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

ED Decision 2022/011/R

1.For the purposes of point 145.A.30(j)(5), ‘unforeseen’ means that the grounding of the aircraft could not reasonably have been predicted by the operator because the defect was unexpected, due to it being part of a hitherto reliable system.

2.Issuing a one-off authorisation should only be considered under the responsibility of the compliance monitoring manager of the contracted organisation after a reasoned judgement has been made that such an authorisation is appropriate under the circumstances, while at the same time it maintains the required airworthiness standards. The organisation’s compliance monitoring personnel should assess each situation individually prior to issuing a one-off authorisation, and may request contribution from technical and safety management personnel.

3.A one-off authorisation should not be issued if the level of certification required could exceed the knowledge and experience level of the person it is issued to. In all cases, due consideration should be given to the complexity of the work involved and the availability of the required tooling and/or test equipment needed to complete the work.

ED Decision 2022/011/R

In case it is necessary to issue a one-off certification authorisation to a certifying staff on an aircraft type for which he or she does not hold a type-rated authorisation, the following procedure is recommended:

1.The flight crew should communicate full details of the defect to the maintenance organisation. If necessary, the maintenance organisation will then request the use of a one-off authorisation from the compliance monitoring personnel.

2.When issuing a one-off authorisation, the compliance monitoring personnel should verify that:

(a)full technical details relating to the work required to be carried out have been established and passed on to the certifying staff;.

(b)the organisation has an approved procedure in place for coordinating and controlling the total maintenance activity undertaken at the location under the authority of the one-off authorisation;.

(c)the person to whom a one-off authorisation is issued has been provided with all the necessary information and guidance relating to maintenance data, and any special technical instructions associated with the specific task undertaken. A detailed step-by-step worksheet has been defined by the organisation, and has been communicated to the holder of the one-off authorisation;

(d)the person holds authorisations of equivalent levels and scopes on other aircraft types that have similar technology, construction and systems.

3.The holder of the one-off authorisation should sign off the detailed step-by-step worksheet when completing the work steps. The completed tasks should be verified by visual examination and/or normal system operation upon return to an appropriately approved Part-145 maintenance facility.

ED Decision 2022/011/R

Point 145.A.30(j)(5)(ii) addresses the requirements for staff who are not employed by the maintenance organisation, but who meet the requirements of point 145.A.30(j)(5). In addition to the items listed in points 1, 2(a), (b) and (c) and 3 of AMC1 145.A.30(j)(5)(i), the compliance monitoring personnel of the organisation may issue such a one-off authorisation provided that full details relating to the qualifications of the proposed certifying personnel are verified by the compliance monitoring personnel and made available at the location.

Regulation (EU) 2018/1142

(a)In addition to the requirements of points 145.A.30(g) and (h), the organisation shall ensure that certifying staff and support staff have an adequate understanding of the relevant aircraft or components, or both, to be maintained and of the associated organisation procedures. In the case of certifying staff, this shall be accomplished before the issue or reissue of the certification authorisation.

1.‘Support staff’ means those staff holding an aircraft maintenance licence under Annex III (Part-66) in category B1, B2, B2L, B3 and/or L with the appropriate aircraft ratings, working in a base maintenance environment while not necessarily holding certification privileges.

2.‘Relevant aircraft and/or components’, means those aircraft or components specified in the particular certification authorisation.

3.‘Certification authorisation’ means the authorisation issued to certifying staff by the organisation and which specifies the fact that those staff may sign certificates of release to service within the limitations stated in such authorisation on behalf of the approved organisation.

Regulation (EU) 2018/1142

(b)Except for the cases listed in points 145.A.30(j) and 66.A.20(a)3(ii), the organisation may only issue a certification authorisation to certifying staff in relation to the basic categories or subcategories and, except for the category A licence, any type rating listed on the aircraft maintenance licence as required by Annex III (Part-66), subject to the licence remaining valid throughout the validity period of the authorisation and to the certifying staff remaining in compliance with Annex III (Part-66).

