Easy Access Rules for Continuing Airworthiness (Regulation (EU) No 1321/2014)

ED Decision 2015/029/R

KEY RISK ELEMENTS

1.The following KREs should be used for aircraft continuing airworthiness monitoring:

(a)Type design and changes to type design

(b)Airworthiness limitations

(c)Airworthiness Directives

(d)Aircraft documents

(e)Flight Manual

(f)Mass & Balance

(g)Markings & placards

(h)Operational requirements

(i)Defect management

(j)Aircraft Maintenance Programme

(k)Component control

(l)Repairs

(m)Records

2.These KREs and their detailed components should be adapted to the complexity of the aircraft type being surveyed by retaining only those items that are applicable and relevant for the particular aircraft type.

3.The further information regarding ‘KEY RISK ELEMENTS’ can be found in Appendix III to GM1 M.B.303(b).

ED Decision 2020/002/R

KEY RISK ELEMENTS

The KREs define the scope of continuing airworthiness. The list of KREs is intended to provide the basis for planning and control of the ACAM survey programme. It will ensure that the programme covers all aspects of continuing airworthiness. While it is not required to cover all KREs during a given inspection, the ACAM survey programme needs to ensure that there is no omission, i.e. certain KRE are never inspected.

The further information on ‘KEY RISK ELEMENTS’ can be found in Appendix III to GM1 M.B.303(b).

ED Decision 2016/011/R

FINDINGS ANALYSIS

1.The process should analyse the findings, or combination thereof, in order to identify:

(a)the root causes and their recurrence;

(b)the potential impact on flight safety of the individual aircraft or aircraft fleet on the national register, including hazard identification and risk mitigation; and

(c)further necessary actions at the level of the organisation(s) or individual(s) interacting with the continuing airworthiness of the aircraft or aircraft fleet.

2.The outcome of the analysis should be used for the further adjustment of the ACAM programme as well as for the purpose of M.B.303(e), (f) and (g).

3.The purpose of this process is not to analyse individual findings, but to address systemic issues or issues that become apparent at individual, corporate or aggregate level.

Regulation (EU) 2015/1536

The competent authority shall:

(a)suspend an airworthiness review certificate on reasonable grounds in the case of potential safety threat, or;

(b)suspend or revoke an airworthiness review certificate pursuant to M.B.903(1).

Regulation (EU) 2020/270

(a)The competent authority shall approve the initial aircraft technical log system required by point M.A.306.

(b)To enable the organisation to implement changes to the aircraft technical log system without prior competent authority approval, the competent authority shall approve the relevant procedure referred to in point CAMO.A.300(c) of Annex Vc, or point M.A.704(c) of this Annex or point CAO.A.025(c) of Annex Vd.

Regulation (EU) No 1321/2014

(to be developed as appropriate)

Regulation (EU) No 1321/2014

(to be developed as appropriate)

SUBPART F — MAINTENANCE ORGANISATION

Regulation (EU) No 1321/2014

Where maintenance facilities are located in more than one Member State the investigation and continued oversight of the approval shall be carried out in conjunction with the competent authorities designated by the Member States in whose territory the other maintenance facilities are located.

Regulation (EU) 2019/1383

(a)Provided the requirements of points M.A.606(a) and (b) are complied with, the competent authority shall formally indicate its acceptance of the M.A.606(a) and (b) personnel to the applicant in writing.

(b)The competent authority shall establish that the procedures specified in the maintenance organisation manual comply with Subpart F of this Annex, and shall ensure that the accountable manager signs the commitment statement.

(c)The competent authority shall verify that the organisation is in compliance with the requirements laid down in Subpart F of this Annex.

(d)A meeting with the accountable manager shall be convened at least once during the investigation for approval to ensure that he/she fully understands the significance of the approval and the reason for signing the commitment of the organisation to compliance with the procedures specified in the manual.

(e)All findings shall be confirmed in writing to the applicant organisation.

(f)The competent authority shall record all findings, closure actions (actions required to close a finding) and recommendations.

(g)For initial approval all findings shall be corrected by the organisation and closed by the competent authority before the approval can be issued.

ED Decision 2015/029/R

1.‘Formally indicate in writing’ means that an EASA Form 4 (Appendix X to AMC M.B.602(a) and AMC M.B.702(a)) should be used for this activity. With the exception of the accountable manager, an EASA Form 4 should be completed for each person nominated to hold a position required by M.A.606(b).

2.In the case of the accountable manager approval of the maintenance organisation manual containing the accountable manager’s signed commitment statement constitutes formal acceptance.

ED Decision 2015/029/R

The competent authority should indicate approval of the maintenance organisation manual in writing.

ED Decision 2015/029/R

1.The competent authority should determine by whom, and how the audit shall be conducted. For example, it will be necessary to determine whether one large team audit or a short series of small team audits or a long series of single man audits are most appropriate for the particular situation.

2.The audit may be carried out on a product line type basis. For example, in the case of an organisation with Socata TB20 and Piper PA28 ratings, the audit is concentrated on one type only for a full compliance check. Dependent upon the result, the second type may only require a sample check that should at least cover the activities identified as weak for the first type.

3.The competent authority auditing surveyor should always ensure that he/she is accompanied throughout the audit by a senior technical member of the organisation. The reason for being accompanied is to ensure the organisation is fully aware of any findings during the audit.

4.The auditing surveyor should inform the senior technical member of the organisation at the end of the audit visit on all findings made during the audit.

ED Decision 2015/029/R

1.Findings should be recorded on an audit report form with a provisional categorisation as a level 1 or 2. Subsequent to the audit visit that identified the particular findings, the competent authority should review the provisional finding levels, adjusting them if necessary and change the categorisation from ‘provisional’ to ‘confirmed’.

2.All findings should be confirmed in writing to the applicant organisation within 2 weeks of the audit visit.

3.There may be occasions when the competent authority finds situations in the applicant's organisation on which it is unsure about compliance. In this case, the organisation should be informed about possible non-compliance at the time and the fact that the situation will be reviewed within the competent authority before a decision is made. If the review concludes that there is no finding then a verbal confirmation to the organisation will suffice.

ED Decision 2015/029/R

1.The audit report should be made on an EASA Form 6F (see appendix VI).

2.A quality review of the EASA Form 6F audit report should be carried out by a competent independent person nominated by the competent authority. The review should take into account the relevant paragraphs of M.A. Subpart F, the categorisation of finding levels and the closure action taken. Satisfactory review of the audit form should be indicated by a signature on the EASA Form 6F.

ED Decision 2015/029/R

The audit reports should include the date each finding was cleared together with reference to the competent authority report or letter that confirmed the clearance.

Regulation (EU) No 1321/2014

(a)The competent authority shall issue to the applicant an EASA Form 3 approval certificate (Appendix V to this Annex), which includes the extent of the approval, when the maintenance organisation is in compliance with the applicable points of this Annex.

(b)The competent authority shall indicate the conditions attached to the approval on the EASA Form 3 approval certificate.

(c)The reference number shall be included on the EASA Form 3 approval certificate in a manner specified by the Agency.

ED Decision 2015/029/R

1.For approvals involving more than one competent authority, the approval should be granted in conjunction with the competent authorities of the Member States in whose territories the other maintenance organisation facilities are located. For practical reasons the initial approval should be granted on the basis of a joint audit visit by the approving competent authority and competent authorities of the Member States in whose territories the other maintenance organisation facilities are located. Audits related to the continuation of the approval should be delegated to the competent authorities of the Member States in whose territories the other maintenance organisation facilities are located. The resulting audit form and recommendation should then be submitted to the approving competent authority.

2.The approval should be based upon the organisational capability relative to M.A. Subpart F compliance and not limited by reference to individual EASA certificated products.

