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

ED Decision 2020/023/R

Note: For the purpose of this Appendix, references to CAMO should be understood as references to CAMO or CAO and references to Part145 organisations should be understood as references to Subpart F or Part-CAO organisations.

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.

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 including, but not limited to:

(a) (supplemental) structural inspection programmes ((S)SIPs or (supplemental) structural inspection documents (S)SIDs) issued by the design approval holder.

(b) Corrosion prevention and control programmes (CPCPs) taking into account the baseline CPCP issued by the design approval holder.

(c) For large aeroplanes, maintenance data arising from compliance with the ageing structure requirements of point 26.370 of Annex I (Part-26) to Regulation (EU) 2015/640.

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.

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 EASA which contain the details of maintenance tasks related to mandatory life and inspection limitations, Certification Maintenance Requirements (CMRs) 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 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.

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:

(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.

(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-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.

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.

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.

(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 Part-21.

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.

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.

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:

(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 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.

(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 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 the competent authority is satisfied that the manufacturer manages a reliability programme which complies with the intent of this paragraph.

Appendix II to AMC M.A.711(a)(3) — Subcontracting of continuing airworthiness management tasks

ED Decision 2021/009/R

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.

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.

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

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 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.

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 is defined in M.A.401(b) or ML.A.401(b).

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 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. Mandatory life limitation or scheduled maintenance 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. 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.

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 life-limited parts and time-controlled 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. Maintenance check flight (MCF) procedures

MCFs are performed under the control of the operator in coordination with the CAMO. MCF requirements from the subcontracted organisation or contracted maintenance organisation should be agreed by the operator/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 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.

Appendix III to GM1 M.B.303(b) — KEY RISK ELEMENTS

ED Decision 2020/002/R

 

Title

Description

A. AIRCRAFT CONFIGURATION

A.1

Type design and changes to type design

The type design is the part of the approved configuration of a product, as laid down in the TCDS, common to all products of that type. With the exception of changes contained in the certification specifications referred to in Part 21 point 21A.90B or 21A.431B of the Annex (Part 21) any changes to type design shall be approved and, for those embodied, shall be recorded with the reference to the approval.

A.2

Airworthiness limitations

An airworthiness limitation is a boundary beyond which an aircraft or a component thereof must not be operated, unless the instruction(s) associated to this airworthiness limitation is (are) complied with.

A.3

Airworthiness Directives

An Airworthiness Directive means a document issued or adopted by the Agency, which mandates actions to be performed on an aircraft to restore an acceptable level of safety, when evidence shows that the safety level of this aircraft may otherwise be compromised.

(Part 21A.3B)

B. AIRCRAFT OPERATION

B.1

Aircraft documents

Aircraft certificates and documents necessary for operations.

B.2

Flight Manual

A manual, associated with the certificate of airworthiness, containing limitations within which operation of the aircraft is to be considered airworthy and, instructions and information necessary to the flight crew members for the safe operation of the aircraft.

B.3

Mass & balance

Mass and balance data is required to make sure the aircraft is capable of operating within the approved envelope.

B.4

Markings & placards

Markings and placards are defined in the individual aircraft type design. Some information may also be found in the Type Certificate Data Sheet, the Supplemental Type Certificates, the Flight Manual, the Aircraft Maintenance Manual, the Illustrated Parts Catalogue, etc.

B.5

Operational requirements

Items required to be installed to perform a specific type of operation.

B.6

Defect management

Defect management requires a system whereby information on faults, malfunctions, defects and other occurrences that cause or might cause adverse effects on the continuing airworthiness of the aircraft is captured. This system should be properly documented.

It may include, amongst others, the Minimum Equipment List system, the Configuration Deviation List system and deferred defects management.

 

Title

Description

C. AIRCRAFT MAINTENANCE

C.1

Aircraft Maintenance Programme

A document which describes or incorporates by reference the specific scheduled maintenance tasks and their frequency of completion, the associated maintenance procedures and related standard maintenance practices necessary for the safe operation of those aircraft to which it applies.

C.2

Component control

The component control should consider a twofold objective for components maintenance:

— maintenance for which compliance is mandatory;

— maintenance for which compliance is recommended.

C.3

Repairs

All repairs and unrepaired damage/degradations need to comply with the instructions of the appropriate maintenance manual (e.g. the SRM, the AMM, the CMM). With the exception of repairs contained in the certification specifications referred to in Part 21 point 21A.90B or 21A.431B of the Annex (Part 21), all repairs not defined in the appropriate maintenance manual need to be appropriately approved and recorded with the reference to the approval.

 

This includes any damage or repairs to the aircraft/engine(s)/propeller(s), and their components.

C.4

Records

Continuing Airworthiness records are defined in M.A.305 and M.A.306 and related AMC.

A.1

Type design and changes to type design

The type design is the part of the approved configuration of a product, as laid down in the TCDS, common to all products of that type. With the exception of changes contained in the certification specifications referred to in Part 21 point 21A.90B or 21A.431B of the Annex (Part 21) any changes to type design shall be approved and, for those embodied, shall be recorded with the reference to the approval.

Supporting information

Typical inspection items

The type design consists of:

1. the drawings and specifications, and a listing of those drawings and specifications, necessary to define the configuration and the design features of the product (i.e. the aircraft, its components, etc.) shown to comply with the applicable type-certification basis and environmental protection requirements;

2. information on materials and processes and on methods of manufacture and assembly of the product necessary to ensure the conformity of the product;

3. an approved Airworthiness Limitation Section (ALS) of the Instructions for Continued Airworthiness (ICA); and

4. any other data necessary to allow by comparison the determination of the airworthiness, the characteristics of noise, fuel venting, and exhaust emissions (where applicable) of later products of the same type.

The individual aircraft design is made of the type design supplemented with changes to the type design (e.g. modifications) embodied on the considered aircraft.

Depending on the product State of Design, Bilateral Agreements and/or Agency decisions on acceptance of certification findings exist and should be taken into account.

1. Use the current type certificate data sheets (airframe, engine, propeller as applicable) and check that the aircraft conforms to its type design (correct engine installed, seat configuration, etc.).

2. Check that changes have been approved properly (approved data is used, and a direct relation to the approved data).

3. Check for unintentional deviations from the approved type design, sometimes referred to as concessions, divergences, or non-conformances, Technical Adaptations, Technical Variations, etc.

