to exchange EASA Form 1 electronically should do so in accordance with the means
of compliance stated in this document. It is recommended that they use an established, common, industry
method such as Air Transport Association (ATA) Spec 2000 Chapter 16.

The organisation(s) are reminded that additional national and/or European requirements may need to be
satisfied when operating the electronic exchange of the electronic EASA Form 1.

The receiver should be capable of regenerating the EASA Form 1 from the received data without alteration; if
not, the system should revert back to the paper system.

When the receiver needs to print the electronic form, refer to subparagraph c) here above.

GM to Appendix II to Part-M — Use of the EASA Form 1 for maintenance

EASA FORM 1 BLOCK 12 ‘REMARKS’

The EASA Form 1 identifies the airworthiness status of an aircraft component in relation to the work being certified.
Block 12 ‘Remarks’ of the EASA Form 1 in some cases contains vital airworthinessrelated information (see also Appendix
II to Part-M) which may need appropriate and necessary actions.

Examples of data to be entered in this block as appropriate:

− Maintenance documentation used, including the revision status, for all work performed and not limited to the
entry made in block 11. A statement such as ‘in accordance with the CMM’ is not acceptable.

− NDT methods with appropriate documentation used when relevant.

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− Compliance with airworthiness directives or service bulletins.

− Repairs carried out.

− Modifications carried out.

− Replacement parts installed.

− Life-limited parts status.

− Shelf life limitations.

− Deviations from the customer work order.

− Release statements to satisfy a foreign civil aviation authority maintenance requirement.

− Information needed to support shipment with shortages or re-assembly after delivery.

− References to aid traceability, such as batch numbers.

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Appendix III — Airworthiness Review Certificate — EASA Form 15
EASA Form 15b

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Appendix IV — Class and Ratings System to be used for the Approval of Maintenance Organisations referred
to in Annex I (Part-M) Subpart F and Annex II (Part-145)
1. Except as stated otherwise for the smallest organisations in point 12, the table referred to in point 13 provides the
standard system for the approval of maintenance organisation under Subpart F of Annex I (Part-M) and Annex II
(Part-145). An organisation must be granted an approval ranging from a single class and rating with limitations to all
classes and ratings with limitations.

2. In addition to the table referred to in point 13, the approved maintenance organisation is required to indicate its
scope of work in its maintenance organisation manual/exposition. See also point 11.

3. Within the approval class(es) and rating(s) granted by the competent authority, the scope of work specified in the
maintenance organisation exposition defines the exact limits of approval. It is therefore essential that the approval
class(es) and rating(s) and the organisations scope of work are matching.

4. A category A class rating means that the approved maintenance organisation may carry out maintenance on the
aircraft and any component (including engines and/or Auxiliary Power Units (APUs), in accordance with aircraft
maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only
whilst such components are fitted to the aircraft. Nevertheless, such A-rated approved maintenance organisation
may temporarily remove a component for maintenance, in order to improve access to that component, except when
such removal generates the need for additional maintenance not eligible for the provisions of this point. This will be
subject to a control procedure in the maintenance organisation exposition to be approved by the competent
authority. The limitation section will specify the scope of such maintenance thereby indicating the extent of
approval.

5. A category B class rating means that the approved maintenance organisation may carry out maintenance on the
uninstalled engine and/or APU and engine and/or APU components, in accordance with engine and/or APU
maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, only
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whilst such components are fitted to the engine and/or APU. Nevertheless, such B-rated approved maintenance
organisation may temporarily remove a component for maintenance, in order to improve access to that component,
except when such removal generates the need for additional maintenance not eligible for the provisions of this
point. The limitation section will specify the scope of such maintenance thereby indicating the extent of approval. A
maintenance organisation approved with a category B class rating may also carry out maintenance on an installed
engine during ‘base’ and ‘line’ maintenance subject to a control procedure in the maintenance organisation
exposition to be approved by the competent authority. The maintenance organisation exposition scope of work shall
reflect such activity where permitted by the competent authority.

6. A category C class rating means that the approved maintenance organisation may carry out maintenance on
uninstalled components (excluding engines and APUs) intended for fitment to the aircraft or engine/APU. The
limitation section will specify the scope of such maintenance thereby indicating the extent of approval. A
maintenance organisation approved with a category C class rating may also carry out maintenance on an installed
component during base and line maintenance or at an engine/APU maintenance facility subject to a control
procedure in the maintenance organisation exposition to be approved by the competent authority. The
maintenance organisation exposition scope of work shall reflect such activity where permitted by the competent
authority.

7. A category D class rating is a self contained class rating not necessarily related to a specific aircraft, engine or other
component. The D1 — Non Destructive Testing (NDT) rating is only necessary for an approved maintenance
organisation that carries out NDT as a particular task for another organisation. A maintenance organisation approved
with a class rating in A or B or C category may carry out NDT on products it is maintaining subject to the maintenance
organisation exposition containing NDT procedures, without the need for a D1 class rating.

8. In the case of maintenance organisations approved in accordance with Annex II (Part-145), category A class ratings
are subdivided into ‘Base’ or ‘Line’ maintenance. Such an organisation may be approved for either ‘Base’ or ‘Line’

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maintenance or both. It should be noted that a ‘Line’ facility located at a main base facility requires a ‘Line’
maintenance approval.

9. The limitation section is intended to give the competent authorities the flexibility to customise the approval to any
particular organisation. Ratings shall be mentioned on the approval only when appropriately limited. The table
referred to in point 13 specifies the types of limitation possible. Whilst maintenance is listed last in each class rating it
is acceptable to stress the maintenance task rather than the aircraft or engine type or manufacturer, if this is more
appropriate to the organisation (an example could be avionic systems installations and related maintenance). Such
mention in the limitation section indicates that the maintenance organisation is approved to carry out maintenance
up to and including this particular type/task.

10. When reference is made to series, type and group in the limitation section of class A and B, series means a specific
type series such as Airbus 300 or 310 or 319 or Boeing 737-300 series or RB211-524 series or Cessna 150 or Cessna
172 or Beech 55 series or continental O-200 series etc; type means a specific type or model such as Airbus 310-240
type or RB 211-524 B4 type or Cessna 172RG type; any number of series or types may be quoted; group means for
example Cessna single piston engine aircraft or Lycoming non-supercharged piston engines etc.

11. When a lengthy capability list is used which could be subject to frequent amendment, then such amendment may
be in accordance with the indirect approval procedure referred to in points M.A.604(c) and M.B.606(c) or 145.A.70(c)
and 145.B.40, as applicable.

12. A maintenance organisation which employs only one person to both plan and carry out all maintenance can only
hold a limited scope of approval rating. The maximum permissible limits are:

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It should be noted that such an organisation may be further limited by the competent authority in the scope of
approval dependent upon the capability of the particular organisation.

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13. Table

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Appendix V — Maintenance organisation approval referred to in annex I (Part-M) Subpart F

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AMC to Appendix V to Part-M — Maintenance Organisation Approval referred to in Annex I (Part-M)
Subpart F
The following fields on page 2 ‘Maintenance Organisation Approval Schedule’ of the maintenance organisation
approval certificate should be completed as follows:

− Date of original issue: It refers to the date of the original issue of the maintenance organisation manual.

− Date of last revision approved: It refers to the date of the last revision of the maintenance organisation manual
affecting the content of the certificate. Changes to the maintenance organisation manual which do not affect the
content of the certificate do not require the reissuance of the certificate.

− Revision No: It refers to the revision No of the last revision of the maintenance organisation manual affecting the
content of the certificate. Changes to the maintenance organisation manual which do not affect the content of
the certificate do not require the reissuance of the certificate.

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Appendix VI — Continuing airworthiness management organisation approval referred to in
annex I (Part-M) Subpart G

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AMC to Appendix VI to Part-M — Continuing Airworthiness Management Organisation Approval referred to
in Annex I (Part-M) Subpart G
The following fields on page 2 ‘Continuing Airworthiness Management Organisation Approval Schedule’ of the
continuing airworthiness management organisation approval certificate should be completed as follows:

− Date of original issue: It refers to the date of the original issue of the continuing airworthiness management
exposition

− Date of last revision: It refers to the date of the last revision of the continuing airworthiness management exposition
affecting the content of the certificate. Changes to the continuing airworthiness management exposition which do
not affect the content of the certificate do not require the reissuance of the certificate.

− Revision No: It refers to the revision No of the last revision of the continuing airworthiness management exposition
affecting the content of the certificate. Changes to the continuing airworthiness management exposition which do
not affect the content of the certificate do not require the reissuance of the certificate.

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Appendix VII — Complex Maintenance Tasks
The following constitutes the complex maintenance tasks referred to in points M.A.801(b)2 and M.A.801(c):

1. The modification, repair or replacement by riveting, bonding, laminating, or welding of any of the following airframe
parts:

a) a box beam;

b) a wing stringer or chord member;

c) a spar;

d) a spar flange;

e) a member of a truss-type beam;

f) the web of a beam;

g) a keel or chine member of a flying boat hull or a float;

h) a corrugated sheet compression member in a wing or tail surface;

i) a wing main rib;

j) a wing or tail surface brace strut;

k) an engine mount;

l) a fuselage longeron or frame;

m) a member of a side truss, horizontal truss or bulkhead;

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n) a seat support brace or bracket;

o) a seat rail replacement;

p) a landing gear strut or brace strut;

q) an axle;

r) a wheel; and

s) a ski or ski pedestal, excluding the replacement of a low-friction coating.

2. The modification or repair of any of the following parts:

a) aircraft skin, or the skin of an aircraft float, if the work requires the use of a support, jig or fixture;

b) aircraft skin that is subject to pressurization loads, if the damage to the skin measures more than 15 cm (6 inches)
in any direction;

c) a load-bearing part of a control system, including a control column, pedal, shaft, quadrant, bell crank, torque tube,
control horn and forged or cast bracket, but excluding

(i) the swaging of a repair splice or cable fitting, and

(ii) the replacement of a push-pull tube end fitting that is attached by riveting; and

d) any other structure, not listed in (1), that a manufacturer has identified as primary structure in its maintenance
manual, structural repair manual or instructions for continuing airworthiness.

3. The performance of the following maintenance on a piston engine:

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a) dismantling and subsequent reassembling of a piston engine other than (i) to obtain access to the piston/cylinder
assemblies; or (ii) to remove the rear accessory cover to inspect and/or replace oil pump assemblies, where such
work does not involve the removal and re-fitment of internal gears;

b) dismantling and subsequent reassembling of reduction gears;

c) welding and brazing of joints, other than minor weld repairs to exhaust units carried out by a suitably approved
or authorised welder but excluding component replacement;

d) the disturbing of individual parts of units which are supplied as bench tested units, except for the replacement or
adjustment of items normally replaceable or adjustable in service.

4. The balancing of a propeller, except:

a) for the certification of static balancing where required by the maintenance manual;

b) dynamic balancing on installed propellers using electronic balancing equipment where permitted by the
maintenance manual or other approved airworthiness data;

5. Any additional task that requires:

a) specialized tooling, equipment or facilities; or

b) significant coordination procedures because of the extensive duration of the tasks and the involvement of several
persons.

AMC to Appendix VII — Complex Maintenance Tasks

The sentence ‘suitably approved or authorised welder’ contained in Appendix VII, paragraph 3(c), means that the
qualification should meet an officially recognised standard or, otherwise, should be accepted by the competent
authority.
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Appendix VIII — Limited Pilot-owner maintenance
In addition to the requirements laid down in Annex I (Part-M), the following basic principles are to be complied with
before any maintenance task is carried out under the terms of Pilot-owner maintenance:

a) Competence and responsibility

1. The Pilot-owner is always responsible for any maintenance that he performs.

2. Before carrying out any Pilot-owner maintenance tasks, the Pilot-owner must satisfy himself that he is competent
to do the task. It is the responsibility of Pilot-owners to familiarize themselves with the standard maintenance
practices for their aircraft and with the aircraft maintenance programme. If the Pilot-owner is not competent for
the task to be carried out, the task cannot be released by the Pilot-owner.

3. The Pilot-owner (or his contracted continuing airworthiness management organisation referred to in Subpart G,
Section A of this Annex) is responsible for identifying the Pilotowner tasks according to these basic principles in
the maintenance programme and for ensuring that the document is updated in a timely manner.

4. The approval of the maintenance programme has to be carried out in accordance with point M.A.302.

b) Tasks

The Pilot-owner may carry out simple visual inspections or operations to check for general condition and obvious
damage and normal operation of the airframe, engines, systems and components.

Maintenance tasks shall not be carried out by the Pilot-owner when the task:

1. is a critical maintenance task;

2. requires the removal of major components or major assembly and/or;

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3. is carried out in compliance with an Airworthiness Directive or an Airworthiness Limitation Item, unless
specifically allowed in the AD or the ALI and/or;

4. requires the use of special tools, calibrated tools (except torque wrench and crimping tool) and/or;

5. requires the use of test equipments or special testing (e.g. NDT, system tests or operational checks for avionic
equipment) and/or;

6. is composed of any unscheduled special inspections (e.g. heavy landing check) and/or;

7. is effecting systems essential for the IFR operations and/or;

8. is listed in Appendix VII to this Annex or is a component maintenance task in accordance with points M.A.502(a),
(b), (c) or (d) and/or;

9. is part of the annual or 100h check contained in the Minimum Inspection Programme described in M.A.302(i).

The criteria 1 to 9 cannot be overridden by less restrictive instructions issued in accordance with ‘M.A.302(d)
Maintenance Programme’.

Any task described in the aircraft flight manual as preparing the aircraft for flight (Example: assembling the glider
wings or pre-flight), is considered to be a pilot task and is not considered a Pilot-owner maintenance task and
therefore does not require a Certificate of Release to Service.

c) Performance of the maintenance Pilot-owner tasks and records

The maintenance data as specified in point M.A.401 must be always available during the conduct of Pilot-owner
maintenance and must be complied with. Details of the data referred to in the conduct of Pilot-owner maintenance
must be included in the Certificate of Release to Service in accordance with point M.A.803(d).