For example, if the organisation is capable of maintaining within the limitation of M.A. Subpart F the Cessna 100 series aircraft the approval schedule should state A2 Cessna 100 series and not Cessna 172RG which is a particular designator for one of many Cessna 100 series.

3.Special case for ELA1 aircraft:

In order to promote standardisation, for this category of aircraft the following approach is recommended:

Possible ratings to be endorsed in EASA Form 3:

•ELA1 sailplanes;

•ELA1 powered sailplanes and ELA1 aeroplanes;

•ELA1 balloons;

•ELA1 airships.

Before endorsing any of those ratings (for example, ELA1 sailplanes) in EASA Form 3, the competent authority should audit that the organisation is capable of maintaining at least one aircraft type (for example, one type of sailplanes within the ELA1 category), including the availability of the necessary facilities, equipment, tooling, material, maintenance data, and certifying staff.

It is acceptable that the detailed scope of work in the Maintenance Organisation Manual (MOM) contains the same ratings endorsed in EASA Form 3 (for example, ELA1 sailplanes), without a need to further limit them. However, the maintenance organisation will only be able to maintain a certain aircraft type when all the necessary facilities, equipment, tooling, material, maintenance data, and certifying staff are available.

ED Decision 2015/029/R

The numeric sequence of the approval reference should be unique to the particular approved maintenance organisation.

Regulation (EU) 2019/1383

(a)The competent authority shall keep and update a programme listing, for each maintenance organisation approved in accordance with Subpart F of Section B of this Annex under its supervision, the dates when audit visits are due and when such visits were carried out.

(b)Each organisation shall be completely audited at periods not exceeding 24 months.

(c)All findings shall be confirmed in writing to the applicant organisation.

(d)The competent authority shall record all findings, closure actions (actions required to close a finding) and recommendations.

(e)A meeting with the accountable manager shall be convened at least once every 24 months to ensure he/she remains informed of significant issues arising during audits.

ED Decision 2020/002/R

1.Where the competent authority has decided that a series of audit visits are necessary to arrive at a complete audit of an approved maintenance organisation, the program should indicate which aspects of the approval will be covered on each visit.

2.It is recommended that part of an audit concentrates on the organisations internal self monitoring reports produced by the organisational review to determine if the organisation is identifying and correcting its problems.

3.At the successful conclusion of the audit(s) including verification of the manual, an audit report form should be completed by the auditing surveyor including all recorded findings, closure actions and recommendation. An EASA Form 6F should be used for this activity.

4.Credit may be claimed by the competent authority surveyor(s) for specific item audits completed during the preceding 23-month period subject to four conditions:

(a)the specific item audit should be the same as that required by M.A. Subpart F latest amendment, and

(b)there should be satisfactory evidence on record that such specific item audits were carried out and that all corrective actions have been taken, and

(c)the competent authority surveyor(s) should be satisfied that there is no reason to believe standards have deteriorated in respect of those specific item audits being granted a back credit;

(d)the specific item audit being granted a back credit should be audited not later than 24 months after the last audit of the item.

5.When performing the oversight of an organisation that holds more than one approval pursuant to this Regulation, the competent authority should arrange the audits to cover both approvals avoiding a duplicated visit of a particular area.

Regulation (EU) 2019/1383

(a)When during audits or by other means evidence is found showing non-compliance with a requirement laid down in this Annex or Annex Vb (Part-ML), the competent authority shall take the following actions:

1.For level 1 findings, immediate action shall be taken by the competent authority to revoke, limit or suspend in whole or in part, depending upon the extent of the level 1 finding, the maintenance organisation approval, until successful corrective action has been taken by the organisation.

2.For level 2 findings, the competent authority shall grant a corrective action period appropriate to the nature of the finding that shall not be more than three months. In certain circumstances, at the end of this first period and subject to the nature of the finding, the competent authority can extend the three month period subject to a satisfactory corrective action plan.

(b)Action shall be taken by the competent authority to suspend in whole or part the approval in case of failure to comply within the timescale granted by the competent authority.

ED Decision 2015/029/R

For a level 1 finding it may be necessary for the competent authority to ensure that further maintenance and re-certification of all affected products is accomplished, dependent upon the nature of the finding.

Regulation (EU) 2019/1383

(a)The competent authority shall comply with the applicable elements of the initial approval for any change to the organisation notified in accordance with point M.A.617.

(b)The competent authority may prescribe the conditions under which the approved maintenance organisation may operate during such changes, unless it determines that the approval should be suspended due to the nature or the extent of the changes.

(c)For any change to the maintenance organisation manual:

1.in the case of direct approval of changes in accordance with point (b) of point M.A.604, the competent authority shall verify that the procedures specified in the manual are in compliance with this Annex before formally notifying the approved organisation of the approval;

2.in the case of an indirect approval of changes in accordance with point (c) of point M.A.604, the competent authority shall ensure that:

(i)the changes remain minor;

(ii)it has adequate control over the approval of the changes to ensure they remain in compliance with the requirements of this Annex.

ED Decision 2015/029/R

1.Changes in nominated persons.

The competent authority should have adequate control over any changes to personnel specified in M.A.606(a) and (b). Such changes will require an amendment to the manual.

2.It is recommended that a simple manual status sheet is maintained which contains information on when an amendment was received by the competent authority and when it was approved.

3.The competent authority should define the minor amendments to the manual which may be incorporated through indirect approval. In this case a procedure should be stated in the amendment section of the maintenance organisation manual.

Changes notified in accordance with M.A.617 are not considered minor.

For all cases other than minor, the applicable part(s) of the EASA Form 6F should be used for the change.

4.The approved maintenance organisation should submit each manual amendment to the competent authority whether it be an amendment for competent authority approval or an indirectly approved amendment. Where the amendment requires competent authority approval, the competent authority when satisfied, should indicate its approval in writing. Where the amendment has been submitted under the indirect approval procedure the competent authority should acknowledge receipt in writing.

Regulation (EU) No 1321/2014

The competent authority shall:

(a)suspend an approval on reasonable grounds in the case of potential safety threat, or;

(b)suspend, revoke or limit an approval pursuant to point M.B.605.

SUBPART G — CONTINUING AIRWORTHINESS MANAGEMENT ORGANISATION

Regulation (EU) 2015/1536

(a)For licenced air carriers in accordance with Regulation (EC) No 1008/2008 the competent authority shall receive for approval with the initial application for the air operator's certificate and where applicable any variation applied for and for each aircraft type to be operated:

1.the continuing airworthiness management exposition;

2.the operator's aircraft maintenance programmes;

3.the aircraft technical log;

4.where appropriate the technical specification of the maintenance contracts between the CAMO and Part-145 approved maintenance organisation.

(b)Where facilities are located in more than one Member State the investigation and continued oversight of the approval shall be carried out in conjunction with the competent authorities designated by the Member States in whose territory the other facilities are located.

ED Decision 2016/011/R

1.The documents listed in M.B.701(a) points (1), (2) and (3) may require approval. Draft documents should be submitted at the earliest opportunity so that assessment of the application can begin. Grant or change cannot be effected until the competent authority has received the completed documents. This information is required to enable the competent authority to conduct its assessment in order to determine the volume of oversight work necessary and the locations at which it will be accomplished.

2.If considered appropriate for the assessment, the competent authority may request that at the time of initial application or change of the approval schedule the CAMO applicant provides a copy of the technical specifications of the contracts with Part-145 organisations to demonstrate that arrangements are in place for all base and scheduled line maintenance for an appropriate period of time.

Regulation (EU) No 1321/2014

(a)Provided the requirements of points M.A.706(a), (c), (d) and M.A.707 are complied with, the competent authority shall formally indicate its acceptance of the M.A.706(a), (c), (d) and M.A.707 personnel to the applicant in writing.

(b)The competent authority shall establish that the procedures specified in the continuing airworthiness management exposition comply with Section A, Subpart G of this Annex (Part-M) and ensure the accountable manager signs the commitment statement.