Regulation (EU) No 1321/2014

(c)The organisation shall ensure that all certifying staff and support staff are involved in at least 6 months of actual relevant aircraft or component maintenance experience in any consecutive 2-year period.

For the purpose of this point ‘involved in actual relevant aircraft or component maintenance’ means that the person has worked in an aircraft or component maintenance environment and has either exercised the privileges of the certification authorisation and/or has actually carried out maintenance on at least some of the aircraft type or aircraft group systems specified in the particular certification authorisation.

Regulation (EU) 2021/1963

(d)The organisation shall ensure that all certifying staff and support staff receive sufficient recurrent training in each 2-year period to ensure that they have up-to-date knowledge of relevant technologies, organisation procedures and safety management, including human factor issues.

Regulation (EU) 2021/1963

(e)The organisation shall establish a programme for recurrent training for certifying staff and support staff, including a procedure to ensure compliance with the relevant provisions of this point and a procedure to ensure compliance with Annex III (Part-66).

Regulation (EU) 2021/1963

(f)With the exception of the unforeseen cases specified in point 145.A.30(j)(5), the organisation shall assess all certifying staff for their competency, qualifications and capability to carry out their intended certifying duties in accordance with a procedure in the MOE prior to the issue or reissue of a certification authorisation under this Annex to such staff.

Regulation (EU) No 1321/2014

(g)When the conditions of points (a), (b), (d), (f) and, where applicable, point (c) have been fulfilled by the certifying staff, the organisation shall issue a certification authorisation that clearly specifies the scope and limits of such authorisation. Continued validity of the certification authorisation is dependent upon continued compliance with points (a), (b), (d), and where applicable, (c).

Regulation (EU) No 1321/2014

(h)The certification authorisation must be in a style that makes its scope clear to the certifying staff and any authorised person who may require to examine the authorisation. Where codes are used to define scope, the organisation shall make a code translation readily available. ‘Authorised person’ means the officials of the competent authorities, the Agency and the Member State who has responsibility for the oversight of the maintained aircraft or component.

Regulation (EU) 2021/1963

(i)The person or persons referred to in point 145.A.30(c) that are responsible for the compliance monitoring function shall also remain responsible for issuing certification authorisations to certifying staff. That personnel may nominate other persons to effectively issue or revoke certification authorisations in accordance with a procedure in the MOE.

Regulation (EU) 2021/1963

(j)The organisation shall provide certifying staff with a copy of their certification authorisation in either a documented or electronic format.

Regulation (EU) 2021/1963

(k)Certifying staff shall produce their certification authorisation to any authorised person within 24 hours.

Regulation (EU) 2021/1963

(l)The minimum age for certifying staff and support staff is 21 years.

Regulation (EU) 2021/1963

(m)The holder of a category A aircraft maintenance licence may only exercise certification privileges on a specific aircraft type following the satisfactory completion of the relevant category A aircraft task training carried out by an organisation appropriately approved in accordance with Annex II (Part-145) or Annex IV (Part-147). This training shall include practical hands on training and theoretical training as appropriate for each task authorised. Satisfactory completion of training shall be demonstrated by an examination or by workplace assessment carried out by the organisation.

Regulation (EU) 2021/1963

(n)The holder of a category B2 aircraft maintenance licence may only exercise the certification privileges described in point 66.A.20(a)(3)(ii) of Annex III (Part-66) following the satisfactory completion of:

(i)the relevant category A aircraft task training; and

(ii)6 months of documented practical experience covering the scope of the authorisation that will be issued.

The task training shall include practical hands on training and theoretical training as appropriate for each task authorised. Satisfactory completion of training shall be demonstrated by an examination or by workplace assessment. Task training and examination/assessment shall be carried out by the maintenance organisation issuing the certifying staff authorisation. The practical experience shall be also obtained within such maintenance organisation.