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The Pilot-owner must inform the approved continuing airworthiness management organisation responsible for the
continuing airworthiness of the aircraft (if applicable) not later than 30 days after completion of the Pilot-owner
maintenance task in accordance with point M.A.305(a).

AMC to Appendix VIII — Limited Pilot Owner Maintenance

1. The lists here below specify items that can be expected to be completed by an owner who holds a current and valid
pilot licence for the aircraft type involved and who meets the competence and responsibility requirements of
Appendix VIII to Part-M.

2. The list of tasks may not address in a detailed manner the specific needs of the various aircraft categories. In addition,
the development of technology and the nature of the operations undertaken by these categories of aircraft cannot
be always adequately considered

3. Therefore, the following lists are considered to be the representative scope of limited Pilotowner maintenance
referred to in M.A.803 and Appendix VIII:

− Part A applies to aeroplanes;

− Part B applies to rotorcraft;

− Part C applies to sailplanes and powered sailplanes;

− Part D applies to balloons and airships.

4. Inspection tasks/checks of any periodicity included in an approved maintenance programme can be carried out
providing that the specified tasks are included in the generic lists of Parts A to D of this AMC and remains compliant
with Part M Appendix VIII basic principles.

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The content of periodic inspections/checks as well as their periodicity is not regulated or standardised in an aviation
specification. It is the decision of the manufacturer/Type Certificate Holder (TCH) to recommend a schedule for each
specific type of inspection/check.

For an inspection/check with the same periodicity for different TCHs, the content may differ, and in some cases may
be critically safety-related and may need the use of special tools or knowledge and thus would not qualify for Pilot-
owner maintenance. Therefore, the maintenance carried out by the Pilot-owner cannot be generalised to specific
inspections such as 50 Hrs, 100 Hrs or 6 Month periodicity.

The Inspections to be carried out are limited to those areas and tasks listed in this AMC to Appendix VIII; this allows
flexibility in the development of the maintenance programme and does not limit the inspection to certain specific
periodic inspections. A 50 Hrs/6 Month periodic inspection for a fixed wing aeroplane as well as the one-year
inspection on a glider may normally be eligible for Pilot-owner maintenance.

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TABLES

Note: Tasks in Part A or Part B shown with ** exclude IFR operations following Pilot-owner maintenance. For these
aircraft to operate under IFR operations, these tasks should be released by an appropriate licensed engineer.

Part A/ PILOT-OWNER MAINTENANCE TASKS for POWERED AIRCRAFT (AEROPLANES)

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APPENDICES TO AMCS AND GM TO ANNEX I (PART-M)
Appendix I to AMC M.A.302 and AMC M.B.301(b) — Content of the maintenance programme
1. General requirements

1.1. The maintenance programme should contain the following basic information.

1.1.1. The type/model and registration number of the aircraft, engines and, where applicable, auxiliary power units
and propellers.

1.1.2. The name and address of the owner, operator or CAMO managing the aircraft airworthiness.

1.1.3. The reference, the date of issue and issue number of the approved maintenance programme.

1.1.4. A statement signed by the owner, operator or CAMO managing the aircraft airworthiness to the effect that the
specified aircraft will be maintained to the programme and that the programme will be reviewed and updated
as required.

1.1.5. Contents/list of effective pages and their revision status of the document.

1.1.6. Check periods, which reflect the anticipated utilisation of the aircraft. Such utilisation should be stated and
include a tolerance of not more than 25%. Where utilisation cannot be anticipated, calendar time limits should
also be included.

1.1.7. Procedures for the escalation of established check periods, where applicable and acceptable to the competent
authority of registry.

1.1.8. Provision to record the date and reference of approved amendments incorporated in the maintenance
programme.

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1.1.9. Details of pre-flight maintenance tasks that are accomplished by maintenance staff.

1.1.10. The tasks and the periods (intervals/frequencies) at which each part of the aircraft, engines, APU’s, propellers,
components, accessories, equipment, instruments, electrical and radio apparatus, together with the associated
systems and installations should be inspected. This should include the type and degree of inspection required.

1.1.11. The periods at which components should be checked, cleaned, lubricated, replenished, adjusted and tested.

1.1.12. If applicable details of ageing aircraft system requirements together with any specified sampling
programmes.

1.1.13. If applicable details of specific structural maintenance programmes where issued by the type certificate
holder including but not limited to:

a) Maintenance of structural Integrity by damage Tolerance and Supplemental Structural Inspection

Programmes (SSID).

b) Structural maintenance programmes resulting from the SB review performed by the TC holder.

c) Corrosion prevention and control.

d) Repair Assessment.

e) Widespread Fatigue Damage.

1.1.14. If applicable, details of Critical Design Configuration Control Limitations together with appropriate
procedures.

1.1.15. If applicable a statement of the limit of validity in terms of total flight cycles/calendar date/flight hours for the
structural programme in 1.1.13.

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1.1.16. The periods at which overhauls and/or replacements by new or overhauled components should be made.

1.1.17. A cross-reference to other documents approved by the Agency which contain the details of maintenance
tasks related to mandatory life limitations, Certification Maintenance Requirements (CMR’s) and ADs.

Note: To prevent inadvertent variations to such tasks or intervals these items should not be included in the main
portion of the maintenance programme document, or any planning control system, without specific
identification of their mandatory status.

1.1.18. Details of, or cross-reference to, any required reliability programme or statistical methods of continuous
Surveillance.

1.1.19. A statement that practices and procedures to satisfy the programme should be to the standards specified in
the TC holder’s Maintenance Instructions. In the case of approved practices and procedures that differ, the
statement should refer to them.

1.1.20. Each maintenance task quoted should be defined in a definition section of the programme.

2. Programme basis

2.1. An owner or a CAMO aircraft maintenance programme should normally be based upon the MRB report, where
applicable, and the TC holder’s maintenance planning document or Chapter 5 of the maintenance manual, (i.e. the
manufacturer’s recommended maintenance programme).

The structure and format of these maintenance recommendations may be re-written by the owner or the CAMO to
better suit the operation and control of the particular maintenance programme.

2.2. For a newly type-certificated aircraft where no previously approved maintenance programme exists, it will be
necessary for the owner or the CAMO to comprehensively appraise the manufacturer’s recommendations (and the

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MRB report where applicable), together with other airworthiness information, in order to produce a realistic
programme for approval.

2.3. For existing aircraft types it is permissible for the owner or CAMO to make comparisons with maintenance
programmes previously approved. It should not be assumed that a programme approved for one owner or the
CAMO would automatically be approved for another.

Evaluation should be made of the aircraft/fleet utilisation, landing rate, equipment fit and, in particular, the
experience of the owner or the CAMO when assessing an existing programme.

Where the competent authority is not satisfied that the proposed maintenance programme can be used as is, the
competent authority should request appropriate changes such as additional maintenance tasks or de-escalation of
check frequencies as necessary.

2.4. Critical Design Configuration Control Limitations (CDCCL)

If CDCCL have been identified for the aircraft type by the TC/STC holder, maintenance instructions should be
developed. CDCCL’s are characterised by features in an aircraft installation or component that should be retained
during modification, change, repair, or scheduled maintenance for the operational life of the aircraft or applicable
component or part.

3. Amendments

Amendments (revisions) to the approved maintenance programme should be made by the owner or the CAMO, to
reflect changes in the TC holder’s recommendations, modifications, service experience, or as required by the competent
authority.

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4. Permitted variations to maintenance periods

The owner or the CAMO may only vary the periods prescribed by the programme with the approval of the competent
authority or through a procedure developed in the maintenance programme and approved by the competent
authority.

5. Periodic review of maintenance programme contents

5.1. The owner or the CAMO approved maintenance programmes should be subject to periodic review to ensure that
they reflect current TC holder’s recommendations, revisions to the MRB report if applicable, mandatory
requirements and the maintenance needs of the aircraft.

5.2. The owner or the CAMO should review the detailed requirements at least annually for continued validity in the light
of operating experience.

6. Reliability Programmes

6.1. Applicability

6.1.1. A reliability programme should be developed in the following cases:

(a) the aircraft maintenance programme is based upon MSG-3 logic;

(b) the aircraft maintenance programme includes condition monitored components;

(c) the aircraft maintenance programme does not contain overhaul time periods for all significant system
components;

(d) when specified by the Manufacturer’s maintenance planning document or MRB.

6.1.2. A reliability Programme need not be developed in the following cases:

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(a) the maintenance programme is based upon the MSG-1 or 2 logic but only contains hard time or on condition
items;

(b) the aircraft is not a complex motor-powered aircraft according to Part-M;

(c) the aircraft maintenance programme provides overhaul time periods for all significant system components;

(d) Note: for the purpose of this paragraph, a significant system is a system the failure of which could hazard the
aircraft safety.

6.1.3. Notwithstanding paragraphs 6.1.1 and 6.1.2 above, a CAMO may however, develop its own reliability
monitoring programme when it may be deemed beneficial from a maintenance planning point of view.

6.2. Applicability for CAMO/operator of small fleets of aircraft.

6.2.1. For the purpose of this paragraph, a small fleet of aircraft is a fleet of less than 6 aircraft of the same type.

6.2.2. The requirement for a reliability programme is irrespective of the CAMO fleet size.

6.2.3. Complex reliability programmes could be inappropriate for a small fleet. It is recommended that such CAMOs
tailor their reliability programmes to suit the size and complexity of operation.

6.2.4. One difficulty with a small fleet of aircraft consists in the amount of available data which can be processed:
when this amount is too low, the calculation of alert level is very coarse. Therefore ’alert levels‘ should be used
carefully.

6.2.5. A CAMO of a small fleet of aircraft, when establishing a reliability programme, should consider the following:

a) The programme should focus on areas where a sufficient amount of data is likely to be processed.

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b) When the amount of available data is very limited, the CAMO engineering judgement is then a vital
element. In the following examples, careful engineering analysis should be exercised before taking
decisions:

− A ‘0’ rate in the statistical calculation may possibly simply reveal that enough statistical data is
missing, rather that there is no potential problem.

− When alert levels are used, a single event may have the figures reach the alert level. Engineering
judgement is necessary so as to discriminate an artefact from an actual need for a corrective action.

− In making his engineering judgement, a CAMO is encouraged to establish contact and make
comparisons with other CAMOs of the same aircraft, where possible and relevant. Making
comparison with data provided by the manufacturer may also be possible.

6.2.6. In order to obtain accurate reliability data, it should be recommended to pool data and analysis with one or
more other CAMO(s). Paragraph 6.6 of this paragraph specifies under which conditions it is acceptable that
CAMOs share reliability data.

6.2.7. Notwithstanding the above there are cases where the CAMO will be unable to pool data with other CAMO, e.g.
at the introduction to service of a new type. In that case the competent authority should impose additional
restrictions on the MRB/MPD tasks intervals (e.g. no variations or only minor evolution are possible, and with
the competent authority approval).

6.3. Engineering judgement

6.3.1. Engineering judgement is itself inherent to reliability programmes as no interpretation of data is possible
without judgement. In approving the CAMO maintenance and reliability programmes, the competent
authority is expected to ensure that the organisation which runs the programme (it may be CAMO, or an Part-

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145 organisation under contract) hires sufficiently qualified personnel with appropriate engineering
experience and understanding of reliability concept (see AMC M.A.706).

6.3.2. It follows that failure to provide appropriately qualified personnel for the reliability programme may lead the
competent authority to reject the approval of the reliability programme and therefore the aircraft
maintenance programme.

6.4. Contracted maintenance

6.4.1. Whereas M.A.302 specifies that, the aircraft maintenance programme -which includes the associated
reliability programme-, should be managed and presented by the CAMO to the competent authority, the
CAMO may subcontract certain functions to the maintenance organisation under contract, provided this
organisation proves to have the appropriate expertise.

6.4.2. These functions are:

a) Developing the aircraft maintenance and reliability programmes,

b) Performing the collection and analysis of the reliability data,

c) Providing reliability reports, and

d) Proposing corrective actions to the CAMO.

6.4.3. Notwithstanding the above decision to implement a corrective action (or the decision to request from the
competent authority the approval to implement a corrective action) remains the CAMO prerogative and
responsibility. In relation to paragraph 6.4.2(d) above, a decision not to implement a corrective action should be
justified and documented.

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6.4.4. The arrangement between the CAMO and the maintenance organisation should be specified in the
maintenance contract (see Appendix XI to AMC M.A.708(c)) and the relevant CAME, and maintenance organisation
procedures.

6.5. Reliability programme

In preparing the programme details, account should be taken of this paragraph. All associated procedures should be
clearly defined.

6.5.1. Objectives

6.5.1.1. A statement should be included summarising as precisely as possible the prime objectives of the
programme. To the minimum it should include the following:

a) to recognise the need for corrective action,

b) to establish what corrective action is needed and,

c) to determine the effectiveness of that action.

6.5.1.2. The extent of the objectives should be directly related to the scope of the programme. Its scope could vary
from a component defect monitoring system for a small CAMO, to an integrated maintenance
management programme for a big CAMO. The manufacturer’s maintenance planning documents may
give guidance on the objectives and should be consulted in every case.

6.5.1.3. In case of a MSG-3 based maintenance programme, the reliability programme should provide a monitor
that all MSG-3 related tasks from the maintenance programme are effective and their periodicity is
adequate.

6.5.2. Identification of items.

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The items controlled by the programme should be stated, e.g. by ATA Chapters. Where some items (e.g. aircraft
structure, engines, APU) are controlled by separate programmes, the associated procedures (e.g. individual
sampling or life development programmes, constructor’s structure sampling programmes) should be cross
referenced in the programme.

6.5.3. Terms and definitions.

The significant terms and definitions applicable to the Programme should be clearly identified. Terms are already
defined in MSG-3, Part-145 and Part-M.

6.5.4. Information sources and collection.

6.5.4.1. Sources of information should be listed and procedures for the transmission of information from the
sources, together with the procedure for collecting and receiving it, should be set out in detail in the CAME
or MOE as appropriate.