4. Check cabin configuration (LOPA).

5. Check for embodiment of STC’s, and, if any Airworthiness Limitations Section (ALS)/ FM/MEL/WBM and revisions are needed, they have been approved and complied with.

a. Aircraft S/N applicable

b. Applicable engines

c. Applicable APU

d. Max. certified weights

e. Seating configuration

f. Exits

6. Check that the individual aircraft design/configuration is properly established and used as a reference.

 

                21.A.31

                21.A.41

                21.A.61

                21.A.90A

                21.A.90B

                M.A.304

                M.A.305

                M.A.401

A.2

Airworthiness limitations

An airworthiness limitation is a boundary beyond which an aircraft or a component thereof must not be operated, unless the instruction(s) associated with this airworthiness limitation is complied with.

Supporting information

Typical inspection items

Airworthiness limitations are exclusively associated with instructions whose compliance is mandatory as part of the type design. They apply to some scheduled or unscheduled instructions that have been developed to prevent and/or to detect the most severe failure.

They mainly apply to maintenance (mandatory modification, replacement, inspections, checks, etc., but can also apply to instructions to control critical design configurations (for example Critical Design Configuration Control Limitations (CDCCL) for the fuel tank safety).

1. Check that the Aircraft Maintenance Programme (AMP) reflects airworthiness limitations and associated instructions (standard or alternative) issued by the relevant design approval holders and is approved by the competent authority, if applicable.

2. Check that the aircraft and the components thereof comply with the approved AMP.

3. Check the current status of life-limited parts. The current status of life-limited parts is to be maintained throughout the operating life of the part.

Typical Airworthiness Limitation items:

                Safe Life ALI (SL ALI)/Life-limited parts,

                Damage Tolerant ALI (DT ALI)/Structure, including ageing aircraft structure,

                Certification Maintenance Requirements (CMR),

                Ageing Systems Maintenance (ASM), including Airworthiness Limitations for Electrical Wiring Interconnection System (EWIS),

                Fuel Tank Ignition Prevention (FTIP)/Flammability Reduction Means (FRM),

                CDCCL, check wiring if any maintenance carried out in same area - wiring separation,

                Ageing fleet inspections mandated through ALS or AD are included in the AMP.

Reference documents: EASA

                21.A.31

                21.A.61

                CS 22.1529

                CS 23.1529, Appendix G, para. G25.4

                CS 25.1529, Appendix H, para. H25.4

                CS 27.1529, Appendix A, para. A27.4

                CS 29.1529, Appendix A, para. A29.4

                CS 31HB.82

                CS-APU 30

                CS-E 25

                CS-P 40

                CS VLR.1529, Appendix A, para. A.VLR.4

                M.A.302

                M.A.305

                M.A.710(a)(7)

A.3

Airworthiness Directives

An Airworthiness Directive means a document issued or adopted by the Agency, which mandates actions to be performed on an aircraft to restore an acceptable level of safety, when evidence shows that the safety level of this aircraft may otherwise be compromised (Part 21A.3B).

Supporting information

Typical inspection items

Any Airworthiness Directive issued by a State of Design for an aircraft imported from a third country, or for an engine, propeller, part or appliance imported from a third country and installed on an aircraft registered in a Member State, shall apply unless the Agency has issued a different Decision before the date of entry into force of that airworthiness directive.

1. Check if all ADs applicable to the airframe, engine(s), propeller(s) and equipment have been incorporated in the AD-status, including their revisions.

2. Check records for correct AD applicability (including ADs incorrectly listed as non-applicable).

3. Check by sampling in the current AD status that applicable ADs have been or are planned to be (as appropriate) carried out within the requirements of these Airworthiness Directives, unless otherwise specified by the Agency (AMOC).

4. Check that applicable ADs related to maintenance are included into the Aircraft Maintenance Programme.

5. Check that task-cards correctly reflect AD requirements or refer to procedures and standard practises referenced in ADs.

6. Sample during a physical survey some ADs for which compliance can be physically checked.

Reference documents: EASA

                21.A.3B

                21.B.60

                21.B.326

                21.B.327

                M.A.303

                M.A.305(d) & (h)

                M.A.401(a) & (b)

                M.A.501(b)

                M.A.503(a)

                M.A.504(a)2

                M.A.504 & AMC M.A.504(c) § 1 (f)

                M.A.613 & AMC M.A.613(a) § 2.4.3, 2.5.2, 2.6.1(h) & 2.8(b)

                M.A.708(b)8

                M.A.709(a)

                M.A.710(a)5

                M.A.801 & AMC M.A.801(h)

B.1

Aircraft documents

Aircraft certificates and documents necessary for operations.

Supporting information

Typical inspection items

The aircraft certificates and documents necessary for operations may include, but are not necessarily limited to:

                Certificate of Registration;

                Certificate of Airworthiness;

                Noise certificate;

                Aircraft certificate of release to service;

                Technical log book, if required;

                Airworthiness Review Certificate;

                Etc.

1. Check that all certificates and documents pertinent to the aircraft and necessary for operations (or copies, as appropriate) are on board.

2. Check C of A modification/Aircraft identification.

3. Check that noise certificate corresponds to aircraft configuration.

4. Check Permit to fly and Flight Condition when necessary.

5. Check that there is an appropriate aircraft certificate of release to service.

Reference documents: EASA

                Part-21 Subpart H

                21.A.175

                21.A.177

                21.A.182

                Part-21 Subpart I

                Part-21 Subpart P

                Part-21 Subpart Q

                21.A.801

                21.A.807

                M.A.201(a)(3)

                M.A.801

B.2

Flight Manual

A manual, associated with the certificate of airworthiness, containing operational limitations, instructions and information necessary for the flight crew members for the safe operation of the aircraft.

Supporting information

Typical inspection items

The Flight Manual needs to reflect the current status/configuration of the aircraft. When it does not, it may provide flight crew members with wrong information.

This may lead to errors and/or to override limitations that could contribute to severe failure.

1. Check the conformity of the Flight Manual (FM), latest issue, with aircraft configuration, including modification status, (AD, SB, STC etc.).

2. Check:

                the FM approval, revision control, Supplement to FM;

                the impact of modification status on noise and weight & balance;

                additional required manuals (QRH/FCOM/OM-B etc.);

                FM limitations.

Reference documents: EASA

                21.A.174(b)2(iii), (b)3(ii)

                21.A.204(b)1(ii), (b)2(i)

                M.A.305, AMC M.A.305(d)

                M.A.710(a)2

                M.A.710(c)2

                AMC M.A.710(a)1

                AMC M.A.901(d) and (g)

                M.A.902(b)3

                AMC M.A.904(a)(2) points 2(c) and 2(k)

                AMC M.A.904(b) point (c)

B.3

Mass & balance

Mass and balance data is required to make sure the aircraft is capable of operating within the approved envelope.