ED Decision 2022/011/R

1.Holding a Part-66 licence with the relevant type/group rating, or a national qualification in the case of components, does not mean by itself that the holder is qualified to be authorised as certifying staff and/or support staff. The organisation is responsible for assessing the competency of the holder for the scope of the maintenance to be authorised.

2.The sentence ’the organisation shall ensure that certifying staff and support staff have an adequate understanding of the relevant aircraft and/or components to be maintained together with the associated organisation procedures‘ means that the person has received training and has been successfully assessed on:

the type of aircraft or component;

the differences on:

•the particular model/variant;

•the particular configuration.

The organisation should specifically ensure that the individual competencies have been established with regard to:

relevant knowledge, skills and experience in the product type and configuration to be maintained, taking into account the differences between the generic aircraft type rating training that the person received and the specific configuration of the aircraft to be maintained.

appropriate attitude towards safety and observance of procedures.

knowledge of the associated organisation and operator procedures (i.e. handling and identification of components, MEL use, Technical Log use, independent checks, etc.).

3.Some special maintenance tasks may require additional specific training and experience, including but not limited to:

in-depth troubleshooting;

very specific adjustment or test procedures;

rigging;

engine run-up, starting and operating the engines, checking engine performance characteristics, normal and emergency engine operation, associated safety precautions and procedures;

extensive structural/system inspection and repair;

other specialised maintenance required by the maintenance programme.

For engine run-up training, simulators and/or real aircraft should be used.

4.The assessment of the competency of the holder should be conducted in accordance with a procedure approved by the competent authority (item 3.9 of the MOE, as described in AMC1 145.A.70(a)).

5.The organisation should hold copies of all the documents that attest to the competency and recent experience of the holder for the period described in point 145.A.55(d)(4).

Additional information is provided in AMC 66.A.20(b)3.

ED Decision 2015/029/R

The organisation issues the certification authorisation when satisfied that compliance has been established with the appropriate paragraphs of Part-145 and Part-66. In granting the certification authorisation the maintenance organisation approved under Part-145 needs to be satisfied that the person holds a valid Part-66 aircraft maintenance licence and may need to confirm such fact with the competent authority of the Member State that issued the licence.

ED Decision 2015/029/R

For the interpretation of ‘6 months of actual relevant aircraft maintenance experience in any consecutive 2-year period’, the provisions of AMC 66.A.20(b)2 are applicable.

ED Decision 2022/011/R

1.Recurrent training is a two-way process to ensure that certifying staff and support staff remain current in terms of the necessary technical knowledge, procedures, and safety management (including human factors), and that the organisation receives feedback on the adequacy of its procedures and maintenance instructions. Due to the interactive nature of this training, consideration should be given to involving the compliance monitoring staff and the key safety management personnel in this training to provide a consistent presence and facilitate feedback. There should be a procedure to ensure that feedback is formally reported by the trainers through the internal safety reporting scheme to initiate action where necessary.

2.Recurrent training should cover changes made to the modification standard of the products being maintained, to the relevant requirements such as Part145, to the organisation’s procedures, safety policy and objectives, as well as human factors and safety issues identified from internal or external analysis of incidents and compliance monitoring results. It should also address instances in which staff failed to follow the procedures, and the reasons why particular procedures were not always followed. In many cases, the recurrent training will reinforce the need to follow the procedures and will ensure that incomplete or incorrect procedures are identified to the company so that they can be corrected. It may be necessary to carry out an audit of these procedures.