(c) The competent authority shall verify the organisation's compliance with requirements laid down in Section A, Subpart G of this Annex (Part-M).

(d) A meeting with the accountable manager shall be convened at least once during the investigation for approval to ensure that he/she fully understands the significance of the approval and the reason for signing the exposition commitment of the organisation to compliance with the procedures specified in the continuing airworthiness management exposition.

(e) All findings shall be confirmed in writing to the applicant organisation.

(f) The competent authority shall record all findings, closure actions (actions required to close a finding) and recommendations.

(g) For initial approval all findings shall be corrected by the organisation and closed by the competent authority before the approval can be issued.

ED Decision 2015/029/R

1.‘Formally indicate in writing’ means that an EASA Form 4 (Appendix X to AMC M.B.602(a) and AMC M.B.702(a)) should be used for this activity. With the exception of the accountable manager, an EASA Form 4 should be completed for each person nominated to hold a position required by M.A.706(c), (d) and M.A.707.

2.In the case of the accountable manager, approval of the continuing airworthiness management exposition containing the accountable manager’s signed commitment statement constitutes formal acceptance, once the authority has held a meeting with the accountable manager and is satisfied with its results.

ED Decision 2016/011/R

1.The competent authority should indicate approval of the continuing airworthiness management exposition in writing.

2.Contracts for sub-contracting continuing airworthiness management tasks by CAMOs should be included in the continuing airworthiness organisation exposition. The competent authorities should verify that the standards set forth in AMC M.A.711(a)(3) have been met when approving the exposition.

3.The competent authority while investigating the acceptability of the proposed subcontracted continuing airworthiness management tasks arrangements will take into account, in the subcontracted organisation, all other such contracts that are in place irrespective of state of registry in terms of sufficiency of resources, expertise, management structure, facilities and liaison between the CAMO, the subcontracted organisation and, where applicable, the contracted maintenance organisation(s).

ED Decision 2015/029/R

1.The competent authority should determine by whom, and how the audit shall be conducted. For example, it will be necessary to determine whether one large team audit or a short series of small team audits or a long series of single man audits are most appropriate for the particular situation.

2.The audit may be carried out on a product line type basis. For example, in the case of an organisation with Airbus A320 and Airbus A310 ratings, the audit is concentrated on one type only for a full compliance check. Dependent upon the result, the second type may only require a sample check that should at least cover the activities identified as weak for the first type.

3.When determining the scope of the audit and which activities of the organisation will be assessed during the audit, the privileges of the approved organisation should be taken into account, e.g. approval to carry out airworthiness reviews.

4.The competent authority auditing surveyor should always ensure that he/she is accompanied throughout the audit by a senior technical member of the organisation. Normally this is the quality manager. The reason for being accompanied is to ensure the organisation is fully aware of any findings during the audit.

5.The auditing surveyor should inform the senior technical member of the organisation at the end of the audit visit on all findings made during the audit.

ED Decision 2015/029/R

1.Findings should be recorded on an audit report form with a provisional categorisation as a level 1 or 2. Subsequent to the audit visit that identified the particular findings, the competent authority should review the provisional finding levels, adjusting them if necessary and change the categorisation from ‘provisional’ to ‘confirmed’.

2.All findings should be confirmed in writing to the applicant organisation within 2 weeks of the audit visit.

3.There may be occasions when the competent authority finds situations in the applicant's organisation on which it is unsure about compliance. In this case, the organisation should be informed about possible non-compliance at the time and the fact that the situation will be reviewed within the competent authority before a decision is made. If the review concludes that there is no finding then a verbal confirmation to the organisation will suffice.

ED Decision 2015/029/R

1.The audit report form should be the EASA Form 13 (Appendix VII).

2.A quality review of the EASA Form 13 audit report should be carried out by a competent independent person nominated by the competent authority. The review should take into account the relevant paragraphs of M.A. Subpart G, the categorisation of finding levels and the closure action taken. Satisfactory review of the audit form should be indicated by a signature on the EASA Form 13.

ED Decision 2015/029/R

The audit reports should include the date each finding was cleared together with reference to the competent authority report or letter that confirmed the clearance.

Regulation (EU) 2020/270

(a)The competent authority shall issue to the applicant an EASA Form 14-MG approval certificate (Appendix VI to this Annex) which includes the extent of approval, when the continuing airworthiness management organisation is in compliance with Section A, Subpart G of this Annex (Part-M).

(b)The competent authority shall indicate the validity of the approval on the EASA Form 14MG approval certificate.

(c)The reference number shall be included on the Form 14MG approval certificate in a manner specified by the Agency.

(d)In the case of licenced air carriers in accordance with Regulation (EC) No 1008/2008, the information contained on an EASA Form 14MG will be included on the air operator's certificate.

ED Decision 2015/029/R

The table shown for the Approval Schedule in EASA Form 14 includes a field designated as ‘Aircraft type/series/group’

The intention is to give maximum flexibility to the competent authority to customise the approval to a particular organisation.

Possible alternatives to be included in this field are the following:

•A specific type designation that is part of a type certificate, such as Airbus 340-211 or Cessna 172R.

•A type rating (or series) as listed in Part-66 Appendix I to AMC, which may be further subdivided, such as Boeing 737-600/700/800, Boeing 737-600, Cessna 172 Series.

•An aircraft group such as, for example, ‘all sailplanes and powered sailplanes’ or ‘Cessna single piston engined aircraft’ or ‘Group 3 aircraft’ (as defined in 66.A.5) or ‘aircraft below 2 730 kg MTOM’.

Reference to the engine type installed in the aircraft may or may not be included, as necessary.

It is important to note that the scope of work defined in EASA Form 14 is further limited to the one defined in the Continuing Airworthiness Management Exposition (CAME). It is this scope of work in the CAME which ultimately defines the approval of the organisation. As a consequence, it is possible for a competent authority to endorse in EASA Form 14, for example, a scope of work for Group 3 aircraft while the detailed scope of work defined in the CAME does not include all Group 3 aircraft.

Nevertheless, in all cases, the competent authority should be satisfied that the organisation has the capability to manage the types/groups/series endorsed in the EASA Form 14.

Since the activities linked to continuing airworthiness management are mainly process-oriented rather than facility/tooling-oriented, changes to the detailed scope of work defined in the CAME (either directly or through a capability list), within the limits already included in EASA Form 14, may be considered as not affecting the approval and not subject to M.A.713. As a consequence, for these changes the competent authority may allow the use by the CAMO of the indirect approval procedure defined in M.A.704(c).

In the example mentioned above, before endorsing the Group 3 in EASA Form 14 for the first time, the competent authority should make sure that the organisation is capable of managing this category of aircraft as a whole. In particular, the competent authority should ensure that Baseline/Generic Maintenance Programmes (see M.A.709) or individual maintenance programmes (for contracted customers) are available for all the aircraft which are intended to be initially included in the scope of work detailed in the CAME. Later on, if changes need to be introduced in the detailed scope of work detailed in the CAME to include new aircraft types (within Group 3), this may be done by the CAMO through the use of the indirect approval procedure.

Since, as mentioned above, the competent authority should make sure that the organisation is capable of managing the requested category as a whole, it is not reasonable to grant a full Group 3 approval based on an intended scope of work which is limited to, for example, a Cessna 172 aircraft. However, it may be reasonable to grant such full Group 3 approval, after showing appropriate capability, for an intended scope of work covering several aircraft types or series of different complexity and which are representative of the full Group 3.

Special case for ELA1 aircraft:

In order to promote standardisation, for this category of aircraft the following approach is recommended:

•Possible ratings to be endorsed in EASA Form 14:

ELA1 sailplanes;

ELA1 powered sailplanes and ELA1 aeroplanes;

ELA1 balloons;

ELA1 airships.