6.5.4.2. The type of information to be collected should be related to the objectives of the Programme and should
be such that it enables both an overall broad based assessment of the information to be made and also
allow for assessments to be made as to whether any reaction, both to trends and to individual events, is
necessary. The following are examples of the normal prime sources:

a) Pilots Reports.

b) Technical Logs.

c) Aircraft Maintenance Access Terminal / On-board Maintenance System readouts.

d) Maintenance Worksheets.

e) Workshop Reports.

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f) Reports on Functional Checks.

g) Reports on Special Inspections.

h) Stores Issues/Reports.

i) Air Safety Reports.

j) Reports on Technical Delays and Incidents.

k) Other sources: ETOPS, RVSM, CAT II/III.

6.5.4.3. In addition to the normal prime sources of information, due account should be taken of continuing
airworthiness and safety information promulgated under Part21.

6.5.5. Display of information.

Collected information may be displayed graphically or in a tabular format or a combination of both. The rules
governing any separation or discarding of information prior to incorporation into these formats should be stated.
The format should be such that the identification of trends, specific highlights and related events would be readily
apparent.

6.5.5.1. The above display of information should include provisions for ‘nil returns’ to aid the examination of the
total information.

6.5.5.2. Where ‘standards’ or ‘alert levels’ are included in the programme, the display of information should be
oriented accordingly.

6.5.6. Examination, analysis and interpretation of the information.

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The method employed for examining, analysing and interpreting the programme information should be
explained.

6.5.6.1. Examination.

Methods of examination of information may be varied according to the content and quantity of information of
individual programmes. These can range from examination of the initial indication of performance variations to
formalised detailed procedures at specific periods, and the methods should be fully described in the programme
documentation.

6.5.6.2. Analysis and Interpretation.

The procedures for analysis and interpretation of information should be such as to enable the performance of the
items controlled by the programme to be measured; they should also facilitate recognition, diagnosis and
recording of significant problems. The whole process should be such as to enable a critical assessment to be made
of the effectiveness of the programme as a total activity. Such a process may involve:

(a) Comparisons of operational reliability with established or allocated standards (in the initial period these could
be obtained from in-service experience of similar equipment of aircraft types).

(b) Analysis and interpretation of trends.

(c) The evaluation of repetitive defects.

(d) Confidence testing of expected and achieved results.

(e) Studies of life-bands and survival characteristics.

(f) Reliability predictions.

(g) Other methods of assessment.

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6.5.6.3. The range and depth of engineering analysis and interpretation should be related to the particular
programme and to the facilities available. The following, at least, should be taken into account:

(a) Flight defects and reductions in operational reliability.

(b) Defects occurring on-line and at main base.

(c) Deterioration observed during routine maintenance.

(d) Workshop and overhaul facility findings.

(e) Modification evaluations.

(f) Sampling programmes.

(g) The adequacy of maintenance equipment and publications.

(h) The effectiveness of maintenance procedures.

(i) Staff training.

(j) Service bulletins, technical instructions, etc.

6.5.6.4. Where the CAMO relies upon contracted maintenance and/or overhaul facilities as an information input to
the programme, the arrangements for availability and continuity of such information should be
established and details should be included.

6.5.7. Corrective Actions.

6.5.7.1. The procedures and time scales both for implementing corrective actions and for monitoring the effects of
corrective actions should be fully described. Corrective actions shall correct any reduction in reliability
revealed by the programme and could take the form of:
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(a) Changes to maintenance, operational procedures or techniques.

(b) Maintenance changes involving inspection frequency and content, function checks, overhaul requirements and
time limits, which will require amendment of the scheduled maintenance periods or tasks in the approved
maintenance programme. This may include escalation or de-escalation of tasks, addition, modification or
deletion of tasks.

(c) Amendments to approved manuals (e.g. maintenance manual, crew manual).

(d) Initiation of modifications.

(e) Special inspections of fleet campaigns.

(f) Spares provisioning.

(g) Staff training.

(h) Manpower and equipment planning.

Note: Some of the above corrective actions may need the competent authority’s approval before implementation.

6.5.7.2. The procedures for effecting changes to the maintenance programme should be described, and the
associated documentation should include a planned completion date for each corrective action, where
applicable.

6.5.8. Organisational Responsibilities.

The organisational structure and the department responsible for the administration of the programme should be
stated. The chains of responsibility for individuals and departments (Engineering, Production, Quality, Operations
etc.) in respect of the programme, together with the information and functions of any programme control

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committees (reliability group), should be defined. Participation of the competent authority should be stated. This
information should be contained in the CAME as appropriate.

6.5.9. Presentation of information to the competent authority.

The following information should be submitted to the competent authority for approval as part of the reliability
programme:

(a) The format and content of routine reports.

(b) The time scales for the production of reports together with their distribution.

(c) The format and content of reports supporting request for increases in periods between maintenance
(escalation) and for amendments to the approved maintenance programme. These reports should contain
sufficient detailed information to enable the competent authority to make its own evaluation where necessary.

6.5.10. Evaluation and review.

Each programme should describe the procedures and individual responsibilities in respect of continuous
monitoring of the effectiveness of the programme as a whole. The time periods and the procedures for both
routine and non-routine reviews of maintenance control should be detailed (progressive, monthly, quarterly, or
annual reviews, procedures following reliability ‘standards’ or ‘alert levels’ being exceeded, etc.).

6.5.10.1. Each Programme should contain procedures for monitoring and, as necessary, revising the reliability
‘standards’ or ‘alert levels’. The organisational responsibilities for monitoring and revising the ‘standards’
should be specified together with associated time scales.

6.5.10.2. Although not exclusive, the following list gives guidance on the criteria to be taken into account during
the review.

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(a) Utilisation (high/low/seasonal).

(b) Fleet commonality.

(c) Alert Level adjustment criteria.

(d) Adequacy of data.

(e) Reliability procedure audit.

(f) Staff training.

(g) Operational and maintenance procedures.

6.5.11. Approval of maintenance programme amendment

The competent authority may authorise the CAMO to implement in the maintenance programme changes arising
from the reliability programme results prior to their formal approval by the authority when satisfied that;

(a) the Reliability Programme monitors the content of the Maintenance Programme in a comprehensive manner,
and

(b) the procedures associated with the functioning of the ‘Reliability Group’ provide the assurance that
appropriate control is exercised by the CAMO over the internal validation of such changes.

6.6. Pooling Arrangements.

6.6.1. In some cases, in order that sufficient data may be analysed it may be desirable to ‘pool’ data: i.e. collate data
from a number of CAMOs of the same type of aircraft. For the analysis to be valid, the aircraft concerned, mode
of operation, and maintenance procedures applied should be substantially the same: variations in utilisation

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between two CAMOs may, more than anything, fundamentally corrupt the analysis. Although not exhaustive,
the following list gives guidance on the primary factors which need to be taken into account.

(a) Certification factors, such as: aircraft TCDS compliance (variant)/modification status, including SB
compliance.

(b) Operational Factors, such as: operational environment/utilisation, e.g. low/high/seasonal, etc./respective
fleet size operating rules applicable (e.g. ETOPS/RVSM/All Weather etc.)/operating procedures/MEL and MEL
utilisation.

(c) Maintenance factors, such as: aircraft age maintenance procedures; maintenance standards applicable;
lubrication procedures and programme; MPD revision or escalation applied or maintenance programme
applicable

6.6.2. Although it may not be necessary for all of the foregoing to be completely common, it is necessary for a
substantial amount of commonality to prevail. Decision should be taken by the competent authority on a case
by case basis.

6.6.3. In case of a short term lease agreement (less than 6 month) more flexibility against the para 6.6.1 criteria may
be granted by the competent authority, so as to allow the owner/CAMO to operate the aircraft under the same
programme during the lease agreement effectivity.

6.6.4. Changes by any one of the CAMO to the above, requires assessment in order that the pooling benefits can be
maintained. Where a CAMO wishes to pool data in this way, the approval of the competent authority should
be sought prior to any formal agreement being signed between CAMOs.

6.6.5. Whereas this paragraph 6.6 is intended to address the pooling of data directly between CAMOs, it is
acceptable that the CAMO participates in a reliability programme managed by the aircraft manufacturer, when

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the competent authority is satisfied that the manufacturer manages a reliability programme which complies
with the intent of this paragraph.

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Appendix II to AMC M.A.711(a)(3) — Sub-contracting of continuing airworthiness management tasks
1. Subcontracted continuing airworthiness management tasks

1.1. To actively control the standards of the subcontracted organisation, the CAMO should employ a person or group of
persons who are trained and competent in the disciplines associated with M.A. Subpart G. As such, they are
responsible for determining what maintenance is required, when it has to be performed, by whom and to what
standard in order to ensure the continuing airworthiness of the aircraft to be operated.

1.2. The CAMO should conduct a pre-subcontract audit to establish that the organisation to be subcontracted can
achieve the standards required by M.A. Subpart G in connection with those activities to be subcontracted.

1.3. The CAMO should ensure that the organisation to be subcontracted has sufficient and qualified personnel who are
trained and competent in the functions to be sub-contracted. In assessing the adequacy of personnel resources, the
CAMO should consider the particular needs of those activities that are to be subcontracted, while taking into
account the subcontracted organisations existing commitments.

1.4. To be appropriately approved to subcontract continuing airworthiness management tasks, the CAMO should have
procedures for the management control of these arrangements. The continuing airworthiness management
exposition should contain relevant procedures to reflect its control of those arrangements made with the sub-
contracted organisation.

1.5. Subcontracted continuing airworthiness management tasks should be addressed in a contract between the CAMO
and the subcontracted organisation. The contract should also specify that the subcontracted organisation is
responsible for informing the CAMO, that is in turn responsible for notifying the respective competent authority, of
any subsequent changes that affect their ability to fulfil the contract.

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1.6. The subcontracted organisation should use procedures which set out the manner of fulfilling its responsibilities with
regard to the subcontracted activities. Such procedures may be developed by either the subcontracted organisation
or the CAMO.

1.7. Where the subcontracted organisation develops its own procedures, they should be compatible with the
continuing airworthiness management exposition and the terms of the contract. These should be accepted by the
competent authority as extended procedures of the CAMO and as such should be cross-referenced from the
continuing airworthiness management exposition. One current copy of the subcontracted organisation’s relevant
procedures should be kept by the CAMO and should be accessible to the competent authority when needed.

Note: Should any conflict arise between the subcontracted organisation’s procedures and those of the CAMO, then
the policy and procedures of the continuing airworthiness management exposition will prevail.

1.8. The contract should also specify that the subcontracted organisation’s procedures may only be amended with the
agreement of the CAMO. The CAMO should ensure that these amendments are compatible with its continuing
airworthiness management exposition and comply with M.A. Subpart G.

The CAMO should nominate the person responsible for continued monitoring and acceptance of the subcontracted
organisation’s procedures and their amendments. The controls used to fulfil this function should be clearly set out in
the amendment section of the continuing airworthiness management exposition detailing the level of CAMO
involvement.

1.9. Whenever any elements of the continuing airworthiness management tasks are subcontracted, the CAMO
personnel should have access to all relevant data in order to fulfil their responsibilities.

Note: The CAMO retains the authority to override, whenever necessary for the continuing airworthiness of their
aircraft, any recommendation of the subcontracted organisation.

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1.10. The CAMO should ensure that the subcontracted organisation continues to have qualified technical expertise and
sufficient resources to perform the sub-contracted tasks while complying with the relevant procedures. Failure to
do so may invalidate the CAMO approval.

1.11. The contract should provide for competent authority monitoring.

1.12. The contract should address the respective responsibilities to ensure that any findings arising from the competent
authority monitoring will be closed to the satisfaction of the competent authority.

2. Accomplishment

This paragraph describes the topics which may be applicable to such subcontracting arrangements.

2.1. Scope of work

The type of aircraft and their registrations, engine types and/or components subject to the continuing airworthiness
management tasks contract should be specified.

2.2. Maintenance programme development and amendment

The CAMO may subcontract the preparation of the draft maintenance programme and any subsequent
amendments. However, the CAMO remains responsible for assessing that the draft proposals meet its needs and for
obtaining competent authority approval; the relevant procedures should specify these responsibilities. The contract
should also stipulate that any data necessary to substantiate the approval of the initial programme or an
amendment to this programme should be provided for CAMO agreement and/or competent authority upon
request.

2.3. Maintenance programme effectiveness and reliability

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The CAMO should have a system in place to monitor and assess the effectiveness of the maintenance programme
based on maintenance and operational experience. The collection of data and initial assessment may be made by
the subcontracted organisation; the required actions are to be endorsed by the CAMO.

Where reliability monitoring is used to establish the effectiveness of the maintenance programme, this may be
provided by the subcontracted organisation and should be specified in the relevant procedures. Reference should
be made to the approved maintenance and reliability programme. Participation of the CAMO’s personnel in
reliability meetings with the subcontracted organisation should also be specified.

When providing reliability data, the subcontracted organisation is limited to working with primary data/documents
provided by the CAMO or data provided by the CAMO’s contracted maintenance organisation(s) from which the
reports are derived. The pooling of reliability data is permitted if it is acceptable to the competent authority.

2.4. Permitted variations to the maintenance programme

The reasons and justification for any proposed variation to scheduled maintenance may be prepared by the
subcontracted organisation. Acceptance of the proposed variation should be granted by the CAMO. The means by
which the CAMO acceptance is given should be specified in the relevant procedures. When outside the limits set out
in the maintenance programme, the CAMO is required to obtain approval by the competent authority.

2.5. Scheduled maintenance

Where the subcontracted organisation plans and defines maintenance checks or inspections in accordance with the
approved maintenance programme, the required liaison with the CAMO, including feedback, should be defined.

The planning control and documentation should be specified in the appropriate supporting procedures. These
procedures should typically set out the CAMO’s level of involvement in each type of check. This will normally involve
the CAMO assessing and agreeing to a work specification on a case-by-case basis for base maintenance checks. For
routine line maintenance checks, this may be controlled on a day-to-day basis by the subcontracted organisation
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subject to appropriate liaison and CAMO controls to ensure timely compliance. This may typically include but is not
necessarily limited to:

− applicable work package, including job cards;

− scheduled component removal list;

− ADs to be incorporated;

− modifications to be incorporated.