3.Recurrent training should be of sufficient duration in each 2-year period to meet the intent of point 145.A.35(d) and may be split into a number of separate elements. Point 145.A.35(d) requires such a training to keep certifying staff and support staff updated in terms of relevant technology, procedures, safety management and human factors issues which means it is one part of ensuring compliance. Therefore, sufficient duration should be related to relevant audit findings and other internal / external sources of information available to the organisation on human errors and safety issues in maintenance. This means that in the case of an organisation that maintains aircraft with limited relevant audit findings, hazards and related safety risks identified, recurrent training could be limited to days rather than weeks, whereas in the case of a similar organisation with a number of relevant audit findings, hazards and related safety risks identified, such a training may take several weeks. For an organisation that maintains aircraft components, the duration of recurrent training would follow the same philosophy but should be scaled down to reflect the more limited nature of the activity. For example, certifying staff who release hydraulic pumps may only require a few hours of recurrent training, whereas those who release turbine engines may only require a few days of such a training. The content of recurrent training should be related to relevant audit findings, hazards and related safety risks identified. It is recommended that such training is reviewed at least once in every 24-month period.

4.The method of training is intended to be a flexible process, and this training could, for example, be provided by a Part-147 organisation, an aeronautical college, the Part-145 organisation, or another training or maintenance organisation. The elements, general content and length of such training should be specified in the MOE.

ED Decision 2022/011/R

The programme for recurrent training should list all certifying staff and support staff and when the training will take place, the elements of such a training, and an indication that it was carried out on time as planned. Such information should subsequently be transferred to the certifying staff and to the support staff records as required by point 145.A.55(d)(3).

ED Decision 2022/011/R

As stated in point 145.A.35(f), except where any of the unforeseen cases of point 145.A.30(j)(5) applies, all prospective certifying staff and support staff should be assessed for their competency related to their intended duties. Said assessment should be conducted in accordance with AMC 1, 2, 3, 4 and 5 to point 145.A.30(e), as applicable.

ED Decision 2022/011/R

1.It is the responsibility of the Part-145 organisation issuing the category A certifying staff authorisation to ensure that the task training received by this person covers all the tasks to be authorised. This is particularly important in those cases where the task training has been provided by a Part-147 organisation or by a Part-145 organisation different from the one issuing the authorisation.

2.‘Appropriately approved in accordance with Annex IV (Part-147)’ means an organisation holding an approval to provide category A task training for the corresponding aircraft type.

3.‘Appropriately approved in accordance with Annex II (Part-145)’ means an organisation holding a maintenance organisation approval for the corresponding aircraft type.

ED Decision 2022/011/R

1.The privilege for a B2 licence holder to release minor scheduled line maintenance and simple defect rectification in accordance with 66.A.20(a)(3)(ii) can only be granted by the Part-145 approved organisation where the licence holder is employed/contracted after meeting all the requirements specified in 145.A.35(o). This privilege cannot be transferred to another Part-145 approved organisation.

2.When a B2 licence holder already holds a certifying staff authorisation containing minor scheduled line maintenance and simple defect rectification for a particular aircraft type, new tasks relevant to category A can be added to that type without requiring another 6 months of experience. However, task training (theoretical plus practical hands-on) and examination/assessment for these additional tasks is still required.

3.When the certifying staff authorisation intends to cover several aircraft types, the experience may be combined within a single 6-month period.

4.For the addition of new types to the certifying staff authorisation, another 6 months should be required unless the aircraft is considered similar per AMC 66.A.20(b)2 to the one already held.

5.The term ‘6 months of experience’ may include full-time employment or part-time employment. The important aspect is that the person has been involved during a period of 6 months (not necessarily every day) in those tasks which are going to be part of the authorisation.

Regulation (EU) 2021/1963

(a)In order to be approved to carry out airworthiness reviews and to issue the corresponding airworthiness review certificates (ARC) for aircraft covered by Annex Vb (Part-ML), the organisation shall have airworthiness review staff that comply with all of the following requirements:

(1)they have acquired experience in continuing airworthiness of at least 1 year for sailplanes and balloons and of at least 3 years for all other aircraft;

(2)they hold a certifying staff authorisation for the corresponding aircraft;

(3)they have acquired knowledge of Annex I (Part-M), Subpart C, or of Annex Vb (Part-ML), Subpart C;

(4)they have acquired knowledge of the procedures of the maintenance organisation relevant to the airworthiness review and issue of the airworthiness review certificate.