Supporting information

Typical inspection items

The mass and balance report needs to reflect the actual configuration of the aircraft. When it does not, the aircraft might be operated outside the certified operating envelope.

1. Check that mass and balance report is valid, considering current configuration.

2. Make sure that modifications and repairs are taken into account in the report.

3. Check that equipment status is recorded on the mass and balance report.

4. Compare current mass and balance report with previous report for consistency.

Reference documents: EASA

                M.A.305(d)5

                M.A.708(b)(10)

                M.A.710(a)(9), AMC M.A.710(a)1

                Part-CAT: CAT.POL.MAB.100 and related AMCs/GM

                Part-NCC: NCC.POL.105 and related AMC/GM

                Part-NCO: NCO.POL.105 and related AMC/GM

                Part-SPO: SPO.POL.105 and related AMC/GM

B.4

Markings & placards

Markings and placards are defined in the individual aircraft type design. Some information may also be found in the TCDS, the Supplemental Type Certificates (STC), the FM, the AMM, the IPC, etc.

Supporting information

Typical inspection items

Markings and placards on instruments, equipment, controls, etc. shall include such limitations or information as necessary for the direct attention of the crew during flight.

Markings and placards or instructions shall be provided to give any information that is essential to the ground handling in order to preclude the possibility of mistakes in ground servicing (e.g. towing, refuelling) that could pass unnoticed and that could jeopardise the safety of the aircraft in subsequent flights.

Markings and placards or instructions shall be provided to give any information essential in the prevention of passenger injuries.

National registration markings must be installed. They include registration, possible flag, fireproof registration plate.

Product data plates must be installed.

When markings and placards are missing, or unreadable, or not properly installed, mistakes or aircraft damages may occur and could subsequently contribute to a severe failure.

1. Check that the required markings and placards are installed on the aircraft, especially the emergency exit markings instructions and passenger information signs and placards.

2. Check that all installed placards are readable.

3. Check the Flight Manual versus the instruments.

(General Aviation usually).

4. Check registration markings, including State of Registry fireproof nameplate.

5. Check product data plates.

Examples of markings & placards:

                door means of opening,

                each compartment’s weight/load limitation/placards stating limitation on contents,

                passenger information signs, including no smoking signs,

                emergency exit marking,

                pressurised cabin warning,

                calibration placards,

                cockpit placards and instrument markings,

                O² system information data,

                accesses to the fuel tanks with flammability reduction means (CDCCL),

                fuelling markings (fuel vent, fuel dip stick markings),

                EWIS identification,

                towing limit markings,

                break-in markings,

                inflate tyres with nitrogen,

                RVSM + static markings.

Reference documents: EASA

                21.A.175

                21.A.715

                21.A.801

                21.A.803

                21.A.804

                21.A.805

                21.A.807

                relevant CS for the aircraft type being inspected

                M.A.501

                M.A.710(c)

                AMC M.A.504(e)

                AMC M.A.603(c)

                AMC M.A.904(a)(2) points 2(f) & 2(k)

B.5

Operational requirements

Requirements for the type of operation are complied with (e.g. equipment, documents, approvals).

Supporting information

Typical inspection items

This includes all equipment required by the applicable operational code including national requirements.

In case of malfunction, it can create a hazardous situation. Especially emergency equipment needs attention during this inspection.

1. Check permits & approvals required for type of operation.

2. Check for the presence and serviceability of equipment required by operational approvals.

3. Check safety equipment, check that emergency equipment is readily accessible.

Reference documents: EASA

                M.A.201(a)(2)

                Part-21 Subpart I

                Part-CAT, Part-NCC, Part-NCO, Part-SPO Subpart D ‘Instruments, Data and Equipment’.

B.6

Defect management

Defect management requires a system whereby information on faults, malfunctions, defects and other occurrences that cause or might cause adverse effects on the continuing airworthiness of the aircraft is captured. This system should be properly documented.

It includes, amongst others, the MEL system, the CDL system and deferred defects management.

Supporting information

Typical inspection items

This KRE addresses the effectiveness of defect management, it should also consider defects found during the physical inspection.

1. Check that the deferred defects have been identified, recorded, and rectified/deferred in accordance with approved procedures and within approved time limits.

2. Check that operations outside published approved data have only been performed under a Permit to Fly or under flexibility provisions (Article 71 of Regulation (EU) 2008/1139). Sample on:

a. TLB and hold item list,

b. maintenance task cards,

c. engine shop report,

d. (major) component shop report,

e. maintenance/repair/modification working party files after embodiment of modifications or repairs,

f. occurrence reporting data,

g. communications between the user of maintenance data and the maintenance data author in case of inaccurate, incomplete, ambiguous procedures and practices.

3. Check that the consequences of the deferral have been managed with Operation/Crew.

4. Check that defects are being deferred in accordance with approved data (current revision of the MEL, CDL, aircraft maintenance programme).

5. Compare physical location of parts/serial numbers with recorded locations to identify undocumented parts swaps for troubleshooting.

Reference documents: EASA /EU

                M.A.301(b)

                AMC M.A.301(b)

                M.A.403

                AMC M.A.710(a)

                145.A.60

                AMC 20-8

                Regulation (EU) No 376/2014

C.1

Aircraft Maintenance Programme

A document which describes the specific scheduled maintenance tasks and their frequency of completion, related standard maintenance practices and the associated procedures  necessary for the safe operation of those aircraft to which it applies.

Supporting information

Typical inspection items

The Aircraft Maintenance Programme (AMP) is intended to include scheduled maintenance tasks, the associated procedures and standard maintenance practises. It also includes the reliability programme, when required.

Tasks included in the maintenance programme can originate from:

                tasks for which compliance is mandatory: instructions specified in repetitive Airworthiness Directives (AD), or in the Airworthiness Limitations Section (ALS), which may include Certification Maintenance Requirements (CMRs). The ALS is included in the Instructions for Continuing Airworthiness (ICA) of a design approval holder;

                tasks for which compliance is recommended: additional instructions specified in the Maintenance Review Board Report (MRBR), the Maintenance Planning Document (MPD), Service Bulletins (SB), or any other non-mandatory continuing airworthiness information issued by the design approval holder;

                additional or alternative instructions proposed by the owner or the continuing airworthiness management organisation once approved in accordance with point M.A.302(e);

The AMP 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.