The associated procedures should ensure that the CAMO is informed in a timely manner on the accomplishment of
such tasks.

2.6. Quality monitoring

The CAMO’s quality system should monitor the adequacy of the subcontracted continuing airworthiness
management task performance for compliance with the contract and with M.A. Subpart G. The terms of the contract
should therefore include a provision allowing the CAMO to perform a quality surveillance (including audits) of the
subcontracted organisation. The aim of the surveillance is primarily to investigate and judge the effectiveness of
those subcontracted activities and thereby to ensure compliance with M.A Subpart G and the contract. Audit reports
may be subject to review when requested by the competent authority.

2.7. Access to the competent authority

The contract should specify that the subcontracted organisation should always grant access to the competent
authority.

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2.8. Maintenance data

The maintenance data used for the purpose of the contract should be specified, together with those responsible for
providing such documentation and the competent authority responsible for the acceptance/approval of such data,
when applicable. The CAMO should ensure that such data, including revisions, is readily available to the CAMO
personnel and to those in the subcontracted organisation who may be required to assess such data. The CAMO
should establish a ‘fast track’ means to ensure that urgent data is transmitted to the subcontractor in a timely
manner. Maintenance data may include but is not necessarily limited to:

− the maintenance programme,

− airworthiness directives,

− service bulletins,

− major repairs/modification data,

− aircraft maintenance manual,

− engine overhaul manual,

− aircraft illustrated parts catalogue (IPC),

− wiring diagrams,

− troubleshooting manual.

2.9. Airworthiness directives (ADs)

While the various aspects of AD assessment, planning and follow-up may be accomplished by the subcontracted
organisation, AD embodiment is performed by a maintenance organisation. The CAMO is responsible for ensuring
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timely embodiment of the applicable ADs and is to be provided with notification of compliance. It, therefore, follows
that the CAMO should have clear policies and procedures on AD embodiment supported by defined procedures
which will ensure that the CAMO agrees to the proposed means of compliance.

The relevant procedures should specify:

− what information (e.g. AD publications, continuing airworthiness records, flight hours/cycles, etc.) the
subcontracted organisation needs from the CAMO;

− what information (e.g. AD planning listing, detailed engineering order, etc.) the CAMO needs from the
subcontracted organisation in order to ensure timely compliance with the ADs.

To fulfil the above responsibility, the CAMO should ensure that it receives current mandatory continued
airworthiness information for the aircraft and equipment it is managing.

2.10. Service bulletin (SB) modifications

The subcontracted organisation may be required to review and make recommendations on the embodiment of an
SB and other associated non-mandatory material based on a clear policy established by the CAMO. This should be
specified in the contract.

2.11. Service life limit controls and component control/removal forecast

Where the subcontracted organisation performs planning activities, it should be specified that the organisation
should receive the current flight cycles, flight hours, landings and/or calendar controlled details, as applicable, at a
frequency to be specified in the contract. The frequency should be such that it allows the organisation to properly
perform the subcontracted planning functions. It, therefore, follows that there will need to be adequate liaison
between the CAMO, the contracted maintenance organisation(s) and the subcontracted organisation.

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Additionally, the contract should specify how the CAMO will be in possession of all current flight cycles, flight
hours, etc., so that it may assure the timely accomplishment of the required maintenance.

2.12. Engine health monitoring

If the CAMO subcontracts the on-wing engine health monitoring, the subcontracted organisation should receive
all the relevant information to perform this task, including any parameter reading deemed necessary to be
supplied by the CAMO for this control. The contract should also specify what kind of feedback information (such as
engine limitation, appropriate technical advice, etc.) the organisation should provide to the CAMO.

2.13. Defect control

Where the CAMO has subcontracted the day-to-day control of technical log deferred defects, this should be
specified in the contract and should be adequately described in the appropriate procedures. The operator’s
MEL/CDL provides the basis for establishing which defects may be deferred and the associated limits. The
procedures should also define the responsibilities and actions to be taken for defects such as AOG situations,
repetitive defects, and damage beyond the type certificate holder’s limits.

For all other defects identified during maintenance, the information should be brought to the attention of the
CAMO which, depending upon the procedural authority granted by the competent authority, may determine that
some defects can be deferred. Therefore, adequate liaison between the CAMO, its subcontracted organisation and
contracted maintenance organisation should be ensured.

The subcontracted organisation should make a positive assessment of potential deferred defects and consider the
potential hazards arising from the cumulative effect of any combination of defects. The subcontracted
organisations should liaise with the CAMO to get its agreement following this assessment.

Deferment of MEL/CDL allowable defects can be accomplished by a contracted maintenance organisation in

compliance with the relevant technical log procedures, subject to the acceptance by the aircraft commander.
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2.14. Mandatory occurrence reporting

All incidents and occurrences that meet the reporting criteria defined in Part-M and Part-145 should be reported as
required by the respective requirements. The CAMO should ensure that adequate liaison exists with the
subcontracted organisation and the maintenance organisation.

2.15. Continuing airworthiness records

They may be maintained and kept by the subcontracted organisation on behalf of the CAMO, which remains the
owner of these documents. However, the CAMO should be provided with the current status of AD compliance and
service life-limited components in accordance with the agreed procedures. The CAMO should also be granted
unrestricted and timely access to the original records as and when needed. Online access to the appropriate
information systems is acceptable.

The record-keeping requirements of Part-M should be met. Access to the records by duly authorised members of
the competent authority should be granted upon request.

2.16. Check flight procedures

Check flights are performed under the control of the CAMO. Check flight requirements from the subcontracted
organisation or contracted maintenance organisation should be agreed by the CAMO.

2.17. Communication between the CAMO and the subcontracted organisation

2.17.1. In order to fulfil its airworthiness responsibility, the CAMO needs to receive all the relevant reports and
relevant maintenance data. The contract should specify what information should be provided and when.

2.17.2. Meetings provide one important cornerstone whereby the CAMO can fulfil part of its responsibility for
ensuring the airworthiness of the operated aircraft. They should be used to establish good communication
between the CAMO, the subcontracted organisation and the contracted maintenance organisation. The
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terms of the contract should include, whenever appropriate, the provision for a certain number of meetings
to be held between the involved parties. Details of the types of liaison meetings and associated terms of
reference of each meeting should be documented. The meetings may include but are not limited to all or a
combination of:

(a) Contract review

Before the contract is enforced, it is very important that the technical personnel of both parties, that are
involved in the fulfilment of the contract, meet in order to be sure that every point leads to a common
understanding of the duties of both parties.

(b) Work scope planning meeting

Work scope planning meetings may be organised so that the tasks to be performed are commonly agreed.

(c) Technical meeting

Scheduled meetings should be organised in order to review on a regular basis and agree on actions on
technical matters such as ADs, SBs, future modifications, major defects found during shop visit, reliability, etc.

(d) Quality meeting

Quality meetings should be organised in order to examine matters raised by the CAMO’s quality surveillance
and the competent authority’s monitoring activity and to agree on necessary corrective actions.

(e) Reliability meeting

When a reliability programme exists, the contract should specify the involvement of the CAMO and of the
subcontracted organisation in that programme, including their participation in reliability meetings. Provision to
enable competent authority participation in the periodical reliability meetings should also be made.

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Appendix III to GM M.B.303(b) — KEY RISK ELEMENTS

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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Abbreviations used:

A/C Aircraft

ACAM Aircraft Continuous Airworthiness Monitoring

AD Airworthiness Directive

ALI Airworthiness Limitation Items

ALS Airworthiness Limitations Section

AMM Aircraft Maintenance Manual

AMP Aircraft Maintenance Programme

APU Auxiliary Power Unit

ASM Ageing Systems Maintenance

B-RNAV Basic Area Navigation

CAMO Continuing Airworthiness Management Organisation

CDL Configuration Deviation List

CDCCL Critical Design Configuration Control Limitations

CMM Component Maintenance Manual

CMR Certification Maintenance Requirement

DT Damage Tolerant

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ED Executive Director of EASA

ETOPS Extended Range Operations with Two-engined aeroplanes

ETSO European Technical Standard Order

EWIS Electrical Wiring Interconnection System

EZAP Enhanced Zonal Analysis Procedure

FCOM Flight Crew Operations Manual

FDR Flight Data Recorder

FM Flight Manual

FRM Flammability Reduction Means

FTIP Fuel Tank Ignition Prevention

GA General Aviation

ICA Instructions for Continuing Airworthiness

IPCI Illustrated Parts Catalogue

KRE Key Risk Element

LHIRF Lightning High Intensity Radiated Field

LOPA Layout of Passenger Accommodation

MCAI Mandatory Continuing Airworthiness Information

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MEL Minimum Equipment List

MNPS Minimum Navigation Performance Specification

MRB Maintenance Review Board

MRBR Maintenance Review Board Report

MPD Maintenance Planning Document

NAA National Aviation Authority

OEM Original Equipment Manufacturer

OM Operations Manual

OM-B Operations Manual Part-B

PN Part Number

QRH Quick Reference Handbook

PWR Power

RVSM Reduced Vertical Separation Minima

SN Serial Number

SB Service Bulletin

SM Service Manual

SRM Structural Repair Manual

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STC Supplemental Type Certificate

TBO Time Between Overhauls

TC Type Certificate

TCDS Type Certificate Data Sheet

TLB Technical Logbook

TSO Technical Standard Order

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Appendix IV to AMC M.A.604 — Maintenance organisation manual ED Decision 2015/029/R
1. Purpose

The maintenance organisation manual is the reference for all the work carried out by the approved maintenance
organisation. It should contain all the means established by the organisation to ensure compliance with Part-M
according to the extent of approval and the privileges granted to the organisation.

The maintenance organisation manual should define precisely the work that the approved maintenance organisation is
authorised to carry out and the subcontracted work. It should detail the resources used by the organisation, its structure
and its procedures.

2. Content

A typical Maintenance Organisation Manual for a small organisation (less than 10 maintenance staff) should be
designed to be used directly on a day to day basis. The working documents and lists should be directly included into the
manual. It should contain the following:

Part A. — General

− Table of contents

− List of effective pages

− Record of amendments

− Amendment procedure

− Drafting

− Amendments requiring direct approval by the competent authority

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− Approval

− Distribution

− Name or title of each person holding a copy of the manual

− Accountable manager statement

− Approval of the manual

− Statement that the maintenance organisation manual and any incorporated document identified therein
reflect the organisation’s means of compliance with Part-M

− Commitment to work according to the manual

− Commitment to amend the manual when necessary

Part B — Description

− Organisation’s scope of work

− Description of the work carried out by the organisation (type of product, type of work) and subcontracted
work

− Identification of the level of work which can be performed at each facility.

− General presentation of the organisation

− Legal name and social status

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− Name and title of management personnel

− Accountable manager

− Senior managers

− Duties and responsibilities

− Organisation chart

− Certifying staff and airworthiness review staff

− Minimum qualification and experience

− List of authorised certifying staff and airworthiness review staff, their scope of qualification and the personal
authorisation reference

− Personnel

− Technical personnel (number, qualifications and experience)

− Administrative personnel (number)

− General description of the facility

− Geographical location (map)

− Plan of hangars

− Specialised workshops

− Office accommodation
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− Stores

− Availability of all leased facilities.

− Tools, equipment and material

− List of tools, equipment and material used (including access to tools used on occasional basis)

− Test apparatus

− Calibration frequencies

− Maintenance data

− List of maintenance data used in accordance with M.A.402, and appropriate amendment subscription information
(including access to data used on occasional basis).

Part C — General Procedures

− Organisational review

− Purpose (to insure that the approved maintenance organisation continues to meet the requirements of
Part-M)

− Responsibility

− Organisation, frequency, scope and content (including processing of authority’s findings)

− Planning and performance of the review

− Organisational review checklist and forms

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− Processing and correction of review findings

− Reporting

− Review of subcontracted work

− Training

− Description of the methods used to ensure compliance with the personnel qualification and training
requirements (certifying staff training, specialised training)

− Description of the personnel records to be retained

− Subcontracting of specialised services

− Selection criteria and control

− Nature of subcontracted work

− List of subcontractors

− Nature of arrangements

− Assignment of responsibilities for the certification of the work performed

− One time authorisations

− Maintenance checks

− Certifying staff

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− Part D — Working Procedures

− Work order acceptance

− Preparation and issue of the work package

− Control of the work order

− Preparation of the planned work

− Work package content (copy of forms, work cards, procedure for their use, distribution)

− Responsibilities and signatures needed for the authorisation of the work

− Logistics

− Persons/functions involved

− Criteria for choosing suppliers

− Procedures used for incoming inspection and storage of parts, tools and materials

− Copy of forms and procedure for their use and distribution

− Execution

− Persons/functions involved and respective role

− Documentation (work package and work cards)

− Copy of forms and procedure for their use and distribution

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− Use of work cards or manufacturer’s documentation

− Procedures for accepting components from stores including eligibility check

− Procedures for returning unserviceable components to stores

− Release to Service – Certifying staff

− Authorised certifying staff functions and responsibilities

− Release to Service – Supervision

Detailed description of the system used to ensure that all maintenance tasks, applicable to the work
requested of the approved maintenance organisation, have been completed as required.

− Supervision content

− Copy of forms and procedure for their use and distribution

− Control of the work package

− Release to Service – Certificate of release to service

− Procedure for signing the CRS (including preliminary actions)

− Certificate of release to service wording and standardised form

− Completion of the aircraft continuing airworthiness record system

− Completion of EASA Form 1

− Incomplete maintenance
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− Check flight authorisation

− Copy of CRS and EASA Form 1

− Records

− Airworthiness review procedures and records for ELA1 aircraft not involved in commercial operations

− Development and approval processing for maintenance programmes for ELA2 aircraft not involved in
commercial operations

− Special procedures

Such as specialised tasks, disposal of unsalvageable components, re-certification of parts not having an
EASA Form 1, etc.

− Occurrence reporting

− Occurrences to be reported

− Timeframe of reports

− Information to be reported

− Recipients

− Management of indirect approval of the manual

− Amendments content eligible for indirect approval

− Responsibility

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− Traceability

− Information to the competent authority

− Final validation

− Part E – Appendices

− Sample of all documents used.