(b)Before the organisation issues an airworthiness review authorisation to a candidate, that person shall perform an airworthiness review under the supervision of the competent authority or under the supervision of a person that is already authorised as airworthiness review staff by the organisation. If this airworthiness review under supervision is satisfactory, the competent authority shall formally accept that person to become airworthiness review staff.

(c)The organisation shall ensure that the airworthiness review staff can demonstrate appropriate recent continuing airworthiness experience.

ED Decision 2022/011/R

(a) ‘Experience in continuing airworthiness’ in 145.A.37(a)(1) refers to any appropriate combination of experience in tasks related to aircraft maintenance and/or continuing airworthiness management and/or surveillance of such tasks.

(b) ‘Appropriate recent continuing airworthiness experience’ in 145.A.37(c) refers to the fact that in order to keep the validity of the airworthiness review staff authorisation, the airworthiness review staff should have either:

(1) been involved in continuing airworthiness management activities for at least 6 months in every 2-year period; or

(2) conducted at least one airworthiness review in the last 12-month period.

(c) In order to restore the validity of the authorisation, the airworthiness review staff should conduct at a satisfactory level an airworthiness review under the supervision of the competent authority or, if accepted by the competent authority, under the supervision of another currently authorised airworthiness review staff of the organisation concerned in accordance with an approved procedure.

ED Decision 2022/011/R

ACCEPTANCE AND AUTHORISATION OF AIRWORTHINESS REVIEW STAFF (ARS)

The process of acceptance and authorisation of a new ARS within a Part-145 organisation includes the following steps (the order of certain steps may vary):

•The organisation verifies the compliance of the candidate ARS with point 145.A.37(a);

•The candidate ARS is assessed while performing an airworthiness review (AR) under supervision (supervision by the competent authority or supervision by an ARS already authorised by the organisation) (145.A.37(b));

•The organisation submits an application for change (requiring prior approval) to the competent authority (ref. 145.A.85) together with the proposed amendment to the MOE (candidate ARS introduced in the list of ARS — ref. 145.A.70(a)(6));

•Based on the results of the AR and its supervision, the competent authority accepts the candidate (regardless of whether the supervision was done by the competent authority or by the organisation);

•The competent authority approves the MOE;

•The organisation issues the AR authorisation to the ARS.

Regulation (EU) 2018/1142

(a)The organisation shall have available and use the necessary equipment and tools to perform the approved scope of work.

(i)Where the manufacturer specifies a particular tool or equipment, the organisation shall use that tool or equipment, unless the use of alternative tooling or equipment is agreed by the competent authority via procedures specified in the exposition.

(ii)Equipment and tools must be permanently available, except in the case of any tool or equipment that is so infrequently used that its permanent availability is not necessary. Such cases shall be detailed in an exposition procedure.

(iii)An organisation approved for base maintenance shall have sufficient aircraft access equipment and inspection platforms/docking as required for the proper inspection of the aircraft.

(b)The organisation shall ensure that all tools, equipment and particularly test equipment, as appropriate, are controlled and calibrated according to an officially recognised standard at a frequency to ensure serviceability and accuracy. Records of such calibrations and traceability to the standard used shall be kept by the organisation.

AMC 145.A.40(a) Equipment and tools

ED Decision 2019/009/R

Once the applicant for approval has determined the intended scope of work for consideration by the competent authority, it will be necessary to show that all tools and equipment as specified in the maintenance data can be made available when needed. All such tools and equipment that require to be controlled in terms of servicing or calibration by virtue of being necessary to measure specified dimensions and torque figures, etc., should be clearly identified and listed in a control register including any personal tools and equipment that the organisation agrees can be used.