•Before endorsing any of those ratings (for example, ELA1 sailplanes) in EASA Form 14, the competent authority should audit that the organisation is capable of managing at least one aircraft type (for example, one type of sailplanes within the ELA1 category), including the availability of the necessary facilities, data, maintenance programmes, and staff.

•It is acceptable that the detailed scope of work in the CAME contains the same ratings endorsed in EASA Form 14 (for example, ELA1 sailplanes), without a need to further limit them. However, the CAMO will only be able to manage a certain aircraft type when all the necessary facilities, data, maintenance programmes and staff are available.

ED Decision 2015/029/R

For approvals involving more than one competent authority, the approval should be granted in conjunction with the competent authority of the Member States in whose territories the other continuing airworthiness management organisation facilities are located. For practical reasons the initial approval should be granted on the basis of a joint audit visit by the approving competent authority and competent authority of the Member States in whose territories the other continuing airworthiness management organisation facilities are located. Audits related to the renewal of the approval should be delegated to the competent authority of the Member States in whose territories the other continuing airworthiness management organisation facilities are located. The resulting audit form and recommendation should then be submitted to the approving competent authority.

ED Decision 2015/029/R

The numeric sequence should be unique to the particular CAMO.

Regulation (EU) No 1321/2014

(a)The competent authority shall keep and update a program listing, for each continuing airworthiness organisation approved under Section A, Subpart G of this Annex (Part-M) under its supervision, the dates when audit visits are due and when such visits were carried out.

(b)Each organisation shall be completely audited at periods not exceeding 24 months.

(c)A relevant sample of the aircraft managed by the organisation approved under Section B, Subpart G of this Annex (Part-M) shall be surveyed in every 24 month period. The size of the sample will be decided by the competent authority based on the result of prior audits and earlier product surveys.

(d)All findings shall be confirmed in writing to the applicant organisation.

(e)The competent authority shall record all findings, closure actions (actions required to close a finding) and recommendations.

(f)A meeting with the accountable manager shall be convened at least once every 24 months to ensure he/she remains informed of significant issues arising during audits.

ED Decision 2020/002/R

1.Where the competent authority has decided that a series of audit visits are necessary to arrive at a complete audit of an approved continuing airworthiness management organisation, the program should indicate which aspects of the approval will be covered on each visit.

2.It is recommended that part of an audit concentrates on two ongoing aspects of the M.A. Subpart G approval, namely the organisations internal self monitoring quality reports produced by the quality monitoring personnel to determine if the organisation is identifying and correcting its problems and secondly the number of concessions granted by the quality manager.

3.At the successful conclusion of the audit(s) including verification of the exposition, an audit report form should be completed by the auditing surveyor including all recorded findings, closure actions and recommendation. An EASA Form 13 should be used for this activity.

4.Credit may be claimed by the competent authority surveyor(s) for specific item audits completed during the preceding 23 month period subject to four conditions:

(a)the specific item audit should be the same as that required by M.A. Subpart G latest amendment, and

(b)there should be satisfactory evidence on record that such specific item audits were carried out and that all corrective actions have been taken, and

(c)the competent authority surveyor(s) should be satisfied that there is no reason to believe standards have deteriorated in respect of those specific item audits being granted a back credit;

(d)the specific item audit being granted a back credit should be audited not later than 24 months after the last audit of the item.

5.When a CAMO sub-contracts continuing airworthiness management tasks all sub-contracted organisations should also be audited by the competent authority at periods not exceeding 24 months (credits per paragraph 4 above are permitted) to ensure they fully comply with M.A. Subpart G. For these audits, the competent authority auditing surveyor should always ensure that he/she is accompanied throughout the audit by a senior technical member of the CAMO. All findings should be sent to and corrected by the CAMO.

6.When performing the oversight of organisations that hold various approvals, the competent authority should arrange the audits to cover all approvals avoiding a duplicated visit of a particular area.

Regulation (EU) 2020/270

(a)When during audits or by other means, evidence is found showing non-compliance to a requirement laid down in this Annex (Part-M) or Annex Vb (Part-ML), as applicable, the competent authority shall take the following actions:

1.For level 1 findings, immediate action shall be taken by the competent authority to revoke, limit or suspend in whole or in part, depending upon the extent of the level 1 finding, the continuing airworthiness management organisation approval, until successful corrective action has been taken by the organisation.

2.For level 2 findings, the competent authority shall grant a corrective action period appropriate to the nature of the finding that shall not be more than three months. In certain circumstances, at the end of this first period, and subject to the nature of the finding the competent authority can extend the three month period subject to a satisfactory corrective action plan.

(b)Action shall be taken by the competent authority to suspend in whole or part the approval in case of failure to comply within the timescale granted by the competent authority.

ED Decision 2016/011/R

For a level 1 finding the competent authority should inform the owner/operator and the competent authority of any potentially affected aircraft in order that corrective action can be taken to ensure possible unsafe conditions on these aircraft are corrected before further flight.

Furthermore, a level 1 finding could lead to a non-compliance to be found on an aircraft as specified in M.B.303(f).

Regulation (EU) 2020/270

(a)The competent authority shall comply with the applicable elements of the initial approval for any change to the organisation notified in accordance with point M.A.713.

(b)The competent authority may prescribe the conditions under which the approved continuing airworthiness management organisation may operate during such changes unless it determines that the approval should be suspended due to the nature or the extent of the changes.

(c)For any change to the continuing airworthiness management exposition:

1.In the case of direct approval of changes in accordance with point M.A.704(b) of this Annex (Part-M), the competent authority shall verify that the procedures specified in the exposition are in compliance with this Annex (Part-M) or Annex Vb (Part-ML), as applicable, before formally notifying the approved organisation of the approval.

2.In the case an indirect approval procedure is used for the approval of the changes in accordance with point M.A.704(c) of this Annex (Part-M), the competent authority shall ensure all of the following:

(i)that the changes remain minor;

(ii)that it has an adequate control over the approval of the changes to ensure they remain in compliance with the requirements of this Annex (Part-M) or Annex Vb (Part-ML), as applicable.

ED Decision 2016/011/R

1.Changes in nominated persons. The competent authority should have adequate control over any changes to the personnel specified in M.A.706(a), (c), (d) and (i). Such changes will require an amendment to the exposition.

2.It is recommended that a simple exposition status sheet is maintained which contains information on when an amendment was received by the competent authority and when it was approved.

3.The competent authority should define the minor amendments to the exposition which may be incorporated through indirect approval. In this case a procedure should be stated in the amendment section of the approved continuing airworthiness management exposition.

4.Changes notified in accordance with M.A.713 are not considered minor. For all cases other than minor, the applicable part(s) of the EASA Form 13 should be used for the change.

5.The CAMO should submit each exposition amendment to the competent authority whether it be an amendment for competent authority approval or an indirectly approved amendment. Where the amendment requires competent authority approval, the competent authority when satisfied, should indicate its approval in writing. Where the amendment has been submitted under the indirect approval procedure the competent authority should acknowledge receipt in writing.

Regulation (EU) No 1321/2014

The competent authority shall:

(a)suspend an approval on reasonable grounds in the case of potential safety threat, or;

(b)suspend, revoke or limit an approval pursuant to point M.B.705.

Regulation (EU) No 1321/2014

(to be developed as appropriate)

SUBPART I — AIRWORTHINESS REVIEW CERTIFICATE

Regulation (EU) 2019/1383

Upon receipt of an application and associated airworthiness review certificate recommendation in accordance with point M.A.901:

1.Appropriately qualified personnel of the competent authority shall verify that the compliance statement contained in the recommendation demonstrates that a complete airworthiness review in accordance with point M.A.901 has been carried out.

2.The competent authority shall investigate and may request further information to support the assessment of the recommendation.