− List of maintenance locations.

− List of Part-145 or M.A. Subpart F organisations.

− List of subcontracted specialised services.

3. Approval

The competent authority should approve the manual in writing. This will normally be done by approving a list of
effective pages.

Minor amendments, or amendments to a large capability list, can be approved indirectly, through a procedure
approved by the member state.

4. Continuous compliance with Part-M

When a maintenance organisation manual no longer meets the requirements of this Part-M, whether through a change
in Part-M, a change in the organisation or its activities, or through an inadequacy shown to exist by verification
inspections conducted under the organisational review, or any other reason that affects the manuals conformity to
requirements, the approved maintenance organisation is responsible to prepare and have approved an amendment to
its manual.
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5. Distribution

The manual describes how the organisation works therefore the manual or relevant parts thereof need to be distributed
to all concerned staff in the organisation and contracted organisations.

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Appendix V to AMC M.A.704 — Continuing airworthiness management exposition

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DISTRIBUTION LIST

(The document should include a distribution list to ensure proper distribution of the manual and to demonstrate to the
competent authority that all personnel involved in continuing airworthiness activities have access to the relevant
information. This does not mean that all personnel have to receive a manual, but that a reasonable amount of manuals
is distributed within the organisation(s) so that personnel concerned have quick and easy access to the manual.

Accordingly, the continuing airworthiness management exposition should be distributed to:

− the operator’s or the organisation’s management personnel and to any person at a lower level as necessary; and

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− the Part-145 or M.A. Subpart F contracted maintenance organisation(s); and

− the competent authority.)

PART 0 — GENERAL ORGANISATION

0.1 Corporate commitment by the accountable manager

(The accountable manager’s exposition statement should embrace the intent of the following paragraph, and in fact
this statement may be used without amendment. Any amendment to the statement should not alter its intent.)

‘This exposition defines the organisation and procedures upon which the M.A. Subpart G approval of Joe Bloggs
under Part-M is based.

These procedures are approved by the undersigned and must be complied with, as applicable, in order to ensure
that all continuing airworthiness activities, including maintenance of aircraft managed by Joe Bloggs, are carried out
on time to an approved standard.

It is accepted that these procedures do not override the necessity of complying with any new or amended
regulation published by the Agency or the competent authority from time to time where these new or amended
regulations are in conflict with these procedures.

The competent authority will approve this organisation whilst it is satisfied that the procedures are followed. It is
understood that the competent authority reserves the right to suspend, limit or revoke the M.A. Subpart G
continuing airworthiness management approval of the organisation, as applicable, if the competent authority has
evidence that the procedures are not followed and the standards not upheld.

In the case of air carriers licensed in accordance with Regulation (EC) No 1008/2008, suspension or revocation of the
approval of the M.A. Subpart G continuing airworthiness management organisation would invalidate the AOC.’

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0.2 General Information

a) Brief description of the organisation

(This paragraph should describe broadly how the whole organisation (i.e. including the whole operator in the case of
air carriers licensed in accordance with Regulation (EC) No 1008/2008 or the whole organisation when other
approvals are held) is organised under the management of the accountable manager, and should refer to the
organisation charts of paragraph 0.4.)

b) Relationship with other organisations

(This paragraph may not be applicable to every organisation.)

(1) Subsidiaries/mother company

(For clarity purposes, where the organisation belongs to a group, this paragraph should explain the specific
relationship the organisation may have with other members of that group, e.g. links between Joe Bloggs Airlines, Joe
Bloggs Finance, Joe Bloggs Leasing, Joe Bloggs Maintenance, etc.)

(2) Consortia

(Where the organisation belongs to a consortium, it should be indicated here. The other members of the consortium
should be specified, as well as the scope of organisation of the consortium (e.g. operations, maintenance, design
(modifications and repairs), production etc.). The reason for specifying this is that consortium maintenance may be
controlled through specific contracts and through consortium’s policy and/or procedures manuals that might
unintentionally override the maintenance contracts. In addition, in respect of international consortia, the respective
competent authorities should be consulted and their agreement to the arrangement should be clearly stated. This
paragraph should then make reference to any consortium’s continuing airworthiness related manual or procedure
and to any competent authority agreement that would apply.)

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c) Scope of work — Aircraft managed

(This paragraph should specify the scope of the work for which the CAMO is approved. This paragraph may include
aircraft type/series, aircraft registrations, owner/operator, contract references, etc. The following is given as an
example.)

For air carriers licensed in accordance with Regulation (EC) No 1008/2008, this paragraph can make reference to the
operations specifications or operations manual where the aircraft registrations are listed.

(Depending on the number of aircraft, this paragraph may be updated as follows:

1. the paragraph is revised each time an aircraft is removed from or added in the list;

2. the paragraph is revised each time a type of aircraft or a significant number of aircraft is removed from or added
to the list; in that case, the paragraph should explain where the current list of aircraft managed is available for
consultation.)

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d) Type of operation

(This paragraph should give broad information on the type of operations such as: commercial air transport
operations, (commercial) specialised operations, training organisation, NCC, NCO, long haul/short haul/regional,
scheduled/charter, regions/countries/continents flown, etc.)

0.3 Management personnel

a) Accountable manager

(This paragraph should address the duties and responsibilities of the accountable manager as regards M.A. Subpart G
approvals and should demonstrate that he/she has corporate authority for ensuring that all continuing airworthiness
activities can be financed and carried out to the required standard.)

b) Nominated postholder for continuing airworthiness referred to in M.A.706(d)

(This paragraph should:

− emphasise that the nominated postholder for continuing airworthiness is responsible to ensure that all
maintenance is carried out on time and to an approved standard; and

− describe the extent of his/her authority as regards his/her Part-M responsibility for continuing airworthiness.)

c) Continuing airworthiness coordination

(This paragraph should list in sufficient detail the job functions that constitute the ‘group of persons’ as required
by M.A.706(c) so as to show that all the continuing airworthiness responsibilities as described in Part-M are
covered by the persons that constitute that group. In the case of small operators where the ‘nominated
postholder’ for continuing airworthiness constitutes himself/herself the ‘group of persons’, this paragraph may be
merged with the previous one.)

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d) Duties and responsibilities

(This paragraph should further elaborate the duties and responsibilities of all the nominated persons and of any
other management personnel.)

e) Manpower resources and training policy

(1) Manpower resources

(This paragraph should give broad figures to show that the number of people assigned to the performance of the
approved continuing airworthiness activity is adequate. It is not necessary to give the detailed number of
employees of the whole company, but only the number of those involved in continuing airworthiness. This could
be presented as follows:)

As of 28 November 2003, the number of employees assigned to the performance of the continuing airworthiness
management system is the following:

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(Note: According to the size and complexity of the organisation, this table may be further developed or
simplified.)

(2) Training policy

(This paragraph should show that the training and qualification standards for the personnel mentioned above are
consistent with the size and complexity of the organisation. It should also explain how the need for recurrent
training is assessed and how training recording and follow-up is performed.)

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0.4 Management organisation charts

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0.5 Procedure to notify the competent authority of changes to the organisation’s activities/approval/location/personnel

(This paragraph should explain the cases where the company should inform the competent authority prior to
incorporating proposed changes, for instance:

The accountable manager (or any nominated person such as the nominated postholder or the quality manager) will
notify the competent authority of any change concerning:

(1) the company’s name and location(s);

(2) the group of persons as specified in paragraph 0.3.c); and

(3) operations, procedures and technical arrangements, as far as they may affect the approval.

Joe Bloggs will not incorporate such changes until they have been assessed and approved by the competent
authority.)

0.6 Exposition amendment procedure

(This paragraph should explain who is responsible for the amendment of the exposition and its submission to the
competent authority for approval. This may include, if agreed by the competent authority, the possibility for the
approved organisation to approve internally minor amendments that have no impact on the approval held. The
paragraph should then specify what types of amendments are considered minor and major, and what the approval
procedures for both cases are.)

PART 1 — CONTINUING AIRWORTHINESS MANAGEMENT PROCEDURES

1.1 Aircraft technical log utilisation and MEL application

or

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1.1 Aircraft continuing airworthiness record system utilisation

a) Aircraft technical log and/or continuing airworthiness record system

(1) General

(It may be useful to recall, in this introductory paragraph, the purpose of the aircraft technical log system and/or
the continuing airworthiness record system, with special attention to the options of M.A.305 and M.A.306.

For that purpose, the paragraphs M.A.305 and M.A.306 may be quoted or further explained.)

(2) Instructions for use

(This paragraph should provide instructions for using the aircraft technical log and/or continuing airworthiness
record system. It should emphasise the respective responsibilities of the maintenance personnel and operating
crew. Samples of the technical log and/or continuing airworthiness record system should be included in Part 5
‘Appendices’ in order to provide enough detailed instructions.)

(3) Aircraft technical log approval

(This paragraph should explain who is responsible for submitting the aircraft technical log, and any subsequent
amendment thereto, to the competent authority for approval and what is the procedure to be followed.)

b) MEL application

(The MEL is a document not controlled by the CAMO and the decision of whether accepting or not the operation
with a defect deferred in accordance with the MEL is normally the responsibility of the operating crew. This
paragraph should explain in sufficient detail the MEL application procedure, because the MEL is a tool that the
personnel involved in continuing airworthiness and maintenance have to be familiar with in order to ensure
proper and efficient communication with the crew in case of a defect rectification to be deferred.)

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(This paragraph does not apply to those types of aircraft that do not have an MEL.)

(1) General

(This paragraph should explain broadly what an MEL document is. The information could be extracted from
the aircraft flight manual.)

(2) MEL categories

(Where an owner/operator uses a classification system placing a time constraint on the rectification of defects,
it should be explained here what are the general principles of such a system. It is essential for the personnel
involved in continuing airworthiness and maintenance to be familiar with it for the management of the MEL’s
deferred defect rectification.)

(3) Application

(This paragraph should explain how the continuing airworthiness and maintenance personnel make the
flight crew aware of an MEL limitation. This should refer to the technical log procedures.)

(4) Acceptance by the crew

(This paragraph should explain how the crew notifies their acceptance or nonacceptance of the MEL
deferment in the technical log.)

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(5) Management of the MEL time limits

(Once a technical limitation is accepted by the crew, the defect must be rectified within the time limit specified
in the MEL. There should be a system to ensure that the defect will actually be rectified before that time limit.
This system could be the aircraft technical log for those (small) operators that use it as a planning document, or
a specific follow-up system where control of the maintenance time limit is ensured by other means such as
data processed planning systems.)

(6) MEL time limitation overrun

(The competent authority may allow the owner/operator to overrun the MEL time limitation under specific
conditions. Where applicable, this paragraph should describe the specific duties and responsibilities with
regard to controlling these extensions.)

1.2 Aircraft maintenance programme — development and amendment

a) General

(This introductory paragraph should recall that the purpose of a maintenance programme is to provide
maintenance planning instructions necessary for the safe operation of the aircraft.)

b) Content

(This paragraph should explain what is (are) the format(s) of the aircraft maintenance programme(s). Appendix I
to AMC M.A.302(a) and M.B.301(d) should be used as a guideline to develop this paragraph.)

c) Development

(1) Sources

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(This paragraph should explain what are the sources (MRB, MPD, maintenance manual, etc.) used for the
development of an aircraft maintenance programme.)

(2) Responsibilities

(This paragraph should explain who is responsible for the development of an aircraft maintenance
programme.)

(3) Manual amendments

(This paragraph should demonstrate that there is a system for ensuring the continuing validity of the aircraft
maintenance programme. Particularly, it should show how any relevant information is used to update the
aircraft maintenance programme. This should include, as applicable, MRB report revisions, consequences of
modifications, manufacturer and competent authority recommendations, inservice experience, and
reliability reports.)

(4) Acceptance by the authority

(This paragraph should explain who is responsible for the submission of the maintenance programme to the
competent authority and what the procedure to follow is. This should in particular address the issue of the
approval for variation to maintenance periods either by the competent authority or by a procedure in the
maintenance programme for the organisation to approve internally certain changes.)

1.3 Time and continuing airworthiness records, responsibilities, retention and access

a) Hours and cycles recording

(The recording of flight hours and cycles is essential for the planning of maintenance tasks. This paragraph
should explain how the continuing airworthiness management organisation has access to the current flight
hours and cycles information and how it is processed through the organisation.)
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b) Records

(This paragraph should give in detail the type of company documents that are required to be recorded and what
are the recording period requirements for each of them. This can be provided by a table or series of tables that
would include the following:

− family of document (if necessary),

− name of document,

− retention period,

− responsible person for retention,

− place of retention.)

c) Preservation of records

(This paragraph should set out the means provided to protect the records from fire, flood, etc., as well as the
specific procedures in place to ensure that the records will not been altered during the retention period
(especially computer records).)

d) Transfer of continuing airworthiness records

(This paragraph should set out the procedure for the transfer of records in case of purchase/lease-in, sale/lease-
out and transfer of an aircraft to another organisation. In particular, it should specify which records have to be
transferred and who is responsible for the coordination (if necessary) of the transfer.)

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1.4 Accomplishment and control of airworthiness directives

(This paragraph should demonstrate that there is a comprehensive system in place for the management of
airworthiness directives. This paragraph may, for instance, include the following subparagraphs:)

a) Airworthiness directive information

(This paragraph should explain what the AD information sources are and who receives them in the company.
Where available, multiple sources (e.g. Agency + competent authority + manufacturer or association) may be
useful.)

b) Airworthiness directive decision

(This paragraph should explain how and by whom the AD information is analysed and what kind of information is
provided to the contracted maintenance organisations in order to plan and perform the airworthiness directive.
This should include as necessary a specific procedure for the management of emergency airworthiness
directives.)

c) Airworthiness directive control

(This paragraph should specify how the organisation manages to ensure that all the applicable airworthiness
directives are accomplished and that they are accomplished on time. This should include a closed-loop system
that allows verifying that for each new or revised airworthiness directive and for each aircraft:

− the AD is not applicable, or

− if the AD is applicable:

− the AD is not yet accomplished but the time limit is not overdue,

− the AD is accomplished and any repetitive inspection is identified and performed.