 

Review of AMP contents:

1. Check that the AMP properly reflects mandatory continuing airworthiness instructions (ALIs, CMRs (the latest source documents’ revision. Sample check that tasks are implemented within approved compliance times and that no tasks have been omitted.

2. Check how recommended scheduled maintenance tasks (such as TBO intervals, recommended through Service Bulletins, Service Letters, etc., the latest source documents’ revision) are considered when updating the AMP.

3. Check that the AMP properly reflects the maintenance tasks specified in repetitive ADs.

4. Check that the AMP properly reflects additional instructions for continuing airworthiness resulting from specific installed equipment or modifications embodied.

5. Check that the AMP properly reflects additional instructions for continuing airworthiness resulting from repairs embodied.

6. If applicable, check that the AMP properly reflects additional maintenance tasks required by specific approvals (e.g. RVSM, ETOPS, MNPS, B-RNAV).

7. Check for any additional scheduled maintenance measures required due to the use of the aircraft and the operational environment.

8. If applicable, check for proper identification of pilot-owner maintenance tasks and identification of the pilot-owner(s) or the alternative procedure described in AMC M.A.803 point 3.

9. Check approval status of additional or alternative instructions (M.A.302(e)).

10. Check if a reliability programme is present and active when required.

11. Check if the AMP is approved by the competent authority directly, or by the CAMO via indirect approval procedure, or if it is a self-declared maintenance programme.

 

Review of aircraft compliance with an AMP:

12. Check if the AMP used is valid for the aircraft, and is reviewed annually.

13. Check if tasks are performed within the value(s) quoted in AMP and the source documents

14. Sample check that no task has been omitted without justifications accepted by the Competent Authority (at the time of decision).

15. Check the reporting of performed scheduled maintenance into the records system.

16. Analyse the effectiveness of the AMP and reliability by reviewing the unscheduled tasks.

Reference documents: EASA

                M.A.302 and its AMC.

                M.A.708(b)(1), (b)(2) and (b)(4)

                M.A.803 and its AMC

C.2

Component control

The component control should consider a twofold objective for components maintenance:

                maintenance for which compliance is mandatory.

                maintenance for which compliance is recommended.

Supporting information

Typical inspection items

Depending on each maintenance task, accomplishment is scheduled or unscheduled. Refer to KRE C.1 ‘Aircraft Maintenance Programme’.

Components with a mandatory life limitation must be permanently removed from service when, or before, their operating limitation is exceeded. The life limitation is controlled at the component level (in opposition to aircraft level).

Components which are ‘time-controlled components’ include the following:

                components for which removal and restoration are scheduled, regardless of their level of failure resistance. Reference is made to hard time components: They are subject to periodic maintenance dealing with a deterioration that is assumed to be predictable (the overall reliability invariably decreases with age): Failure is less likely to occur before restoration is necessary;

                components for which failure resistance can reduce and drop below a defined level: Inspections are scheduled to detect potential failures. Reference is made to ‘On-condition’ components: They are called such because components, which are inspected, are left in service (no further maintenance action taken) on the condition that they continue to meet specified performance standards.

 

Notes:

1. Restoration tasks for hard time components are not the same as ‘On-condition’ tasks, since they do not monitor gradual deterioration, but are primarily done to ensure the item may continue to remain in service until the next planned restoration.

2. Components subject to ‘condition-monitoring’ are permitted to remain in service without preventive maintenance until functional failure occurs. Reference is made to ‘fly-to-failure’. Such components are subject to unscheduled tasks.

1. Check that the mandatory maintenance tasks are identified as such and managed separately from recommendations.

2. Sample check installed components (PN and SN) against aircraft records:

a. Correct Part Number and Serial Number installed.

b. Correct authorised release document available.

3. Check the current status of time-controlled components, with due consideration to deferred items. They must identify:

a. The affected components (Part Number and Serial Number).

b. For components subject to a repetitive task: the task description and reference, the applicable threshold/interval, the last accomplishment data (date, the component’s total accumulated life in Hours, Cycles, Landings, Calendar time, as necessary) and the next planned accomplishment data.

c. For components subject to an unscheduled task: the task description and reference, the accomplishment data (date, the component’s total accumulated life in Hours, Cycles, Landings, Calendar time, as necessary). Pay attention to ETOPS and CDCCL components.

4. Check current status of life-limited parts. This status can be requested upon each transfer throughout the operating life of the part:

a. The life limitation, the component’s total accumulated life, and the life remaining before the component’s life limitation is reached (indicating Hours, Cycles, Landings, Calendar time, as necessary).

b. If relevant for the determination of the remaining life, a full installation history indicating the number of hours, cycles or calendar time relevant to each installation on these different types of aircraft/engine.

5. Check if the aircraft maintenance programme and reliability programme results impact the component control.

6. Check that life-limited and time controlled components are correctly marked during a physical survey.

Reference documents: EASA

                21.A.805

                M.A.302

                M.A.305

                M.A.501

                M.A.503

                M.A.710

C.3

Repairs

All repairs and unrepaired damage/degradations need to comply with the instructions of the appropriate maintenance manual (e.g. the SRM, the AMM, the CMM). With the exception of repairs contained in the certification specifications referred to in Part 21 point 21A.90B or 21A.431B of the Annex (Part 21), all repairs not defined in the appropriate maintenance manual need to be appropriately approved and recorded with the reference to the approval.

This includes any damage or repairs to the aircraft/engine(s)/propeller(s), and their components.

Supporting information

Typical inspection items

The data substantiating repairs should include, but is not limited to, the damage assessment, the rationale for the classification of the repair, the evidence the repair has been designed in accordance with approved data, i.e. by reference to the appropriate manual, procedure or to a Part 21 repair design approval, the drawings/material and accomplishment instructions, as well as the maintenance and operational instructions.

‘Repair status’ means a list of: 

                the repairs embodied since the original delivery of (and still existent upon) the aircraft/engine/propeller/component; and

                the un-repaired damage/degradations.

It also includes, either directly or by reference to supporting documentation (i.e. repair files), the substantiating data supporting compliance with the applicable airworthiness requirements. 

The repair status should identify the repair file reference, the repair classification, the repaired item (i.e. aircraft/engine/propeller/component, and a precise location if necessary), and the date and total life in FH/FC accumulated by the item at the time of repair or finding of the un-repaired damage/degradations. Cross-reference to the aircraft maintenance programme should also be included, as necessary. 