ED Decision 2021/009/R

1.The result of the verification and the investigation of a recommendation should be sent to the applicant within 30 days. If corrective action has been requested before the issuance of an airworthiness review certificate, the competent authority may decide a further period for the assessment of the requested corrective action.

2.The verification of the compliance statement required by M.B.901 does not mean repeating the airworthiness review itself. However, the competent authority should verify that the CAMO/CAO has carried out a complete and accurate assessment of the airworthiness of the aircraft.

3.Depending on the content of the recommendation, the history of the particular aircraft, and the knowledge of the CAMO/CAO making the recommendation in terms of experience, number and correction of findings and previous recommendations the extent of the investigation will vary. Therefore, whenever possible the person carrying out the investigation should be involved in the oversight of the CAMO/CAO making the recommendation.

4.In some cases, the inspector may decide that it is necessary to organise:

—a physical survey of the aircraft, or

—a full or partial airworthiness review.

In this case, the inspector should inform the CAMO/CAO making the recommendation with sufficient notice so that it may organise itself according to M.A.901(i).

Furthermore, this part of the investigation should be carried out by appropriate airworthiness review staff in accordance with M.B.902(b).

5.Only when satisfied that the aircraft is airworthy, should the inspector issue an airworthiness review certificate.

Regulation (EU) 2019/1383

(a)When the competent authority carries out the airworthiness review and issues the airworthiness review certificate (Appendix III (EASA Form 15a) to this Annex), the competent authority shall carry out an airworthiness review in accordance with point M.A.901.

(b)The competent authority shall have appropriate airworthiness review staff to carry out the airworthiness reviews.

1.For all aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, and for aircraft above 2 730 kg MTOM, such staff shall have:

(i)acquired at least 5 years of experience in continuing airworthiness;

(ii)acquired an appropriate licence in compliance with Annex III (Part-66), or a nationally recognised maintenance personnel qualification appropriate to the aircraft category (when Article 5(6) refers to national rules), or an aeronautical degree or equivalent;

(iii)received formal aeronautical maintenance training;

(iv)held a position with appropriate responsibilities.

Notwithstanding points (a) to (d), the requirement laid down in point (b)(1)(b) of point M.B.902 may be replaced with 5 years of experience in continuing airworthiness additional to those already required by point (b)(1)(a) of point M.B.902.

2.For aircraft not used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, and for aircraft of 2 730 kg MTOM and below, such staff shall have:

(i)at least 3 years of experience in continuing airworthiness;

(ii)acquired an appropriate licence in compliance with Annex III (Part-66), or a nationally recognised maintenance personnel qualification appropriate to the aircraft category when Article 5(6) refers to national rules, or an aeronautical degree or equivalent;

(iii)received appropriate aeronautical maintenance training;

(iv)held a position with appropriate responsibilities.

Notwithstanding points (a) to (d), the requirement laid down in point (b)(2)(b) of point M.B.902 may be replaced by 4 years of experience in continuing airworthiness additional to those already required by point (b)(2)(a) of point M.B.902.

(c)The competent authority shall maintain a record of all airworthiness review staff, which shall include details of any appropriate qualification held together with a summary of relevant continuing airworthiness management experience and training.

(d)The competent authority shall have access to the applicable data as specified in points M.A.305, M.A.306 and M.A.401 in the performance of the airworthiness review.

(e)The staff that carries out the airworthiness review shall issue a Form 15a after satisfactory completion of the airworthiness review.

ED Decision 2020/002/R

1.A person qualified in accordance with AMC1 M.B.102(c) subparagraph 1.5 should be considered as holding the equivalent to an aeronautical degree.

2.‘experience in continuing airworthiness’ means any appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management (engineering) and/or surveillance of such tasks.

3.An appropriate licence in compliance with Annex III (Part-66) is a category B or C licence in the subcategory of the aircraft reviewed. It is not necessary to satisfy the recent experience requirements of Part 66 at the time of the review or to hold the type rating on the particular aircraft.

4.To hold a position with appropriate responsibilities means the airworthiness review staff should have a position within the competent authority that authorises that person to sign on behalf that competent authority.

5.A person in the competent authority carrying out airworthiness reviews or airworthiness certificate renewal inspections in a Member State, prior to the date of entry into force of Part-M should be considered as complying with M.B.902(b).

ED Decision 2016/011/R

For all aircraft used by air carriers licensed in accordance with Regulation (EC) No 1008/2008 and for any other aircraft, other than balloons, above 2 730 kg MTOM, formal aeronautical maintenance training means training (internal or external) supported by evidence on the following subjects:

•Relevant parts of continuing airworthiness regulations.

•Relevant parts of operational requirements and procedures, if applicable.

•Knowledge of the internal procedures for continuing airworthiness.

•Knowledge of a relevant sample of the type(s) of aircraft gained through a formalised training course. These courses should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation.

‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within the scope of approval.

ED Decision 2020/002/R

For aircraft of 2 730 kg MTOM and below, not used by air carriers licensed in accordance with Regulation (EC) No 1008/2008, appropriate aeronautical maintenance training means demonstrated knowledge of the following subjects:

—Relevant parts of continuing airworthiness regulations.

—Relevant parts of operational requirements and procedures, if applicable.

—Knowledge of the internal procedures for continuing airworthiness.

—Knowledge of a relevant sample of the type(s) of aircraft gained through training and/or work experience. Such knowledge should be at least at a level equivalent to Part-66 Appendix III Level 1 General Familiarisation.

‘Relevant sample’ means that these courses should cover typical systems embodied in those aircraft being within the scope of approval.

This knowledge may be demonstrated by documented evidence or by an assessment performed by the competent authority. This assessment should be recorded.

ED Decision 2015/029/R

The minimum content of the airworthiness review staff record should be:

•Name,

•Date of Birth,

•Basic Education,

•Experience,

•Aeronautical Degree and/or Part-66-qualification,

•Initial Training received,

•Type Training received,

•Continuation Training received,

•Experience in continuing airworthiness and within the organisation,

•Responsibilities of current job.

Regulation (EU) No 1321/2014

If during aircraft surveys or by other means evidence is found showing non-compliance to a Part-M requirement, the competent authority shall take the following actions:

1.for level 1 findings, the competent authority shall require appropriate corrective action to be taken before further flight and immediate action shall be taken by the competent authority to revoke or suspend the airworthiness review certificate.

2.for level 2 findings, the corrective action required by the competent authority shall be appropriate to the nature of the finding.

Regulation (EU) 2019/1383

Upon receipt of a notification of aircraft transfer between the Member States according to point M.A.903, the competent authority of the Member State where the aircraft is currently registered shall inform the competent authority of the Member State where the aircraft will be registered of any known problems with the aircraft being transferred. The competent authority of the Member State where the aircraft will be registered shall ensure that the competent authority of the Member State where the aircraft is currently registered has been properly notified about the transfer.

APPENDICES TO ANNEX I (Part-M)

Regulation (EU) 2022/1360

1.When an owner or operator contracts in accordance with point M.A.201 a CAMO or CAO to carry out continuing airworthiness management tasks, upon request by the competent authority, a copy of the contract signed by both parties shall be sent by the owner or operator to the competent authority of the Member State of registry.

2.The contract shall be developed taking into account the requirements of this Annex and shall define the obligations of the signatories in relation to the continuing airworthiness of the aircraft.

3.It shall contain as a minimum the following information:

aircraft registration, type and serial number;

aircraft owner's or registered lessee’s name or company details including the address,

details of the contracted CAMO or CAO, including the address, and

the type of operation.

4.It shall state the following:

'The owner or operator entrusts the CAMO or CAO with the management of the continuing airworthiness of the aircraft, including but not limited to the development of an AMP that shall be approved by the competent authority as detailed in point M.1 and the organisation of the maintenance of the aircraft according to said AMP.

According to the present contract, both signatories undertake to follow the respective obligations of this contract.