AMC 145.A.40(b) Equipment and tools

ED Decision 2019/009/R

1.The control of these tools and equipment requires that the organisation has a procedure to inspect/service and, where appropriate, calibrate such items on a regular basis and indicate to users that the item is within any inspection or service or calibration time-limit. A clear system of labelling all tooling, equipment and test equipment is therefore necessary giving information on when the next inspection or service or calibration is due and if the item is unserviceable for any other reason where it may not be obvious. A register should be maintained for all precision tooling and equipment together with a record of calibrations and standards used.

2.Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers' instructions except where the organisation can show by results that a different time period is appropriate in a particular case.

3.In this context officially recognised standard means those standards established or published by an official body whether having legal personality or not, which are widely recognised by the air transport sector as constituting good practice.

Regulation (EU) 2022/1360

(a)Classification of components. All components shall be classified into the following categories:

(i)Components which are in a satisfactory condition, released on an EASA Form 1 or equivalent and marked in accordance with Subpart Q of Annex I (Part 21) or, as applicable, Subpart Q of Section A of Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012, unless otherwise specified in point 21.A.307 of Annex I (Part 21) or point 21L.A.193 of Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012, in point M.A.502 of Annex I (Part-M), in point ML.A.502 of Annex III (Part-ML), or in this Annex (Part-145).

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

(iii) Components categorised as unsalvageable because they have reached their mandatory life limitation or contain a non-repairable defect.

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

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

(b) Components, standard parts and materials for installation

(i) The organisation shall establish procedures for the acceptance of components, standard parts and materials for installation to ensure that components, standard parts and materials are in satisfactory condition and meet the applicable requirements of point (a).

(ii) The organisation shall establish procedures to ensure that components, standard parts and materials shall only be installed on an aircraft or a component when they are in satisfactory condition, meet the applicable requirements of point (a) and the applicable maintenance data specifies the particular component, standard part or material.

(iii) The organisation may fabricate a restricted range of parts to be used in the course of undergoing work within its own facilities, provided procedures are identified in the exposition.

(iv)Components which are referred to in point (b)(2) of point 21.A.307 of Annex I (Part 21) or in point (b)(2) of point 21L.A.193 of Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012 shall only be installed if considered eligible for installation by the aircraft owner on their own aircraft.

(c) Segregation of components

(i) Unserviceable and unsalvageable components shall be segregated from serviceable components, standards parts and materials.

(ii) Unsalvageable components shall not be permitted to re-enter the component supply system, unless mandatory life limitation have been extended or a repair solution has been approved in accordance with Regulation (EU) No 748/2012.

ED Decision 2021/009/R

EASA FORM 1 OR EQUIVALENT

A document equivalent to an EASA Form 1 may be:

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

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

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

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

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

(f)a ‘declaration of maintenance accomplished’ issued by the person or organisation that performed the maintenance, as specified in point M.A.502(e) or in point ML.A.502(c).

ED Decision 2023/013/R

Point 21.A.307(b) of Annex I (Part 21) and point 21L.A.193(b) of Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012 specify the new components that do not need an EASA Form 1 or equivalent to be eligible for installation. Point 21.A.307(c) of Annex I and point 21L.A.193(c) of Annex Ib to Regulation (EU) No 748/2012 specify the conditions for the document accompanying the component.

ED Decision 2020/002/R

UNSERVICEABLE COMPONENTS

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

(b)Unserviceable components should typically undergo maintenance due to:

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

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

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

(4)evidence of defects or malfunctions; or

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

ED Decision 2020/002/R

UNSALVAGEABLE COMPONENTS

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

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

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

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

(d)parts with mandatory life limitations that have reached or exceeded these limitations, or have missing or incomplete records;

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

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

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

ED Decision 2023/013/R

STANDARD PARTS

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

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

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

ED Decision 2023/013/R

STANDARD PARTS

For sailplanes and powered sailplanes, non-required instruments and/or equipment that are certified or declared (in accordance with Part 21 Light Subpart C) under CS 22.1301(b), if those instruments or equipment, when installed, functioning, functioning improperly or not functioning at all, do not in themselves, or by their effect upon the sailplane and its operation, constitute a safety hazard.