Depending on the product State of Design, Bilateral Agreements and/or Agency Decisions on acceptance of certification findings exist and should be taken into account for the determination of acceptable data for repairs.

1. Sample the repair status to confirm it appropriately traces repairs and un-repaired damage/deteriorations.

2. Sample repair files (at least one file for each type of repaired items) to check that repaired and unrepaired damage/deterioration have been assessed against the latest published approved repair data.

3. Check that repair instructions detailed in the repair file comply with published approved repair data.

4. Check that major repairs resulting in new or amended airworthiness limitations and associated mandatory instructions (including ageing aircraft programme) have been included in the aircraft maintenance programme.

5. Check that new or amended maintenance instructions resulting from repairs have been considered for inclusion in the aircraft maintenance programme.

6. Compare the repair status and the physical status of the repaired aircraft/engine(s)/propeller(s), and their repaired components (physical survey) in order to confirm the accuracy of the repair status. Sample embodied repairs to check their conformity against the repair files (physical survey).

Reference documents: EASA

                21.A.431A

                21.A.431B

                M.A.304

                AMC M.A.304

                M.A.305

                AMC M.A.305

                M.A.401

                AMC M.A.401

C.4

Records

Continuing Airworthiness records are defined in M.A.305 and M.A.306 and related AMC.

Supporting information

Typical inspection items

Retention/Transfer of the records is required so that the status of the aircraft and its components can be readily established at any time.

Task accomplishment is scheduled (one time or periodically), or unscheduled (e.g. following an event). Aircraft continuing airworthiness records (refer to logbooks, technical logbooks, component log cards or task cards) shall provide the status with regard to:

                scheduled tasks:

                one-time: life-limited parts status, modification status, repair status.

                repetitive: maintenance programme status.

                unscheduled tasks.

1. Check the aircraft continuing airworthiness record system: M.A.305 and M.A.306, as applicable, require that certain records are kept for defined periods.

Pay attention to the continuity, integrity and traceability of records:

a. integrity: Check the data recorded is legible,

b. continuity: Check that records are available for the applicable retention period,

c. traceability: Check the link between operator/CAMO and maintenance documentation, traceability to approved data, traceability to appropriate release documents, etc.

2. If applicable, make sure that the tech log system is used correctly, including:

a. current aircraft release to service (including the maintenance statement) issued and

b. pre-flight inspections signed-off by authorised persons;

3. Check that any maintenance required following abnormal operation/event (such as overspeed, overweight operation, hard landing, excessive turbulence, and operation outside of Flight Manual limitations) has been performed, as applicable.

Reference documents: EASA

                M.A.305

                M.A.306

                M.A.307

                M.A.801

                AMC M.A.305

                AMC M.A.306

                AMC M.A.307

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

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

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

STC

Supplemental Type Certificate

TBO

Time Between Overhauls

TC

Type Certificate

TCDS

Type Certificate Data Sheet

TLB

Technical Logbook

TSO

Technical Standard Order

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 or Part-ML 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

               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 and Part-ML

               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

               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

               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 or ML.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 and Part-ML)

               Responsibility

               Organisation, frequency, scope and content (including processing of authority’s findings)

               Planning and performance of the review

               Organisational review checklist and forms

               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

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

               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

               Maintenance check flight authorisation

               Copy of CRS and EASA Form 1

               Records

               Airworthiness review procedures and records for ELA1 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

               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 and Part-ML

When a maintenance organisation manual no longer meets the requirements of this Part-M or Part‑ML, whether through a change in Part-M or Part-ML, 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.

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.

The following text provides relevant information for developing a CAME for the particular case of a CAMO working on aircraft subject to Part-M and contracting maintenance to Part M Subpart F and Part 145 organisations.

CONTINUING AIRWORTHINESS MANAGEMENT EXPOSITION (CAME)

TABLE OF CONTENT

Part 0

General organisation

0.1

 

Corporate commitment by the accountable manager

0.2

 

General information

0.3

 

Management personnel

0.4

 

Management organisation chart

0.5

 

Procedure to notify the competent authority of changes to the organisation’s activities/approval/location/personnel

0.6

 

Exposition amendment procedures

Part 1

Continuing airworthiness management procedures

1.1

 

Aircraft technical log utilisation and MEL application

Aircraft continuing airworthiness record system utilisation

1.2

 

Aircraft maintenance programmes — development amendment and approval

1.3

 

Time and continuing airworthiness records, responsibilities, retention and access

1.4

 

Accomplishment and control of airworthiness directives

1.5

 

Analysis of the effectiveness of the maintenance programme(s)

1.6

 

Non-mandatory modification embodiment policy

1.7

 

Major repair and modification standards

1.8

 

Defect reports

1.9

 

Engineering activity

1.10

 

Reliability programmes

1.11

 

Pre-flight inspections

1.12

 

Aircraft weighing

1.13

 

Maintenance check flight procedures

Part 2

Quality system

2.1

 

Continuing airworthiness quality policy, plan and audit procedure

2.2

 

Monitoring of continuing airworthiness management activities

2.3

 

Monitoring of the effectiveness of the maintenance programme(s)

2.4

 

Monitoring that all maintenance is carried out by an appropriate maintenance organisation

2.5

 

Monitoring that all contracted maintenance is carried out in accordance with the contract, including subcontractors used by the maintenance contractor

2.6

 

Quality audit personnel

Part 3

Contracted maintenance

3.1

 

Maintenance contractor selection procedure

3.2

 

Quality audit of aircraft

Part 4

Airworthiness review procedures

4.1

 

Airworthiness review staff

4.2

 

Review of aircraft records

4.3

 

Physical survey

4.4

 

Additional procedures for recommendations to competent authorities for the import of aircraft

4.5

 

Recommendations to competent authorities for the issue of ARC

4.6

 

Issue of ARC

4.7

 

Airworthiness review records, responsibilities, retention and access

Part 4B

Permit to fly procedures

4B.1

 

Conformity with approved flight conditions

4B.2

 

Issue of the permit to fly under the CAMO privilege

4B.3

 

Permit to fly authorised signatories

4B.4

 

Interface with the local authority for the flight

4B.5

 

Permit to fly records, responsibilities, retention and access

Part 5

Appendices

5.1

 

Sample documents

5.2

 

List of airworthiness review staff

5.3

 

List of subcontractors as per M.A.711(a)(3)

5.4

 

List of contracted approved maintenance organisations

5.5

 

Copy of contracts for subcontracted work (Appendix II to AMC M.A.711(a)(3))

LIST OF EFFECTIVE PAGES

Page

Revision

 

Page

Revision

 

Page

Revision

1

2

Original

Original

 

3

4

Original

Original

 

5

….