The owner or operator declares to the best of their knowledge that all the information given to the CAMO or CAO concerning the continuing airworthiness of the aircraft is and will continue to be accurate, and that the aircraft will not be repaired or modified without prior agreement of the CAMO or CAO.

In case of any non-conformity with this contract, by either of the signatories, the CAMO or CAO and the owner or operator shall assess if it impacts the continuation of the contract and shall inform the competent authority(ies) of such organisations. The assessment carried out by the organisations shall consider the safety significance of the non-conformity and if it is of repetitive nature. If either of the signatories concludes after this assessment that they cannot fulfil their responsibilities due to their own limitations or due to the failures of the signatory, the contract shall be cancelled and the competent authority(ies) of the organisations shall be informed immediately. In such a case, the owner or operator will retain full responsibility for every task linked to the continuing airworthiness of the aircraft, and the owner or operator will inform the competent authorities of the Member State of registry within 2 weeks about such non-conformity with the contract. In the case of contract concluded in accordance with M.A.201(ea), the competent authority of the Member State of registry shall be informed immediately.'

5.When an owner or operator contracts a CAMO or a CAO in accordance with point M.A.201, the contract shall specify the obligations of each party as follows:

5.1.Obligations of the CAMO or CAO:

1.have the aircraft type included in its terms of approval;

2.respect the conditions listed below with regard to maintaining the continuing airworthiness of the aircraft:

(a)develop an AMP for the aircraft, including any reliability programme developed, if applicable;

(b)declare the maintenance tasks (in the AMP) that may be carried out by the pilot-owner in accordance with point (c) of point M.A.803;

(c)organise the approval of the AMP;

(d)once it has been approved, provide the owner or operator with a copy of the AMP;

(e)establish and order the necessary maintenance to ensure an appropriate bridging with the former aircraft maintenance programme;

(f)organise for all maintenance to be carried out by an approved maintenance organisation;

(g)organise for all applicable ADs to be applied;

(h) organise for all defects discovered during scheduled maintenance, airworthiness reviews or reported by the owner to be rectified by an approved maintenance organisation;

(i) coordinate the accomplishment of scheduled maintenance, including inspection of components, replacement of life-limited parts and the accomplishment of any applicable AD, and ensure compliance with operational requirements having a continuing airworthiness impact, continuing airworthiness requirements established by the Agency and measures required by the competent authority in immediate reaction to a safety problem;

(j) inform the owner or operator each time the aircraft is to be brought to an approved maintenance organisation;

(k)manage and archive the aircraft continuing airworthiness records;

(l) coordinate with the operator or owner on any request to the relevant competent authority for any deviation from the aircraft maintenance programme;

(m)support the operator or pilot-owner as regards the aircraft continuing airworthiness when they conduct maintenance check flights.

3.organise the approval of any modification to the aircraft in accordance with Annex I (Part 21) or, as applicable, with Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012 before it is embodied.

In the case of an aircraft subject to a declaration of design compliance, organise the declaration of compliance for any modification in accordance with Subpart F of Section A of Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012 before it is embodied;

4.organise the approval of any repair to the aircraft in accordance with Annex I (Part 21) or, as applicable, with Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012 before it is carried out.

In the case of an aircraft subject to a declaration of design compliance, organise the declaration of compliance for any repair in accordance with Subpart N of Section A of Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012 before it is carried out.

5.inform the competent authority of the Member State of registry whenever the aircraft is not presented to the approved maintenance organisation by the owner as requested by the approved organisation;

6.inform the competent authority of the Member State of registry whenever the present contract is not respected;

7.ensure that the airworthiness review of the aircraft is carried out when necessary, and ensure that the airworthiness review certificate is issued or a recommendation is sent to the competent authority of the Member State of registry;

8.send within 10 days a copy of any airworthiness review certificate issued or extended to the competent authority of the Member State of registry;

9.carry out all occurrence reporting mandated by applicable regulations;

10.inform the competent authority of the Member State of registry when the contract is denounced by either party.

5.2.Obligations of the owner or operator:

1.have a general understanding of the approved AMP;

2.have a general understanding of this Annex;

3.present the aircraft to the approved maintenance organisation agreed with the CAMO or CAO at the due time designated at the CAMO’s or CAO’s request;

4.not modify the aircraft without first consulting the CAMO or CAO;

5.inform the CAMO or CAO of all maintenance exceptionally carried out without the knowledge and control of the CAMO or CAO;

6.report all defects found during operations to the CAMO or CAO through the logbook;

7.inform the competent authority of the Member State of registry whenever the present contract is denounced by either party;

8.inform the CAMO or CAO and competent authority of the Member State of registry whenever the aircraft is sold;

9.carry out all occurrence reporting mandated by applicable regulations;

10.inform on a regular basis the CAMO or CAO about the aircraft flying hours and any other utilisation data, as agreed with the CAMO or CAO;

11.enter the CRS in the logbooks as mentioned in point (d) of point M.A.803 when performing pilot-owner maintenance without exceeding the limits of the maintenance tasks list as declared in the approved AMP as laid down in point (c) of point M.A.803;

12.inform the CAMO or CAO not later than 30 days after completion of any pilot-owner maintenance task in accordance with point (a) of point M.A.305.

13.ensure compliance with the approved maintenance programme and coordinate with the CAMO or CAO on any request to the relevant competent authority for any one-time extension to a maintenance programme interval;

14.inform the CAMO or CAO of any non-compliance with operational requirements that may affect the continuing airworthiness of the aircraft;

15.inform the CAMO or CAO of any operational requirement (e.g. specific approvals) necessary to be fulfilled in order to maintain the aircraft in the required configuration.

6.When an owner or operator contracts a CAMO or CAO in accordance with point M.A.201, the obligations of each party in respect of mandatory and voluntary occurrence reporting in accordance with Regulation (EU) No 376/2014 of the European Parliament and of the Council³³ shall be clearly specified.

7.Additional requirements in the case of applying point M.A.201(ea)

In addition to the above-listed requirements and obligations in points 5.1 and 5.2, when a contract between the CAMO and the operator is concluded in accordance with point M.A.201(ea), the continuing airworthiness management contract shall also comply with the requirements of points 7.1 to 7.3.

Before the contract is signed, the operator shall assess the CAMO to ensure that the CAMO has the capability and capacity to comply with the contract.

7.1.Eligibility

The continuing airworthiness contract in accordance with M.A.201(ea) shall only be concluded if the air carrier concerned is licensed in accordance with Regulation (EC) No 1008/2008 and the CAMO forms part of the same air carrier business grouping. The continuing airworthiness management contract shall contain a clear description of how the conditions described in M.A.201(ea) are met. It shall in particular describe how the individual management systems of the organisations are harmonised between each other.

7.2.Additional obligations of the CAMO:

1.become knowledgeable about the operator’s procedure related to the monitoring of the contract;

2.obtain the agreement from the operator before subcontracting continuing airworthiness tasks;

3.inform immediately the competent authority of the Member State of registry whenever the aircraft is not presented to the approved maintenance organisation by the operator as requested by the CAMO, when the present contract is not respected or when the contract is denounced by either party;

4.provide training for the operator’s staff to ensure that they have an understanding of the CAMO’s:

(a)policies and procedures, responsibilities, obligations, duties and areas of interface;

(b)lines of communication (for example aircraft records, exchange of accurate airworthiness information in a timely manner including outside of normal working hours);

(c)procedures pertaining specifically to the CAMO such as customised software utilisation, reliability monitoring, use of the aircraft technical log system, and interoperability provisions.