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

ED Decision 2023/013/R

MATERIAL

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

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

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

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

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

ED Decision 2020/002/R

Used components maintained by a CAO appropriately approved for component maintenance and released on an EASA Form 1 cannot be installed on complex motor-powered aircraft or aircraft used by an air carrier licensed in accordance with Regulation (EC) No 1008/2008.

AMC1 145.A.42(b)(i) Components

ED Decision 2019/009/R

ACCEPTANCE OF COMPONENTS FOR INSTALLATION

(a)The procedures for the acceptance of components, standard parts and materials should have the objective of ensuring that the components, standard parts and materials are in satisfactory condition and meet the organisation’s requirements. These procedures should be based upon incoming inspections which include:

(1)physical inspection of the components, standard parts and materials;

(2)review of the accompanying documentation and data, which should be acceptable in accordance with 145.A.42(a).

(b)For the acceptance of components, standard parts and materials from suppliers, the above procedures should include supplier evaluation procedures.

GM1 145.A.42(b)(i) Components

ED Decision 2019/009/R

INCOMING PHYSICAL INSPECTION

(a)To ensure that components, standard parts and materials are in satisfactory condition, the organisation should perform incoming physical inspections.

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

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

(1)verify the general condition of the components and their packaging in relation to damages that could affect their integrity;

(2)verify that the shelf life of the component has not expired;

(3)verify that items are received in the appropriate package in respect of the type of the component: e.g. correct ATA 300 or electrostatic sensitive devices packaging, when necessary;

(4)verify that the component has all plugs and caps appropriately installed to prevent damage or internal contamination. Care should be taken when tape is used to cover electrical connections or fluid fittings/openings because adhesive residues can insulate electrical connections and contaminate hydraulic or fuel units.

(d)Items (fasteners, etc.) purchased in batches should be supplied in a package. The packaging should state the applicable specification/standard, part number, batch number, and the quantity of the items. The documentation that accompanies the material should contain the applicable specification/standard, part number, batch number, supplied quantity, and the manufacturing sources. If the material is acquired from different batches, acceptance documentation for each batch should be provided.

ED Decision 2023/013/R

EXAMPLES OF SUPPLIERS

A supplier could be any source that provides components, standard parts or materials to be used for maintenance. Possible sources could be: Part-145 organisations, Part 21 Subpart G or Part 21 Light Subpart G organisations, operators, stockists, distributors, brokers, aircraft owners/lessees, etc.

ED Decision 2023/013/R

SUPPLIER EVALUATION

(a)The following elements should be considered for the initial and recurrent evaluation of a supplier’s quality system to ensure that the component and/or material is supplied in satisfactory condition:

(1)availability of appropriate up-to-date regulations, specifications (such as component handling/storage data) and standards;

(2)standards and procedures for the training of personnel and competency assessment;

(3)procedures for shelf-life control;

(4)procedures for handling of electrostatic sensitive devices;

(5)procedures for identifying the source from which components and materials were received;

(6)purchasing procedures that identify documentation to accompany components and materials for subsequent use by approved Part-145 maintenance organisations;

(7)procedures for incoming inspection of components and materials;

(8)procedures for control of measuring equipment that provide for appropriate storage, usage, and for calibration when such equipment is required;

(9)procedures to ensure appropriate storage conditions for components and materials that are adequate to protect the components and materials from damage and/or deterioration. Such procedures should comply with the manufacturers’ recommendations and relevant standards;

(10)procedures for adequate packing and shipping of components and materials to protect them from damage and deterioration, including procedures for proper shipping of dangerous goods (e.g. ICAO and ATA specifications);

(11)procedures for detecting and reporting of suspected unapproved components;

(12)procedures for handling unsalvageable components in accordance with applicable regulations and standards;

(13)procedures for batch splitting or redistribution of lots and handling of the related documents;

(14)procedures for notifying purchasers of any components that have been shipped and have later been identified as not conforming to the applicable technical data or standard;

(15)procedures for recall control to ensure that components and materials shipped can be traced and recalled if necessary;

(16)procedures for monitoring the effectiveness of the quality system.