Original

….

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

               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.’

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.)

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.)

Aircraft type/

series

Date included in the scope of work

Aircraft maintenance programme or ‘generic/baseline’ maintenance programme

Aircraft registration(s)

Owner/ operator

CAMO contract reference

 

 

 

 

 

 

 

 

 

 

 

 

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.)

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.)

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:

 

Full-time

Part-time

in equivalent full-time

Quality monitoring

AA

aa = AA’

Continuing airworthiness management

BB

bb = BB’

(Detailed information about the

BB1

bb1 = BB1’

management of group of persons)

BB2

bb2 = BB2’

Other...

CC

cc =CC’

Total

TT

tt = TT’

Total man-hours

TT + TT’

(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.)

0.4 Management organisation charts

a) General organisation chart

This flow chart should provide a comprehensive understanding of the whole company’s organisation. For example, the case of an air carrier licensed in accordance with Regulation (EC) No 1008/2008:

 

b) Continuing airworthiness management organisation chart

This flow chart should give further details on the continuing airworthiness management system, and should clearly show the independence of the quality monitoring system, including the links between the quality department and the other departments (see example below). This flow chart may be combined with the one above or subdivided as necessary, depending on the size and complexity of the organisation.

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

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.)

(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 non-acceptance of the MEL deferment in the technical log.)

(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

(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, in-service 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.)

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.)

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.

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.)

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.)

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,

               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

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 Maintenance check flight (MCF) procedures

(The criteria for performing an MCF are normally included in the aircraft maintenance programme or derived by the scenarios described in GM M.A.301(i). This paragraph should explain how the MCF 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 an MCF.)

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.)

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.)

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.)

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:

               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.)

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 record-keeping, distribution of ARC copies, etc. The procedure should ensure that an ARC is issued only after an airworthiness review has been properly carried out.)

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)).)

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.)

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

ED Decision 2020/002/R

M.A. SUBPART F APPROVAL RECOMMENDATION REPORT  EASA FORM 6F

Part 1: General

 

Name of organisation:

 

Approval reference:

 

Requested approval rating/

 

EASA Form 3 dated*:

 

Other approvals held (If app.)

 

Address of facility audited:

 

 

 

Audit period: from

to

 

Date(s) of audit(s):

 

Audit reference(s):

 

 

 

Persons interviewed:

 

 

 

Competent authority surveyor:

 

 

Competent authority office:

Signature(s):

 

 

Date of EASA Form 6F part 1 completion:

 

 

*delete where applicable

M.A. SUBPART F APPROVAL RECOMMENDATION REPORT  EASA FORM 6F

Part 2: M.A. Subpart F Compliance Audit Review

The five columns may be labelled and used as necessary to record the approval product line or facility, including subcontractor’s, reviewed. Against each column used of the following M.A. Subpart F subparagraphs please either tick () the box if satisfied with compliance or cross (X) the box if not satisfied with compliance and specify the reference of the Part 4 finding next to the box or enter N/A where an item is not applicable, or N/R when applicable but not reviewed.

Para

Subject

 

 

 

 

 

 

M.A.603

Extent of approval

 

 

 

 

 

 

 

 

 

 

 

 

M.A.604

Maintenance Organisation

 

 

 

 

 

 

 

 

 

 

 

Manual (see Part 3)

 

 

 

 

 

 

 

 

 

 

M.A.605

Facilities

 

 

 

 

 

 

 

 

 

 

 

 

M.A.606

Personnel requirements

 

 

 

 

 

 

 

 

 

 

 

 

M.A.607

Certifying staff and

 

 

 

 

 

 

 

 

 

 

 

airworthiness review staff

 

 

 

 

 

 

 

 

 

 

 

M.A.608

Components, Equipment and

 

 

 

 

 

 

 

 

 

 

 

tools

 

 

 

 

 

 

 

 

 

 

M.A.609

Maintenance data

 

 

 

 

 

 

 

 

 

 

 

 

M.A.610

Maintenance work orders

 

 

 

 

 

 

 

 

 

 

 

 

M.A.611

Maintenance standards

 

 

 

 

 

 

 

 

 

 

 

 

M.A.612

Aircraft certificate of release to

 

 

 

 

 

 

 

 

 

 

 

service

 

 

 

 

 

 

 

 

 

 

M.A.613

Component certificate of

 

 

 

 

 

 

 

 

 

 

 

release to service

 

 

 

 

 

 

 

 

 

 

 

M.A.614

Maintenance and airworthiness

 

 

 

 

 

 

 

 

 

 

 

review records

 

 

 

 

 

 

 

 

 

 

 

M.A.615

Privileges of the organisation

 

 

 

 

 

 

 

 

 

 

 

 

M.A.616

Organisational review

 

 

 

 

 

 

 

 

 

 

 

 

M.A.617

Changes to the approved

 

 

 

 

 

 

 

 

 

 

 

maintenance organisation

 

 

 

 

 

 

 

 

 

 

M.A.619

Findings

 

 

 

 

 

 

 

 

 

 

 

 

Competent authority surveyor(s):

 

Signature(s):

 

 

 

 

 

Competent authority office:

Date of EASA Form 6F part 2 completion:

M.A. SUBPART F APPROVAL RECOMMENDATION REPORT  EASA FORM 6F

Part 3: Compliance with M.A. Subpart F maintenance organisation manual (MOM)

Please either tick () the box if satisfied with compliance; or cross (x) if not satisfied with compliance and specify the reference of the Part 4 finding; or enter N/A where an item is not applicable; or N/R when applicable but not reviewed.