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This may be a continuous process or may be based on scheduled reviews.)

1.5 Analysis of the effectiveness of the maintenance programme

(This paragraph should show what tools are used in order to analyse the efficiency of the maintenance programme,
such as:

− pilot reports (PIREPS),

− air turnbacks,

− spare consumption,

− repetitive technical occurrence and defect,

− technical delays analysis (through statistics, if relevant),

− technical incidents analysis (through statistics, if relevant),

− etc.

− This paragraph should also indicate by whom and how this data is analysed, what is the decision process to
take action and what kind of action could be taken. This may include:

− amendment of the maintenance programme,

− amendment of maintenance or operational procedures,

− etc.)

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1.6 Non-mandatory modification embodiment policy

(This paragraph should specify how non-mandatory modification information is processed through the
organisation, who is responsible for its assessment against the operator’s/owner’s own needs and operational
experience, what are the main criteria for decision and who takes the decision of implementing (or not) a non-
mandatory modification.)

1.7 Major repair and modification standards

(This paragraph should set out a procedure for the assessment of the approval status of any major repair or
modification before embodiment. This will include the assessment of the need of an Agency or design organisation
approval. It should also identify the type of approval required, and the procedure to follow to have a repair or
modification approved by the Agency or design organisation.)

1.8 Defect reports

a) Analysis

(This paragraph should explain how the defect reports provided by the contracted maintenance organisations are
processed by the continuing airworthiness management organisation. Analysis should be conducted in order to
give elements to activities such as maintenance programme evolution and non-mandatory modification policy.)

b) Liaison with manufacturers and regulatory authorities

(Where a defect report shows that such defect is likely to occur to other aircraft, a liaison should be established
with the manufacturer and the certification competent authority so that they may take all the necessary action.)

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c) Deferred defect policy

(Defects such as cracks and structural defects are not addressed in the MEL and CDL. However, it may be
necessary in certain cases to defer the rectification of a defect. This paragraph should establish the procedure to
be followed in order to be sure that the deferment of any defect will not lead to any safety concern. This will
include appropriate liaison with the manufacturer.)

1.9 Engineering activity

(Where applicable, this paragraph should present the scope of the organisation’s engineering activity in terms of
approval of modifications and repairs. It should set out a procedure for developing and submitting a
modification/repair design for approval to the Agency and include reference to the supporting documentation
and forms used. It should identify the person in charge of accepting the design before submission to the Agency
or the competent authority.

Where the organisation has a DOA capability under Part-21, it should be indicated here and the related manuals
should be referred too.)

1.10 Reliability programmes

(This paragraph should explain appropriately the management of a reliability programme. It should at least
address the following:

− extent and scope of the reliability programme,

− specific organisational structure, duties and responsibilities,

− establishment of reliability data,

− analysis of reliability data,

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− corrective action system (maintenance programme amendment),

− scheduled reviews (reliability meetings and when the participation of the competent authority is needed.)

(This paragraph may, where necessary, be subdivided as follows:)

a) Airframe

b) Propulsion

c) Component

1.11 Pre-flight inspections

(This paragraph should show how the scope and definition of pre-flight inspection, that is usually performed by
the operating crew, are kept consistent with the scope of the maintenance performed by the contracted
maintenance organisations. It should show how the evolution of the content of the pre-flight inspection and of
the maintenance programme are concurrent.)

(The following paragraphs are self-explanatory. Although these activities are normally not performed by
continuing airworthiness personnel, these paragraphs have been placed here in order to ensure that the related
procedures are consistent with the continuing airworthiness activity procedures.)

a) Preparation of aircraft for flight

b) Subcontracted ground-handling function

c) Security of cargo and baggage loading

d) Control of refueling, quantity/quality

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e) Control of snow, ice, residues from de-icing or anti-icing operations, dust and sand contamination to an
approved standard

1.12 Aircraft weighing

(This paragraph should state the cases where an aircraft has to be weighed (for instance, after a major modification
because of weight and balance operational requirements, etc.), who performs it, according to which procedure,
who calculates the new weight and balance, and how the result is processed in the organisation.)

1.13 Check flight procedures

(The criteria for performing a check flight are normally included in the aircraft maintenance programme. This
paragraph should explain how the check flight procedure is established in order to meet its intended purpose (for
instance, after a heavy maintenance check, after engine or flight control removal installation, etc.), and the release
procedures to authorise such a check flight.)

PART 2 — QUALITY SYSTEM

2.1 Continuing airworthiness quality policy, plan and audit procedure

a) Continuing airworthiness quality policy

(This paragraph should include a formal quality policy statement — that is a commitment to what the quality
system is intended to achieve. It should include as a minimum the monitoring compliance with Part-M and with
any additional standards specified by the organisation.)

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b) Continuing airworthiness quality plan

(This paragraph should show how the quality plan is established. The quality plan will consist of a quality audit
and sampling schedule that should cover all the areas specific to Part-M in a definite period of time. However,
the scheduling process should also be dynamic and allow for special evaluations when trends or concerns are
identified. In case of subcontracting, this paragraph should also address the planning of the auditing of
subcontractors at the same frequency with the rest of the organisation.)

c) Continuing airworthiness quality audit procedure

(Quality audit is a key element of the quality system. Therefore, the quality audit procedure should be
sufficiently detailed to address all the steps of an audit from preparation to conclusion; it should show the audit
report format (e.g. by reference to paragraph 5.1 ‘Sample of document’), and should explain the rules for the
distribution of audit reports in the organisation (e.g. involvement of the quality manager, accountable manager,
nominated postholder, etc.).)

d) Continuing airworthiness quality audit remedial action procedure

(This paragraph should explain what system is put in place in order to ensure that the corrective actions are
implemented on time and that the result of the corrective actions meets the intended purpose. For instance,
where this system consists in periodical corrective actions review, instructions should be given on how such
reviews should be conducted and what should be evaluated.)

2.2 Monitoring of continuing airworthiness management activities

(This paragraph should set out a procedure to periodically review the activities of the continuing airworthiness
management personnel and how they fulfil their responsibilities, as defined in Part 0.)

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2.3 Monitoring of the effectiveness of the maintenance programme(s)

(This paragraph should set out a procedure to periodically review that the effectiveness of the maintenance
programme(s) is actually analysed as defined in Part 1.)

2.4 Monitoring that all maintenance is carried out by an appropriate maintenance organisation

(This paragraph should set out a procedure to periodically review that the approval of the contracted maintenance
organisations is relevant for the maintenance of the operator’s fleet. This may include feedback information from
any contracted organisation on any actual or contemplated amendment in order to ensure that the maintenance
system remains valid and to anticipate any necessary change in the maintenance agreements.

If necessary, the procedure may be subdivided as follows:

a) Aircraft maintenance

b) Engines

c) Components)

2.5 Monitoring that all contracted maintenance is carried out in accordance with the contract, including subcontractors
used by the maintenance contractor

(This paragraph should set out a procedure to periodically review that the continuing airworthiness management
personnel are satisfied that all contracted maintenance is carried out in accordance with the contract. This may
include a procedure to ensure that the system allows all the personnel involved in the contract (including the
contractors and their subcontractors) to familiarise themselves with its terms and that, for any contract amendment,
relevant information is distributed in the organisation and to the contractor.)

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2.6 Quality audit personnel

(This paragraph should establish the required training and qualification standards for auditors. Where persons act as
part-time auditors, it should be emphasised that they must not be directly involved in the activity they are auditing.)

PART 3 — CONTRACTED MAINTENANCE

3.1 Procedures for contracted maintenance

a) Procedures for the development of maintenance contracts

(This paragraph should explain the procedures that the organisation follows to develop the maintenance
contract. The CAMO processes to implement the different elements described in Appendix XI to AMC
M.A.708(c) should be explained. In particular, it should cover responsibilities, tasks and interaction with the
maintenance organisation and with the owner/operator.

This paragraph should also describe, when necessary, the use of work orders for unscheduled line
maintenance and component maintenance as per M.A.708(d). The organisation may develop a work order
template to ensure that the applicable elements of Appendix XI to AMC M.A.708(c) are considered. Such a
template should be included in Part 5.1.)

b) Maintenance contractor selection procedure

(This paragraph should explain how a maintenance contractor is selected by the CAMO. Selection should not
be limited to the verification that the contractor is appropriately approved for the specific type of aircraft, but
also that the contractor has the industrial capacity to undertake the required maintenance. The selection
procedure should preferably include a contract review process in order to ensure that:

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− the contract is comprehensive and that it has no gaps or unclear areas,

− everyone involved in the contract (both at the continuing airworthiness management organisation and
at the maintenance contractor) agrees with the terms of the contract and fully understands their
responsibilities.

− that functional responsibilities of all parties are clearly identified.

The CAMO should agree with the operator on the process to select a maintenance organisation before
concluding any contract with a maintenance organisation.)

3.2 Quality audit of aircraft

(This paragraph should set out the procedure when performing a quality audit of an aircraft. It should set out the
differences between an airworthiness review and a quality audit. This procedure may include:

− compliance with approved procedures;

− contracted maintenance is carried out in accordance with the contract

− continued compliance with Part-M.)

PART 4 — AIRWORTHINESS REVIEW PROCEDURES

4.1 Airworthiness review staff

(This paragraph should establish the working procedures for the assessment of the airworthiness review staff. The
assessment addresses experience, qualification, training, etc. A description should be given regarding the issue of
authorisations for the airworthiness review staff and how records are kept and maintained.)
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4.2 Review of aircraft records

(This paragraph should describe in detail the aircraft records that are required to be reviewed during the
airworthiness review. The level of detail that needs to be reviewed as well as the number of records that needs to
be reviewed during a sample check should be described.)

4.3 Physical survey

(This paragraph should describe how the physical survey needs to be performed. It should list the topics that
need to be reviewed, the physical areas of the aircraft to be inspected, which documents on board the aircraft
need to be reviewed, etc.)

4.4 Additional procedures for recommendations to competent authorities for the import of aircraft

(This paragraph should describe the additional tasks regarding the recommendation for the issue of an
airworthiness review certificate in the case of import of aircraft. This should include: communication with the
competent authority of registry, additional items to be reviewed during the airworthiness review of the aircraft,
specification of maintenance required to be carried out, etc.)

4.5 Recommendations to competent authorities for the issue of airworthiness review certificates (ARCs)

(This paragraph should stipulate the communication procedures with the competent authorities in case of a
recommendation for the issue of an airworthiness review certificate. In addition, the content of the
recommendation should be described.)

4.6 Issue of airworthiness review certificates (ARCs)

(This paragraph should set out the procedure for the issue of ARCs. It should address recordkeeping, distribution
of ARC copies, etc. The procedure should ensure that an ARC is issued only after an airworthiness review has been
properly carried out.)
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4.7 Airworthiness review records, responsibilities, retention and access

(This paragraph should describe how records are kept, duration of record-keeping, location where records are stored,
access to records, and responsibilities.)

PART 4B — PERMIT TO FLY PROCEDURES

4B.1 Conformity with approved flight conditions

(The procedure should indicate how conformity with approved flight conditions is established, documented and
attested by an authorised person.)

4B.2 Issue of the permit to fly under the CAMO privilege

(The procedure should describe the process to complete the EASA Form 20b (see Appendix IV to Part-21) and
how compliance with 21.A.711(d) and (e) is established before signing off the permit to fly. It should also describe
how the organisation ensures compliance with 21.A.711(g) for the revocation of the permit to fly.)

4B.3 Permit to fly authorised signatories

(The person(s) authorised to sign off the permit to fly under the privilege of M.A.711(c) should be identified
(name, signature and scope of authority) in the procedure, or in an appropriate document linked to the CAME.)

4B.4 Interface with the local authority for the flight

(The procedure should include provisions describing the communication with the local authority for flight
clearance and compliance with the local requirements, since those elements are outside the scope of the
conditions of 21.A.708(b) (see Part 21.A.711(e)).)

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4B.5 Permit to fly records, responsibilities, retention and access

(This paragraph should describe how records are kept, duration of record-keeping, location where records are
stored, access to records, and responsibilities.)

PART 5 — APPENDICES

5.1 Sample documents

(A self-explanatory paragraph.)

5.2 List of airworthiness review staff

(A self-explanatory paragraph.)

5.3 List of subcontractors as per M.A.711(a)(3)

(A self-explanatory paragraph; in addition, it should set out that the list should be periodically reviewed.)

5.4 List of approved maintenance organisations contracted

(This paragraph should include the list of contracted maintenance organisations, detailing the scope of the
contracted work. In addition, it should set out that the list should be periodically reviewed.)

5.5 Copy of contracts for subcontracted work (Appendix II to AMC M.A.711(a)(3))

(A self-explanatory paragraph.)

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Appendix VI to AMC M.B.602(f) — EASA Form 6F

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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Appendix VII to AMC M.B.702(f) — EASA Form 13

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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 EASA Part-M

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Appendix VIII to AMC M.A.616 — Organisational Review
This is only applicable to organisations with less than 10 maintenance staff members. For larger organisations, the
principles and practices of an independent quality system should be used.

Depending on the complexity of the small organisation (number and type of aircraft, number of different fleets,
subcontracting of specialised services, etc.), the organisational review system may vary from a system using the
principles and practices of a quality system (except for the requirement of independence) to a simplified system
adapted to the low complexity of the organisation and the aircraft managed.

As a core minimum, the organisational review system should have the following features, which should be described in
the Maintenance Organisation Manual (MOM):

a. Identification of the person responsible for the organisational review programme.

By default, this person should be the accountable manager, unless he delegates this responsibility to (one of) the
M.A.606(b) person(s).

b. Identification and qualification criteria for the person(s) responsible for performing the organisational reviews.

These persons should have a thorough knowledge of the regulations and of the maintenance organisation
procedures. They should also have knowledge of audits, acquired through training or through experience (preferably
as an auditor, but also possibly because they actively participated in several audits conducted by the competent
authority).

c. Elaboration of the organisational review programme:

− Checklist(s) covering all items necessary to be satisfied that the organisation delivers a safe product and
complies with the regulation. All procedures described in the MOM should be addressed.