7.3.Additional obligations of the operator:

1.develop interface procedures with the CAMO to address the issue and renewal of the airworthiness review certificate;

2.in case of unexpected maintenance needs in locations where no maintenance organisation approved in accordance with Annex II (Part-145) to this Regulation is contracted, inform immediately the CAMO;

3.inform immediately the competent authority of the Member State of registry whenever the contract is denounced by either party;

4.provide training for the CAMO staff in order to ensure that they have an understanding of the operator’s:

(a)policies and procedures, responsibilities, obligations, duties and areas of interface;

(b)lines of communication;

(c)procedures pertaining specifically to the operator such as operational procedures, customised software utilisation, use of the aircraft technical log system, and interoperability provisions.

ED Decision 2020/002/R

An operator should establish adequate coordination between flight operations and the CAO/CAMO to ensure that both will receive all the necessary information on the condition of the aircraft to enable them perform their tasks.

Regulation (EU) 2019/1383

These instructions relate only to the use of the EASA Form 1 for maintenance purposes. Attention is drawn to Appendix I to Annex I (Part-21) of Regulation (EU) No 748/2012 which covers the use of the EASA Form 1 for production purposes.

1.PURPOSE AND USE

1.1.The primary purpose of the Certificate is to declare the airworthiness of maintenance work undertaken on products, parts and appliances (hereafter referred to as ‘item(s)’).

1.2.Correlation must be established between the Certificate and the item(s). The originator must retain a Certificate in a form that allows verification of the original data.

1.3.The Certificate is acceptable to many airworthiness authorities, but may be dependent on the existence of bilateral agreements and/or the policy of the airworthiness authority. The ‘approved design data’ mentioned in this Certificate then means approved by the airworthiness authority of the importing country.

1.4.The Certificate is not a delivery or shipping note.

1.5.Aircraft are not to be released using the Certificate.

1.6.The Certificate does not constitute approval to install the item on a particular aircraft, engine, or propeller but helps the end user determine its airworthiness approval status.

1.7.A mixture of production released and maintenance released items is not permitted on the same Certificate.

2.GENERAL FORMAT

2.1.The Certificate must comply with the format attached including block numbers and the location of each block. The size of each block may however be varied to suit the individual application, but not to the extent that would make the Certificate unrecognisable.

2.2.The Certificate must be in ‘landscape’ format but the overall size may be significantly increased or decreased so long as the Certificate remains recognisable and legible. If in doubt consult the Competent Authority.

2.3.The User/Installer responsibility statement can be placed on either side of the form.

2.4.All printing must be clear and legible to permit easy reading.

2.5.The Certificate may either be pre-printed or computer generated but in either case the printing of lines and characters must be clear and legible and in accordance with the defined format.

2.6.The Certificate should be in English, and if appropriate, in one or more other languages.

2.7.The details to be entered on the Certificate may be either machine/computer printed or hand-written using block letters and must permit easy reading.

2.8.Limit the use of abbreviations to a minimum, to aid clarity.

2.9.The space remaining on the reverse side of the Certificate may be used by the originator for any additional information but must not include any certification statement. Any use of the reverse side of the Certificate must be referenced in the appropriate block on the front side of the Certificate

3.COPIES

3.1.There is no restriction in the number of copies of the Certificate sent to the customer or retained by the originator.

4.ERROR(S) ON A CERTIFICATE

4.1.If an end-user finds an error(s) on a Certificate, he must identify it/them in writing to the originator. The originator may issue a new Certificate only if the error(s) can be verified and corrected.

4.2.The new Certificate must have a new tracking number, signature and date.

4.3.The request for a new Certificate may be honoured without re-verification of the item(s) condition. The new Certificate is not a statement of current condition and should refer to the previous Certificate in block 12 by the following statement; ‘This Certificate corrects the error(s) in block(s) [enter block(s) corrected] of the Certificate [enter original tracking number] dated [enter original issuance date] and does not cover conformity/condition/release to service’. Both Certificates should be retained according to the retention period associated with the first.

5.COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR

Block 1 Approving Competent Authority/Country

State the name and country of the competent authority under whose jurisdiction this Certificate is issued. When the competent authority is the Agency, only ‘EASA’ must be stated.

Block 2 EASA Form 1 header

‘AUTHORISED RELEASE CERTIFICATE

EASA FORM 1’

Block 3 Form Tracking Number

Enter the unique number established by the numbering system/procedure of the organisation identified in block 4; this may include alpha/numeric characters.

Block 4 Organisation Name and Address

Enter the full name and address of the approved organisation (refer to EASA form 3) releasing the work covered by this Certificate. Logos, etc., are permitted if the logo can be contained within the block.

Block 5 Work Order/Contract/Invoice

To facilitate customer traceability of the item(s), enter the work order number, contract number, invoice number, or similar reference number.

Block 6 Item

Enter line item numbers when there is more than one line item. This block permits easy cross-referencing to the Remarks block 12.

Block 7 Description

Enter the name or description of the item. Preference should be given to the term used in the instructions for continued airworthiness or maintenance data (e.g. Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service Bulletin, Component Maintenance Manual).

Block 8 Part Number

Enter the part number as it appears on the item or tag/packaging. In case of an engine or propeller the type designation may be used.

Block 9 Quantity

State the quantity of items.

Block 10 Serial Number

If the item is required by regulations to be identified with a serial number, enter it here. Additionally, any other serial number not required by regulation may also be entered. If there is no serial number identified on the item, enter ‘N/A’.

Block 11 Status/Work

The following describes the permissible entries for block 11. Enter only one of these terms — where more than one may be applicable, use the one that most accurately describes the majority of the work performed and/or the status of the article.

Block 12 Remarks

Describe the work identified in Block 11, either directly or by reference to supporting documentation, necessary for the user or installer to determine the airworthiness of item(s) in relation to the work being certified. If necessary, a separate sheet may be used and referenced from the main EASA Form 1. Each statement must clearly identify which item(s) in Block 6 it relates to.

Examples of information to be entered in block 12 are:

(i)Maintenance data used, including the revision status and reference.

(ii)Compliance with airworthiness directives or service bulletins.

(iii)Repairs carried out.

(iv)Modifications carried out.

(v) Replacement parts installed.

(vi)Life limited parts status.

(vii)Deviations from the customer work order.

(viii)Release statements to satisfy a foreign Civil Aviation Authority maintenance requirement.

(ix)Information needed to support shipment with shortages or re-assembly after delivery.

(x)For maintenance organisations approved in accordance with Subpart F of Annex I (Part-M) or Annex Vd (Part-CAO), the component CRS statement referred to in point M.A.613 and CAO.A.070, as applicable:

“Certifies that, unless otherwise specified in this block, the work identified in block 11 and described in this block was accomplished in accordance with the requirements of Section A, Subpart F of Annex I (Part-M) or Annex Vd (Part-CAO) to Regulation (EU) No 1321/2014, and in respect to that work the item is considered ready for release to service. THIS IS NOT A RELEASE UNDER ANNEX II (PART-145) TO REGULATION (EU) No 1321/2014."

If printing the data from an electronic EASA Form 1, any appropriate data not fit for other blocks should be entered in this block.

Block 13a-13e

General Requirements for blocks 13a-13e: Not used for maintenance release. Shade, darken, or otherwise mark to preclude inadvertent or unauthorised use.

Block 14a

Mark the appropriate box(es) indicating which regulations apply to the completed work. If the box “other regulations specified in block 12” is marked, then the regulations of the other airworthiness authority(ies) must be identified in block 12. At least one box must be marked, or both boxes may be marked, as appropriate.

For all maintenance carried out by maintenance organisations approved in accordance with Section A, Subpart F of Annex I (Part M) or Annex Vd (Part-CAO) to Regulation (EU) No 1321/2014, the box “other regulation specified in block 12” shall be ticked and the CRS statement be entered in block 12. In that case, the certification statement “unless otherwise specified in this block” is intended to address the following cases:

(a)where maintenance could not be completed;

(b)where maintenance deviated from the standard required by Annex I (Part-M) or Annex Vd (Part-CAO);

(c)where maintenance was carried out in accordance with a requirement other than that specified in Annex I (Part-M) or Annex Vd (Part-CAO); in this case, block 12 shall specify the particular national regulation.