Part A

General

1.1

 

Table of content

1.2

 

List of effective pages

1.3

 

Record of amendments

1.4

 

Amendment procedure

1.5

 

Distribution

1.6

 

Accountable manager’s statement

Part B

Description

2.1

 

Organisation’s scope of work

2.2

 

General presentation of the organisation

2.3

 

Name and title of management personnel

2.4

 

Organisation chart

2.5

 

Certifying staff and airworthiness review staff

2.6

 

Personnel

2.7

 

General description of the facility

2.8

 

Tools, equipment and material

2.9

 

Maintenance data

Part C

General procedures

3.1

 

Organisational review

3.2

 

Training

3.3

 

Subcontracting of specialised services

3.4

 

One time authorisations

 

 

 

M.A. SUBPART F APPROVAL RECOMMENDATION REPORT  EASA FORM 6F

Part 3: Compliance with M.A. Subpart F maintenance organisation manual (MOM)

Part D

Working Procedures

4.1

 

Work order acceptance

4.2

 

Preparation and issue of work package

4.3

 

Logistics

4.4

 

Execution

4.5

 

Release to service – Certifying staff

4.6

 

Release to service – Supervision

4.7

 

Release to service – Certificate of release to service

4.8

 

Records

4.9

 

Airworthiness review procedures and records for ELA1 aircraft not involved in commercial operations

4.10

 

[Reserved]

4.11

 

Special procedures

4.12

 

Occurrence reporting

4.13

 

Management of indirect approval of the manual

Part E

Appendices

5.1

 

Sample of all documents used

5.2

 

List of subcontractors.

5.3

 

List of maintenance locations

5.4

 

List of Part-145, M.A. Subpart F or Part-CAO organisations

 

MOM reference:   MOM amendment:

 

Competent authority audit staff:  Signature(s):

 

Competent authority office: Date of EASA Form 6F part 3 completion:

M.A. SUBPART F APPROVAL RECOMMENDATION REPORT  EASA FORM 6F

Part 4: Findings regarding M.A. Subpart F compliance status

Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be identified by a simple cross reference to the Part 2 requirement. All non-rectified findings should be copied in writing to the organisation for the necessary corrective action.

Part

2 or 3

ref.

Audit reference(s):

Findings

L

e

v

e

l

Corrective action

Date

Due

Date

Closed

Reference

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

M.A. SUBPART F APPROVAL RECOMMENDATION REPORT  EASA FORM 6F

Part 5: M.A. Subpart F approval or continued approval or change recommendation

 

Name of organisation:

 

Approval reference:

 

Audit reference(s):

 

The following M.A. Subpart F scope of approval is recommended for this organisation:

 

 

 

 

 

Or, it is recommended that the M.A. Subpart F scope of approval specified in EASA Form 3 referenced ...................................................... be continued.

 

 

 

Name of recommending competent authority surveyor:

 

Signature of recommending competent authority surveyor:

 

Competent authority office:

 

Date of recommendation:

 

EASA Form 6F review (quality check):  Date:

 

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

ED Decision 2021/009/R

M.A. SUBPART G APPROVAL RECOMMENDATION REPORT  EASA FORM 13

Part 1: General

 

Name of organisation:

 

Approval reference:

 

Requested approval rating/

 

EASA Form 14 or AOC dated*:

 

Other approvals held (if app.)

 

Address of facility(ies) audited:

Audit period: from

to

Date(s) of audit(s):

 

 

Audit reference(s):

 

 

Persons interviewed:

 

Competent authority surveyor:

 

 

Competent authority office:

Signature(s):

 

 

Date of EASA Form 13 Part 1 completion:

 

*delete as appropriate

M.A. SUBPART G APPROVAL RECOMMENDATION REPORT  EASA FORM 13

Part 2: M.A. Subpart G Compliance Audit Review

The five columns may be labelled and used as necessary to record the approval product line or facility, including subcontractor’s, reviewed. Against each column used of the following M.A. Subpart G subparagraphs, please either tick () the box if satisfied with compliance, or cross (X) the box if not satisfied with compliance and specify the reference of the Part 4 finding next to the box, or enter N/A where an item is not applicable, or N/R when applicable but not reviewed.

Para

Subject

 

 

 

 

 

 

M.A.703

Extent of approval

 

 

 

 

 

 

 

 

 

 

 

 

M.A.704

Continuing airworthiness

 

 

 

 

 

 

 

 

 

 

 

management exposition (see Part 3)

 

 

 

 

 

 

 

 

 

 

 

M.A.705

Facilities

 

 

 

 

 

 

 

 

 

 

 

 

M.A.706

Personnel requirements

 

 

 

 

 

 

 

 

 

 

 

 

M.A.707

Airworthiness review staff

 

 

 

 

 

 

 

 

 

 

 

 

M.A.708

Continuing airworthiness

 

 

 

 

 

 

 

 

 

 

 

management

 

 

 

 

 

 

 

 

 

 

 

 

M.A.202

Occurrence reporting

 

 

 

 

 

 

 

 

 

 

 

ML.A.202

 

M.A.709

Documentation

 

 

 

 

 

 

 

 

 

 

 

 

M.A.710

Airworthiness review

 

 

 

 

 

 

 

 

 

 

 

 

M.A.711

Privileges of the organisation

 

 

 

 

 

 

 

 

 

 

 

 

M.A.712

Quality system

 

 

 

 

 

 

 

 

 

 

 

 

M.A.713

Changes to the approved continuing

 

 

 

 

 

 

 

 

 

 

 

airworthiness organisation

 

 

 

 

 

 

 

 

 

 

 

M.A.714

Record-keeping

 

 

 

 

 

 

 

 

 

 

 

 

M.A.716

Findings

 

 

 

 

 

 

 

 

 

 

 

 

 

Competent authority surveyor(s):

 

Signature(s):

 

 

 

 

 

 

 

 

Competent authority office:

Date of EASA Form 13 Part 2 completion:

 

M.A. SUBPART G APPROVAL RECOMMENDATION REPORT  EASA FORM 13

Part 3: Compliance with M.A. Subpart G continuing airworthiness management exposition (CAME)

Please either tick () the box if satisfied with compliance; or cross (x) if not satisfied with compliance and specify the reference of the Part 4 finding; or enter N/A where an item is not applicable; or N/R when applicable but not reviewed.