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− A schedule for the accomplishment of the checklist items. Each item should be checked at least every 12
months. The organisation may choose to conduct one full review annually or to conduct several partial
reviews.

d. Performance of organisational reviews

Each checklist item should be answered using an appropriate combination of:

− review of records, documentation, etc;

− sample check of aircraft under contract or being maintained under a work order

− interview of personnel involved;

− review of discrepancies and difficulty internal reports (e.g. notified difficulties in using current procedures and
tools, systematic deviations from procedures, etc.);

− review of complaints filed by customers after delivery.

e. Management of findings and occurrence reports.

− All findings should be recorded and notified to the affected persons.

− All level 1 findings, in the sense of M.A.619(a), should be immediately notified to the competent authority and all
necessary actions on aircraft in service should be immediately taken.

− All occurrence reports should be reviewed with the aim for continuous improvement of the system by identifying
possible corrective and preventive actions. This should be done in order to find prior indicators (e.g., notified
difficulties in using current procedures and tools, systematic deviations from procedures, unsafe behaviours, etc.),

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and dismissed alerts that, had they been recognised and appropriately managed before the event, could have
resulted in the undesired event being prevented.

− Corrective and preventive actions should be approved by the person responsible for the organisational review
programme and implemented within a specified time frame.

− Once the person responsible for the organisational review programme is satisfied that the corrective action is
effective, closure of the finding should be recorded along with a summary of the corrective action.

− The accountable manager should be notified of all significant findings and, on a regular basis, of the global results
of the organisational review programme.

Following is a typical example of a simplified organisational review checklist, to be adapted as necessary to cover the
MOM procedures:

1 – Scope of work

Check that:

− All aircraft and components under maintenance or under contract are covered in EASA Form 3.

− The scope of work in the MOM does not disagree with EASA Form 3.

− No work has been performed outside the scope of EASA Form 3 and the MOM.

2 – Maintenance data

− Check that maintenance data to cover the aircraft in the scope of work of the MOM are present and up-to-date.

− Check that no change has been made to the maintenance data from the TC holder without being notified.

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3 – Equipment and Tools

− Check the equipment and tools against the lists in the MOM and check if still appropriate to the TC holder’s
instructions.

− Check tools for proper calibration (sample check).

4 – Stores

− Do the stores meet the criteria in the procedures of the MOM?

− Check by sampling some items in the store for presence of proper documentation and any overdue items.

5 – Certification of maintenance, airworthiness review and development and approval processing of maintenance
programmes

− Has maintenance on products and components been properly certified?

− Have implementation of modifications/repairs been carried out with appropriate approval of such
modifications/repairs (sample check)?

− Have airworthiness reviews been properly performed and the airworthiness review certificate properly been
issued?

− Have maintenance programmes for ELA2 aircraft not involved in commercial operations been properly
developed?

6 – Relations with the owners/operators

− Has maintenance been carried out with suitable work orders?

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− When a contract has been signed with an owner/operator, has the obligations of the contracts been respected on
each side?

7 – Personnel

− Check that the current accountable manager and other nominated persons are correctly identified in the
approved MOM.

− If the number of personnel has decreased or if the activity has increased, check that the staff are still adequate to
ensure a safe product.

− Check that the qualification of all new personnel (or personnel with new functions) has been appropriately
assessed.

− Check that the staff have been trained, as necessary, to cover changes in:

− regulations,

− competent authority publications,

− the MOM and associated procedures,

− the products in the scope of work,

− maintenance data (significant ADs, SBs, etc.).

8 – Maintenance contracted

− Sample check of maintenance records:

− Existence and adequacy of the work order,

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− Data received from the maintenance organisation:

− Valid CRS including any deferred maintenance,

− List of removed and installed equipment and copy of the associated EASA Form 1 or equivalent.

− Obtain a copy of the current approval certificate (EASA Form 3) of the maintenance organisations contracted.

9 – Maintenance subcontracted

Check that subcontractors for specialised services are properly controlled by the organisation.

10 – Technical records and record-keeping

− Have the maintenance actions been properly recorded?

− Have the certificates (EASA Form 1 and Conformity certificates) been properly collected and recorded?

− Perform a sample check of technical records to ensure completeness and storage during the appropriate periods

− Is storage of computerised data properly ensured?

11 – Occurrence reporting procedures

− Check that reporting is properly performed.

− Actions taken and recorded

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Appendix IX to AMC M.A.602 and AMC M.A.702 — EASA Form 2

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 EASA Part-M

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 EASA Part-M

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Appendix X to AMC M.B.602(a) and AMC M.B.702(a) — EASA Form 4

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Appendix XI to AMC M.A.708(c) — Contracted maintenance
1. Maintenance contracts

The following paragraphs are not intended to provide a standard maintenance contract, but to provide a list of the
main points that should be addressed, when applicable, in a maintenance contract between the CAMO and the
maintenance organisation. The following paragraphs only address technical matters and exclude matters such as
costs, delay, warranty, etc.

When maintenance is contracted to more than one maintenance organisation (for example, aircraft base
maintenance to X, engine maintenance to Y, and line maintenance to Z1, Z2 and Z3), attention should be paid to the
consistency of the different maintenance contracts.

A maintenance contract is not normally intended to provide appropriate detailed work instructions to personnel.
Accordingly, there should be established organisational responsibilities, procedures and routines in the CAMO and
the maintenance organisation to cover these functions in a satisfactory way such that any person involved is
informed about his/her responsibilities and the procedures that apply. These procedures and routines can be
included/appended to the CAME and to the maintenance organisation’s manual/MOE, or can consist in separate
procedures. In other words, procedures and routines should reflect the conditions of the contract.

2. Aircraft/engine maintenance

The following subparagraphs may be adapted to a maintenance contract that applies to aircraft base maintenance,
aircraft line maintenance, and engine maintenance.

Aircraft maintenance also includes the maintenance of the engines and APU while they are installed on the aircraft.

2.1. Scope of work

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The type of maintenance to be performed by the maintenance organisation should be specified unambiguously. In
case of line and/or base maintenance, the contract should specify the aircraft type and, preferably, should include
the aircraft’s registrations.

In case of engine maintenance, the contract should specify the engine type.

2.2. Locations identified for the performance of maintenance/certificates held

The place(s) where base, line or engine maintenance, as applicable, will be performed should be specified. The
certificate held by the maintenance organisation at the place(s) where maintenance will be performed should be
referred to in the contract. If necessary, the contract may address the possibility of performing maintenance at any
location subject to the need for such maintenance arising either from the unserviceability of the aircraft or from the
necessity to support occasional line maintenance.

2.3. Subcontracting

The maintenance contract should specify under which conditions the maintenance organisation may subcontract
tasks to a third party (regardless if this third party is approved or not). At least the contract should make reference
to M.A.615 and 145.A.75. Additional guidance is provided by the associated AMC/GM. In addition, the CAMO may
require the maintenance organisation to obtain the CAMO approval before subcontracting to a third party. Access
should be given to the CAMO to any information (especially the quality monitoring information) about the
maintenance organisation’s subcontractors involved in the contract. It should, however, be noted that under the
CAMO responsibility both the CAMO and its competent authority are entitled to be fully informed about
subcontracting, although the competent authority will normally only be concerned with aircraft, engine and APU
subcontracting.

2.4. Maintenance programme

The maintenance programme, under which maintenance has to be performed, has to be specified.
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The CAMO should have that maintenance programme approved by its competent authority.

2.5. Quality monitoring

The terms of the contract should include a provision allowing the CAMO to perform a quality surveillance
(including audits) of the maintenance organisation. The maintenance contract should specify how the results of the
quality surveillance are taken into account by the maintenance organisation (see also paragraph 2.22. ‘Meetings’).

2.6. Competent authority involvement

The contract should identify the competent authority(ies) responsible for the oversight of the aircraft, the operator,
the CAMO, and the maintenance organisation. Additionally, the contract should allow competent authority(ies)
access to the maintenance organisation.

2.7. Maintenance data

The contract should specify the maintenance data and any other manual required for the fulfilment of the contract,
and how these data and manuals are made available and kept current (regardless if they are provided by the CAMO
or by the maintenance organisation).

This may include but is not limited to:

− maintenance programme,

− airworthiness directives,

− major repairs/modification data,

− aircraft maintenance manual,

− aircraft illustrated parts catalogue (IPC),

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− wiring diagrams,

− troubleshooting manual,

− Minimum Equipment List (normally on board the aircraft),

− operator’s manual,

− flight manual,

− engine maintenance manual,

− engine overhaul manual.

2.8. Incoming conditions

The contract should specify in which condition the aircraft should be made available to the maintenance
organisation. For extensive maintenance , it may be beneficial that a work scope planning meeting be organised so
that the tasks to be performed may be commonly agreed (see also paragraph 2.23 ‘Meetings’).

2.9. Airworthiness directives and service bulletins/modifications

The contract should specify the information that the CAMO is responsible to provide to the maintenance
organisation, such as:

− the status of the ADs including due date and the selected means of compliance, if applicable; and

− status of modifications and the decision to embody a modification or an SB.

In addition, the contract should specify the type of information the CAMO will need in return to complete the
control of ADs and modification status.

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2.10. Hours and cycles control

Hours and cycles control is the responsibility of the CAMO, and the contract should specify how the CAMO should
provide the current hours and cycles to the maintenance organisation and whether the maintenance organisation
should receive the current flight hours and cycles on a regular basis so that it may update the records for its own
planning functions (see also paragraph 2.22 ‘Exchange of information’).

2.11. Service life-limited components

The control of service life-limited components is the responsibility of the CAMO. The contract should specify
whether the CAMO should provide the status of service life-limited parts to the maintenance organisation, and the
information that the approved organisation will have to provide to the CAMO about the service life-limited
components’ removal/installation so that the CAMO may update its records (see also paragraph 2.22 ‘Exchange of
information’).

2.12. Supply of parts

The contract should specify whether a particular type of material or component is supplied by the CAMO or by the
maintenance organisation, which type of component is pooled, etc. The contract should clearly state that it is the
maintenance organisation’s responsibility to be in any case satisfied that the component in question meets the
approved data/standard and to ensure that the aircraft component is in a satisfactory condition for installation.
Additional guidance on the acceptance of components is provided in M.A.402 and 145.A.42.

2.13. Pooled parts at line stations

If applicable, the contract should specify how the subject of pooled parts at line stations should be addressed.

2.14. Scheduled maintenance

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For planning scheduled maintenance checks, the support documentation to be given to the maintenance
organisation should be specified. This may include but is not limited to:

− applicable work package, including job cards;

− scheduled component removal list;

− modifications to be incorporated.

When the maintenance organisation determines, for any reason, to defer a maintenance task, it has to be formally
agreed with the CAMO. If the deferment goes beyond an approved limit, please refer to paragraph 2.17 ‘Deviation
from the maintenance schedule’. This should be addressed, where applicable, in the maintenance contract.

2.15. Unscheduled maintenance/defect rectification

The contract should specify to which level the maintenance organisation may rectify a defect without reference to
the CAMO. It should describe, as a minimum, the management of approval of repairs and the incorporation of
major repairs. The deferment of any defect rectification should be submitted to the CAMO.

2.16. Deferred tasks

See paragraphs 2.14 and 2.15 above, as well as 145.A.50(e) and M.A.801(g). In addition, for aircraft line and base
maintenance, the use of the operator’s MEL and the liaison with the CAMO in case of a defect that cannot be
rectified at the line station should be addressed.

2.17. Deviation from the maintenance schedule

Deviations from the maintenance schedule have to be managed by the CAMO in accordance with the procedures
established in the maintenance programme. The contract should specify the support the maintenance organisation
may provide to the operator in order to substantiate the deviation request.

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2.18. Test flight

If any test flight is required after aircraft maintenance, it should be performed in accordance with the procedures
established in the continuing airworthiness management exposition or the operator’s manual.

2.19. Bench test

The contract should specify the acceptability criterion and whether a representative of the CAMO should witness
an engine undergoing test.

2.20. Release to service documentation

The release to service has to be performed by the maintenance organisation in accordance with its maintenance
organisation procedures. The contract should, however, specify which support forms have to be used (aircraft
technical log, maintenance organisation’s release format, etc.) and the documentation that the maintenance
organisation should provide to the CAMO upon delivery of the aircraft. This may include but is not limited to:

− certificate of release to service,

− flight test report,

− list of modifications embodied,

− list of repairs,

− list of ADs accomplished,

− maintenance visit report,

− test bench report.

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2.21. Maintenance record-keeping

The CAMO may subcontract the maintenance organisation to retain some of the maintenance records required by
Part-M Subpart C. This means that the CAMO subcontracts under its quality system part of its record-keeping tasks
and, therefore, the provisions of M.A.711(a)(3) apply.

2.22. Exchange of information

Each time exchange of information between the CAMO and the maintenance organisation is necessary, the
contract should specify what information should be provided and when (i.e. in which case or at what frequency),
how, by whom and to whom it has to be transmitted.

2.23. Meetings

The maintenance contract should include the provision for a certain number of meetings to be held between the
CAMO and the maintenance organisation.

2.23.1. Contract review

Before the contract is enforced, it is very important that the technical personnel of both parties, that are
involved in the fulfilment of the contract, meet in order to be sure that every point leads to a common
understanding of the duties of both parties

2.23.2. Work scope planning meeting

Work scope planning meetings may be organised so that the tasks to be performed may be commonly
agreed.

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2.23.3. Technical meeting

Scheduled meetings may be organised in order to review on a regular basis technical matters such as ADs,
SBs, future modifications, major defects found during maintenance check, aircraft and component reliability,
etc.

2.23.4. Quality meeting

Quality meetings may be organised in order to examine matters raised by the CAMO’s quality surveillance
and to agree upon necessary corrective actions.

2.23.5. Reliability meeting

When a reliability programme exists, the contract should specify the CAMO’s and maintenance
organisation’s respective involvement in that programme, including the participation in reliability meetings.