For all maintenance carried out by maintenance organisations approved in accordance with Section A of Annex II (Part-145) to Regulation (EU) No 1321/2014, the certification statement “unless otherwise specified in block 12” is intended to address the following cases:

(a)where maintenance could not be completed;

(b)where maintenance deviated from the standard required by Annex II (Part-145);

(c)where maintenance was carried out in accordance with a requirement other than that specified in Annex II (Part-145); in this case, block 12 shall specify the particular national regulation.

Block 14b Authorised Signature

This space shall be completed with the signature of the authorised person. Only persons specifically authorised under the rules and policies of the Competent Authority are permitted to sign this block. To aid recognition, a unique number identifying the authorised person may be added.

Block 14c Certificate/Approval Number

Enter the Certificate/Approval number/reference. This number or reference is issued by the Competent Authority.

Block 14d Name

Enter the name of the person signing block 14b in a legible form.

Block 14e Date

Enter the date on which block 14b is signed, the date must be in the format dd = 2 digit day, mmm = first 3 letters of the month, yyyy = 4 digit year

User/Installer Responsibilities

Place the following statement on the Certificate to notify end users that they are not relieved of their responsibilities concerning installation and use of any item accompanied by the form:

‘THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE AUTHORITY TO INSTALL.

WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE WITH REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.

STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE INSTALLATION CERTIFICATION. IN ALL CASES AIRCRAFT MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION CERTIFICATION ISSUED IN ACCORDANCE WITH THE NATIONAL REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY BE FLOWN.’

EASA Form 1 — MF/CAO/145 Issue 3

ED Decision 2015/029/R

1.The following formats of an issued EASA Form 1 or equivalent certificate are acceptable:

A paper certificate bearing a signature (both originals and copies are accepted);

A paper certificate generated from an electronic system (printed from electronically stored data) when complying with the following subparagraph 2;

An electronic EASA Form 1 or equivalent when complying with the following subparagraph 2.

2.Electronic signature and electronic exchange of the EASA Form 1

a)Submission to the competent authority

Any organisation intending to implement an electronic signature procedure to issue EASA Form 1 and/or to exchange electronically such data contained on the EASA Form 1, should document it and submit it to the competent authority as part of the documents attached to its exposition.

b)Characteristics of the electronic system generating the EASA Form 1

The electronic system should:

•guarantee secure access for each certifying staff;

•ensure integrity and accuracy of the data certified by the signature on the form and be able to show evidence of the authenticity of the EASA Form 1 (recording and record keeping) with suitable security, safeguards and backups;

•be active only at the location where the part is being released with an EASA Form 1;

•not permit to sign a blank form;

•provide a high degree of assurance that the data has not been modified after signature (if modification is necessary after issuance, i.e., re-certification of a part, a new form with a new number and reference to the initial issuance should be made).

•provide for a ‘personal’ electronic signature, identifying the signatory. The signature should be generated only in presence of the signatory.

An electronic signature means data in electronic form which is attached to or logically associated with other electronic data and which serves as a method of authentication and should meet the following criteria:

•it is uniquely linked to the signatory;

•it is capable of identifying the signatory;

•it is created using means that the signatory can maintain under his sole control.

This electronic signature should be an electronically generated value based on a cryptographic algorithm and appended to data in a way to enable the verification of the data’s source and integrity.

Organisation(s) are reminded that additional national and/or European requirements may need to be satisfied when operating electronic systems. ‘Directive 1999/93/EC of the European Parliament and of the Council of 13 December 1999 on a Community framework for electronic signatures’, as last amended, may constitute a reference.

The electronic system should be based on a policy and management structure (confidentiality, integrity and availability), such as:

•Administrators, signatories;

•Scope of authorisation, rights;

•Password and secure access, authentication, protections, confidentiality;

•Track changes;

•Minimum blocks to be completed, completeness of information;

•Archives;

•etc.

The electronic system generating the EASA Form 1 may contain additional data such as;

•Manufacturer code;

•Customer identification code;

•Workshop report;

•Inspection results;

•etc.

c)Characteristics of the EASA Form 1 generated from the electronic system.

To facilitate understanding and acceptance of the EASA Form 1 released with an electronic signature, the following statement should be in Block 14b: ‘Electronic Signature on File’.

In addition to this statement, it is accepted to print or display a signature in any form, such as a representation of the hand-written signature of the person signing (i.e. scanned signature) or a representation of their name.

When printing the electronic form, the EASA Form 1 should meet the general format as specified in Appendix II to Part-M. A watermark-type ‘PRINTED FROM ELECTRONIC FILE’ should be printed on the document.

When the electronic file contains a hyperlink to data required to determine the airworthiness of the item(s), the data associated to the hyperlink, when printed, should be in a legible format and be identified as a reference from the EASA Form 1.

Additional information not required by the EASA Form 1 completion instructions may be added to the printed copies of EASA Form 1, as long as the additional data do not prevent a person from filling out, issuing, printing, or reading any portion of the EASA Form 1. This additional data should be provided only in block 12 unless it is necessary to include it in another block to clarify the content of that block.

d)Electronic exchange of the electronic EASA Form 1

The electronic exchange of the electronic EASA Form 1 should be accomplished on a voluntary basis. Both parties (issuer and receiver) should agree on electronic transfer of the EASA Form 1.

For that purpose, the exchange needs to include:

•all data of the EASA Form 1, including referenced data required by the EASA Form 1 completion instructions;

•all data required for authentication of the EASA Form 1.

•In addition, the exchange may include:

•data necessary for the electronic format;

•additional data not required by the EASA Form 1 completion instructions, such as manufacturer code, customer identification code.

•The system used for the exchange of the electronic EASA Form 1 should provide:

•A high level of digital security; the data should be protected, not altered or not corrupted;

•Traceability of data back to its source.

Trading partners wishing to exchange EASA Form 1 electronically should do so in accordance with the means of compliance stated in this document. It is recommended that they use an established, common, industry method such as Air Transport Association (ATA) Spec 2000 Chapter 16.

The organisation(s) are reminded that additional national and/or European requirements may need to be satisfied when operating the electronic exchange of the electronic EASA Form 1.

The receiver should be capable of regenerating the EASA Form 1 from the received data without alteration; if not, the system should revert back to the paper system.

When the receiver needs to print the electronic form, refer to subparagraph c) here above.

ED Decision 2019/009/R

EASA FORM 1 BLOCK 12 ‘REMARKS’

The EASA Form 1 identifies the airworthiness status of an aircraft component in relation to the work being certified. Block 12 ‘Remarks’ of the EASA Form 1 in some cases contains vital airworthiness-related information (see also Appendix II to Part-M) which may need appropriate and necessary actions.

Examples of data to be entered in this block as appropriate:

•Maintenance documentation used, including the revision status, for all work performed and not limited to the entry made in block 11. A statement such as ‘in accordance with the CMM’ is not acceptable.

•NDT methods with appropriate documentation used when relevant.

•Compliance with airworthiness directives or service bulletins.

•Repairs carried out.

•Modifications carried out.

•Replacement parts installed.

•Life-limited parts status.

•Shelf life limitations.

•Deviations from the customer work order.

•Release statements to satisfy a foreign civil aviation authority maintenance requirement.

•Information needed to support shipment with shortages or re-assembly after delivery.

•References to aid traceability, such as batch numbers.

Regulation (EU) 2021/700

EASA Form 15b Issue 6

(*) Delete for non-EU Member States.

(**) Except for airships.

Regulation (EU) 2019/1383

EASA Form 15a Issue 5

(*) Delete for non-EU Member States.

(**) Except for airships.