PART 0

General organisation

0.1

 

Corporate commitment by the accountable manager

0.2

 

General information

0.3

 

Management personnel

0.4

 

Management organisation chart

0.5

 

Notification procedure to the competent authority regarding changes to the organisation’s activities/approval/location/personnel

0.6

 

Exposition amendment procedures

PART 1

Continuing airworthiness management procedures

1.1

 

Aircraft technical log utilisation and MEL application

Aircraft continuing airworthiness record system utilisation

1.2

 

Aircraft maintenance programmes – development amendment and approval

1.3

 

Time and continuing airworthiness records, responsibilities, retention, access

1.4

 

Accomplishment and control of airworthiness directives

1.5

 

Analysis of the effectiveness of the maintenance programme(s)

1.6

 

Non mandatory modification embodiment policy

1.7

 

Major repair and modification standards

1.8

 

Defect reports

1.9

 

Engineering activity

1.10

 

Reliability programmes

1.11

 

Pre-flight inspections

1.12

 

Aircraft weighing

1.13

 

Check flight procedures

PART 2

Quality system

2.1

 

Continuing airworthiness quality policy, plan and audits procedure

2.2

 

Monitoring of continuing airworthiness management activities

2.3

 

Monitoring of the effectiveness of the maintenance programme(s)

2.4

 

Monitoring that all maintenance is carried out by an appropriate maintenance organisation

2.5

 

Monitoring that all contracted maintenance is carried out in accordance with the contract, including subcontractors used by the maintenance contractor

2.6

 

Quality audit personnel

PART 3

Contracted Maintenance

3.1

 

Procedures for contracted maintenance

3.2

 

Quality audit of aircraft

PART 4

Airworthiness review procedures

4.1

 

Airworthiness review staff

4.2

 

Review of aircraft records

4.3

 

Physical survey

4.4

 

Additional procedures for recommendations to competent authorities for the import of aircraft

4.5

 

Recommendations to competent authorities for the issue of airworthiness review certificates

4.6

 

Issuance of airworthiness review certificates

4.7

 

Airworthiness review records, responsibilities, retention and access

PART 4B

Permit to fly procedures

4B.1

 

Conformity with approved flight conditions

4B.2

 

Issue of permit to fly under the CAMO privilege

4B.3

 

Permit to fly authorised signatories

4B.4

 

Interface with the local authority for the flight

4B.5

 

Permit to fly records, responsibilities, retention and access

PART 5

Appendices

5.1

 

Sample Documents

5.2

 

List of airworthiness review staff

5.3

 

List of subcontractors as per M.A.711(a)(3)

5.4

 

List of approved maintenance organisations contracted

5.5

 

Copy of contracts for subcontracted work (Appendix II to AMC M.A.711(a)(3))

 

CAME Reference:   CAME Amendment:

Competent authority audit staff:  Signature(s):

 

Competent authority office:     Date of EASA Form 13 Part 3 completion:

M.A. SUBPART G APPROVAL RECOMMENDATION REPORT  EASA FORM 13

Part 4: Findings regarding M.A. Subpart G compliance status

Each level 1 and 2 finding should be recorded whether it has been rectified or not and should be identified by a simple cross reference to the Part 2 requirement. All non-rectified findings should be copied in writing to the organisation for the necessary corrective action.

Part

2 or 3

ref.

Audit reference(s):

Findings

L

e

v

e

l

Corrective action

Date

Due

Date

Closed

Reference

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

 

M.A. SUBPART G APPROVAL RECOMMENDATION REPORT  EASA FORM 13

Part 5: M.A. Subpart G approval or continued approval or change recommendation*

 

Name of organisation:

 

Approval reference:

 

Audit reference(s):

 

The following M.A. Subpart G scope of approval is recommended for this organisation:

 

 

 

 

Or, it is recommended that the M.A. Subpart G scope of approval specified in EASA Form 14 referenced ...................................................... be continued.

 

 

Name of recommending competent authority surveyor:

 

Signature of recommending competent authority surveyor:

 

Competent authority office:

 

Date of recommendation:

 

EASA Form 13 review (quality check):    Date:

 

*delete as appropriate

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.

               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.), 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.

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 and airworthiness review

               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?

6 – Relations with the owners/operators

               Has maintenance been carried out with suitable work orders?

               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,

               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.

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

ED Decision 2020/002/R

Application for

Competent authority

Part-M  Subpart F Approval*

Part-145 Approval*

Part-M Subpart G Approval*

Part-CAMO approval*

Part-CAO approval*

Initial */ Change*

Initial */ Change*

Initial */ Change*

initial */ Change*

initial */ Change*

 

1. Registered name of applicant:

 

2. Trading name (if different):

 

3. Addresses requiring approval:

 

4. Tel. ............................................... Fax .....................................

 

E-mail ..............................

 

5. Terms of approval and scope of work relevant to this application:

 

6. Position and name of the (proposed*) Accountable Manager:

 .........................................................................

 

7. Signature of the (proposed*) Accountable Manager: ................................................................

 

8. Place: ........................................................ 

 

9. Date: ........................................................ 

 

Note (1): A note giving the address(es) to which the EASA Form(s) should be sent.

 

Note (2): An optional note to give information on any fees payable.

 

* delete as applicable

EASA Form 2 Page 1 of 1

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

ED Decision 2015/029/R

 

[COMPETENT AUTHORITY]

 

 

Details of Management Personnel required to be accepted as specified in Part-…………………

 

1. Name:

 

2. Position:

 

 

 

3. Qualifications relevant to the item (2) position:

 

 

 

4. Work experience relevant to the item (2) position:

 

 

 

 

 

 

 

 

 

 

 

Signature: ......................................................................   Date: .........................................................

 

On completion, please send this form under confidential cover to the competent authority

 

 

Competent authority use only

Name and signature of authorised competent authority staff member accepting this person:

 

 

Signature: .....................................................................   Date: ...........................................................

 

 

Name: ...........................................................................   Office: .........................................................

 

 

 

EASA Form 4

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

ED Decision 2020/002/R

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 managing aircraft subject to Part-M and a maintenance organization approved in accordance with Part-145 or Subpart F of Part M. 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

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.

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),

               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.

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. Life-limited parts and time-controlled components

The control of life-limited parts and time-controlled components is the responsibility of the CAMO. The contract should specify whether the CAMO should provide the status of life-limited parts and time‑controlled components to the maintenance organisation, and the information that the approved organisation will have to provide to the CAMO about the removal/installation of the life-limited parts and time-controlled 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

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.

2.18. Maintenance check flight

If any maintenance check 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.

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.

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.

Appendix XII to AMC M.A.706(f) and AMC1 M.B.102(c) — Fuel tank safety training

ED Decision 2021/009/R

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:

               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 non-conformities.

3. Be able to use typical terms.

Content: The course should include:

               a short background showing examples of FTS accidents or incidents,

               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:

               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 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:

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 applicable maintenance data as defined in M.A.401(b),

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.

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

ED Decision 2020/002/R

The following text provides relevant information for conducting organisational reviews in accordance with M.A.712 for the particular case of a CAMO working on aircraft subject to Part-M.

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.

               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 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?

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)

               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.

               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.

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