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Appendix XII to AMC M.A.706(f) and AMC1 M.B.102(c) — Fuel Tank Safety training
This appendix includes general instructions for providing training on Fuel Tank Safety issues.

A) Effectivity:

− Large aeroplanes as defined in Decision 2003/11/RM of the Executive Director of the Agency (CS-25) and certified
after 1 January 1958 with a maximum type certified passenger capacity of 30 or more or a maximum certified
payload capacity of 7500 lbs (3402 kg) cargo or more, and

− Large aeroplanes as defined in Decision 2003/11/RM of the Executive Director of the Agency (CS-25) which
contains CS-25 amendment 1 or later in their certification basis.

B) Affected organisations:

− CAMOs involved in the continuing airworthiness management of aeroplanes specified in paragraph A).

− Competent authorities responsible for the oversight as per M.B.704 of aeroplanes specified in paragraph A) and
for the oversight of the CAMOs specified in this paragraph B).

C) Persons from affected organisations who should receive training:

Phase 1 only:

− The quality manager and quality personnel.

− Personnel of the competent authorities responsible for the oversight as per M.B.704 of aeroplanes specified in
paragraph A) and in the oversight of CAMOs specified in paragraph B).

Phase 1 + Phase 2 + Continuation training:

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− Personnel of the CAMO involved in the management and review of the continuing airworthiness of aircraft
specified in paragraph A);

D) General requirements of the training courses

Phase 1 – Awareness

The training should be carried out before the person starts to work without supervision but not later than 6 months
after joining the organisation. The persons who have already attended the Level 1 Familiarisation course in compliance
with ED Decision 2007/001/R Appendix XII are already in compliance with Phase 1.

Type: Should be an awareness course with the principal elements of the subject. It may take the form of a training
bulletin, or other self-study or informative session. Signature of the reader is required to ensure that the person has
passed the training.

Level: It should be a course at the level of familiarisation with the principal elements of the subject.

Objectives:

The trainee should, after the completion of the training:

1. Be familiar with the basic elements of the fuel tank safety issues.

2. Be able to give a simple description of the historical background and the elements requiring a safety consideration,
using common words and showing examples of nonconformities.

3. Be able to use typical terms.

Content: The course should include:

− a short background showing examples of FTS accidents or incidents,

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− the description of concept of fuel tank safety and CDCCL,

− some examples of manufacturers documents showing CDCCL items,

− typical examples of FTS defects,

− some examples of TC holders repair data

− some examples of maintenance instructions for inspection.

Phase 2 - Detailed training

A flexible period may be allowed by the competent authorities to allow organisations to set the necessary courses and
impart the training to the personnel, taking into account the organisation’s training schemes/means/practices. This
flexible period should not extend beyond 31 December 2010.

The persons who have already attended the Level 2 Detailed training course in compliance with ED Decision
2007/001/R Appendix XII either from a CAMO or from a Part-147 training organisation are already in compliance with
Phase 2 with the exception of continuation training.

Staff should have received Phase 2 training by 31 December 2010 or within 12 months of joining the organization,
whichever comes later.

Type: Should be a more in-depth internal or external course. It should not take the form of a training bulletin or other
self-study. An examination should be required at the end, which should be in the form of a multi choice question,
and the pass mark of the examination should be 75%.

Level: It should be a detailed course on the theoretical and practical elements of the subject.

The training may be made either:

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− in appropriate facilities containing examples of components, systems and parts affected by Fuel Tank Safety
(FTS) issues. The use of films, pictures and practical examples on FTS is recommended; or

− by attending a distance course (e-learning or computer based training) including a film when such film
meets the intent of the objectives and content here below. An e-learning or computer based training
should meet the following criteria:

− A continuous evaluation process should ensure the effectiveness of the training and its relevance;

− Some questions at intermediate steps of the training should be proposed to ensure that the trainee is
authorized to move to the next step;

− The content and results of examinations should be recorded;

− Access to an instructor in person or at distance should be possible in case support is needed.

A duration of 8 hours for phase 2 is an acceptable compliance.

When the course is provided in a classroom, the instructor should be very familiar with the data in
Objectives and Guidelines. To be familiar, an instructor should have attended himself a similar course in
a classroom and made additionally some lecture of related subjects.

Objectives:

The attendant should, after the completion of the training:

− have knowledge of the history of events related to fuel tank safety issues and the theoretical and
practical elements of the subject, have an overview of the FAA regulations known as SFAR (Special
FAR) 88 of the FAA and of JAA Temporary Guidance Leaflet TGL 47, be able to give a detailed

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description of the concept of fuel tank system ALI (including Critical Design Configuration Control
Limitations CDCCL, and using theoretical fundamentals and specific examples;

− have the capacity to combine and apply the separate elements of knowledge in a logical and
comprehensive manner;

− have knowledge on how the above items affect the aircraft;

− be able to identify the components or parts or the aircraft subject to FTS from the manufacturer’s
documentation,

− be able to plan the action or apply a Service Bulletin and an Airworthiness Directive.

Content: Following the guidelines described in paragraph E).

Continuation training:

The organisation should ensure that the continuation training is performed in each two years period. The syllabus
of the training programme referred to in the Training policy of the Continuing Airworthiness Management
Exposition (CAME) should contain the additional syllabus for this continuation training.

The continuation training may be combined with the phase 2 training in a classroom or at distance.

The continuing training should be updated when new instructions are issued which are related to the material,
tools, documentation and manufacturer’s or competent authority’s directives.

E) Guidelines for preparing the content of Phase 2 courses.

The following guidelines should be taken into consideration when the phase 2 training programme are being
established:

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a) understanding of the background and the concept of fuel tank safety,

b) how the mechanics can recognise, interpret and handle the improvements in the instructions for continuing
airworthiness that have been made or are being made regarding fuel tank systems,

c) awareness of any hazards especially when working on the fuel system, and when the Flammability Reduction
System using nitrogen is installed.

Paragraphs a) b) and c) above should be introduced in the training programme addressing the following issues:

i. The theoretical background behind the risk of fuel tank safety: the explosions of mixtures of fuel and air,
the behaviour of those mixtures in an aviation environment, the effects of temperature and pressure,
energy needed for ignition, etc., the ‘fire triangle’, - Explain 2 concepts to prevent explosions:

1) ignition source prevention and

2) flammability reduction,

ii. The major accidents related to fuel tank systems, the accident investigations and their conclusions,

iii. SFAR 88 of the FAA and JAA Interim Policy INT POL 25/12: ignition prevention program initiatives and
goals, to identify unsafe conditions and to correct them, to systematically improve fuel tank
maintenance),

iv. Explain briefly the concepts that are being used: the results of SFAR 88 of the FAA and JAA INT/POL
25/12: modifications, airworthiness limitations items and CDCCL,

v. Where relevant information can be found and how to use and interpret this information in the various
instructions for continuing airworthiness (aircraft maintenance manuals, component maintenance
manual, etc.),

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vi. Fuel Tank Safety during maintenance: fuel tank entry and exit procedures, clean working environment,
what is meant by configuration control, wire separation, bonding of components etc.,

vii. Flammability reduction systems when installed: reason for their presence, their effects, the hazards of a
Flammability Reduction System (FRS) using nitrogen for maintenance, safety precautions in
maintenance/working with an FRS,

viii. Recording maintenance actions, recording measures and results of inspections.

The training should include a representative number of examples of defects and the associated repairs as
required by the TC/STC holders maintenance data.

F) Approval of training

For CAMOs the approval of the initial and continuation training programme and the content of the examination
can be achieved by the change of the CAME exposition. The modification of the CAME should be approved as
required by M.A.704(b). The necessary changes to the CAME to meet the content of this decision should be made
and implemented at the time requested by the competent authority.

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Appendix XIII to AMC M.A.712(f) — Organisational review
Organisational reviews may replace a full quality system in accordance with the provisions of M.A.712(f) and AMC
M.A.712(f) and as described in the continuing airworthiness management exposition (CAME)

Depending on the complexity of the small organisation (number and type of aircraft, number of different fleets,
privilege to perform airworthiness reviews, etc.), the organisational review system may vary from a system using the
principles and practices of a quality system (except for the requirement of independence) to a simplified system
adapted to the low complexity of the organisation and the aircraft managed.

As a core minimum, the organisational review system should have the following features, which should be described in
the CAME:

a. Identification of the person responsible for the organisational review programme:

By default, this person should be the accountable manager, unless he delegates this responsibility to (one of) the
M.A.706(c) person(s).

b. Identification and qualification criteria for the person(s) responsible for performing the organisational reviews:

These persons should have a thorough knowledge of the regulations and of the continuing airworthiness
management organisation (CAMO) procedures. They should also have knowledge of audits, acquired through
training or through experience (preferably as an auditor, but also possibly because they actively participated in
several audits conducted by the competent authority).

c. Elaboration of the organisational review programme:

− Checklist(s) covering all items necessary to be satisfied that the organisation delivers a safe product and
complies with the regulation. All procedures described in the CAME should be addressed.

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− A schedule for the accomplishment of the checklist items. Each item should be checked at least every 12
months. The organisation may choose to conduct one full review annually or to conduct several partial
reviews.

d. Performance of organisational reviews:

Each checklist item should be answered using an appropriate combination of:

− review of records, documentation, etc.

− sample check of aircraft under contract.

− interview of personnel involved.

− review of discrepancies and difficulty internal reports (e.g., notified difficulties in using current procedures and
tools, systematic deviations from procedures, etc.).

− review of complaints filed by customers.

e. Management of findings and occurrence reports:

− All findings should be recorded and notified to the affected persons.

− All level 1 findings, in the sense of M.A.716(a), should be immediately notified to the competent authority and
all necessary actions on aircraft in service should be immediately taken.

− All occurrence reports should be reviewed with the aim for continuous improvement of the system by
identifying possible corrective and preventive actions. This should be done in order to find prior indicators
(e.g., notified difficulties in using current procedures and tools, systematic deviations from procedures, unsafe

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behaviours, etc.), and dismissed alerts that, had they been recognised and appropriately managed before the
event, could have resulted in the undesired event being prevented.

− Corrective and preventive actions should be approved by the person responsible for the organisational
review programme and implemented within a specified time frame.

− Once the person responsible for the organisational review programme is satisfied that the corrective action is
effective, closure of the finding should be recorded along with a summary of the corrective action.

− The accountable manager should be notified of all significant findings and, on a regular basis, of the global
results of the organisational review programme.

Following is a typical example of a simplified organisational review checklist, to be adapted as necessary to cover the
CAME procedures:

1 – Scope of work

− All aircraft under contract are covered in the Form 14.

− The scope of work in the CAME does not disagree with the Form 14.

− No work has been performed outside the scope of the Form 14 and the CAME.

− Is it justified to retain in the approved scope of work aircraft types for which the organisation has no longer
aircraft under contract?

2 – Airworthiness situation of the fleet

− Does the continuing airworthiness status (AD, maintenance programme, life limited components, deferred
maintenance, ARC validity) show any expired items? If so, are the aircraft grounded?

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3 – Aircraft maintenance programme

− Check that all revisions to the TC/STC holders Instructions for Continuing Airworthiness, since the last review,
have been (or are planned to be) incorporated in the maintenance programme, unless otherwise approved by
the Competent Authority.

− Has the maintenance programme been revised to take into account all modifications or repairs impacting the
maintenance programme?

− Have all maintenance programme amendments been approved at the right level (competent authority or
indirect approval)?

− Does the status of compliance with the maintenance programme reflect the latest approved maintenance
programme?

− Has the use of maintenance programme deviations and tolerances been properly managed and approved

4 – Airworthiness Directives (and other mandatory measures issued by the competent authority)

− Have all ADs issued since the last review been incorporated into the AD status?

− Does the AD status correctly reflect the AD content: applicability, compliance date, periodicity…? (sample check
on ADs)

5 – Modifications/repairs

− Are all modifications/repairs listed in the corresponding status approved in accordance with M.A.304? (sample
check on modifications/repairs)

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− Have all the modifications/repairs which have been installed since the last review been incorporated in the
corresponding status? (sample check from the aircraft/component logbooks)

6 – Relations with the owners/operators

− Has a contract (in accordance with Appendix I to Part-M) been signed with each external owner/operator,
covering all the aircraft whose airworthiness is managed by the CAMO?

− Have the owners/operators under contract fulfilled their obligations identified in the contract? As appropriate:

− Are the pre-flight checks correctly performed? (interview of pilots)

− Are the technical log or equivalent correctly used (record of flight hours/cycles, defects reported by the pilot,
identification of what maintenance is next due etc.)?

− Did flights occur with overdue maintenance or with defects not properly rectified or deferred? (sample
check from the aircraft records)

− Has maintenance been performed without notifying the CAMO (sample check from the aircraft records,
interview of the owner/operator)?

7 – Personnel

− Check that the current accountable manager and other nominated persons are correctly identified in the
approved CAME.

− If the number of personnel has decreased or if the activity has increased, check that the organisation still has
sufficient staff.

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− Check that the qualification of all new personnel (or personnel with new functions) has been appropriately
assessed.

− Check that the staff has been trained, as necessary, to cover changes in:

− regulations,

− competent authority publications,

− the CAME and associated procedures,

− the approved scope of work,

− maintenance data (significant ADs, SBs, ICA amendments, etc.).

8 – Maintenance contracted

− Sample check of maintenance records:

− Existence and adequacy of the work order,

− Data received from the maintenance organisation:

− Valid CRS including any deferred maintenance

− List of removed and installed equipment and copy of the associated Form 1 or equivalent.

− Obtain a copy of the current approval certificate (Form 3) of the maintenance organisations contracted.

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9 – Technical records and record-keeping

− Have the certificates (Form 1 and Conformity certificates) been properly collected and recorded?

− Perform a sample check of technical records to ensure completeness and storage during the appropriate
periods.

− Is storage of computerised data properly ensured?

10 – Occurrence reporting procedures

− Check that reporting is properly performed,

− Actions taken and recorded.

11 – Airworthiness review

LINK EXAMINATION EASA PART M

https://forms.gle/DaCA7ZcUdY4fRPM39

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