(b)Suppliers which are certified to officially recognised standards that have a quality system that includes the elements specified in (a) may be acceptable; such standards include:

(1)EN/AS9120 and listed in the OASIS database;

(2)ASA-100;

(3)EASO 2012;

(4)FAA AC 00-56.

The use of such suppliers does not exempt the organisation from its obligations under 145.A.42 to ensure that supplied components and materials are in satisfactory condition and meet the applicable criteria of 145.A.42.

(c)Supplier evaluation may depend on different factors, such as the type of component, whether or not the supplier is the manufacturer of the component, the TC holder or the declarant of a declaration of design compliance or a maintenance organisation, or even specific circumstances such as aircraft on ground. This evaluation may be limited to a questionnaire from the Part-145 organisation to its suppliers, a desktop evaluation of the supplier’s procedures or an on-site audit, if deemed necessary.

ED Decision 2021/009/R

INSTALLATION OF COMPONENTS

Components, standard parts and materials should only be installed when they are specified in the applicable maintenance data as specified in 145.A.45(b). So, the installation of a component, standard part or material can only be done after checking the applicable maintenance data.

This check should ensure that the part number, modification status, limitations, etc., of the component, standard part or material are the ones specified in the applicable maintenance data of the particular aircraft or component where the component, standard part or material is going to be installed. The organisation should establish procedures to ensure that this check is performed before installation.

ED Decision 2023/013/R

FABRICATION OF PARTS FOR INSTALLATION

(a)The agreement of the competent authority on the fabrication of parts by the approved maintenance organisation should be formalised through the approval of a detailed procedure in the Maintenance Organisation Exposition (MOE). This AMC contains principles and conditions to be taken into account for the preparation of an acceptable procedure.

(b)Fabrication, inspection, assembly and test should be clearly within the technical and procedural capability of the organisation.

(c)All necessary data to fabricate the part should be approved either by the Agency or the type certificate (TC) holder, or Part 21 design organisation approval holder, or supplemental type certificate (STC) holder, or should be declared by the declarant of a declaration of design compliance or, if applicable for a minor change, by a Part 21 design organisation approval holder.

(d)Items that are fabricated by an organisation approved under Part-145 may only be used by that organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or components, performing work at its own facilities. The permission to fabricate does not constitute approval for manufacture, or to supply externally, and the parts do not qualify for EASA Form 1 certification. This prohibition also applies to the bulk transfer of surplus inventory, in that locally fabricated parts are physically segregated and excluded from any delivery certification.

(e)Fabrication of parts, modification kits, etc., for onward supply and/or sale may not be conducted by an organisation that is approved under Part-145.

(f)The data specified in (c) may include repair procedures that involve the fabrication of parts. Where the data on such parts is sufficient to facilitate fabrication, the parts may be fabricated by an organisation that is approved under Part-145. Care should be taken to ensure that the data include details of part numbering, dimensions, materials, processes, and any special manufacturing techniques, special raw material specification and/or incoming inspection requirement, and that the approved organisation has the necessary capability to fabricate those parts. That capability should be defined by way of exposition content. Where special processes or inspection procedures are defined in the approved or declared (in accordance with Part 21 Light Subpart C) data, which are not available at the organisation, the organisation cannot fabricate the part unless the TC/STC holder or the declarant of a declaration of design compliance gives an approved alternative.

(g)Examples of fabrication within the scope of a Part-145 approval may include but are not limited to the following:

(1)fabrication of bushes, sleeves and shims;

(2)fabrication of secondary structural elements and skin panels;

(3)fabrication of control cables;

(4)fabrication of flexible and rigid pipes;

(5)fabrication of electrical cable looms and assemblies;

(6)formed or machined sheet metal panels for repairs.

All the above-mentioned fabricated parts should be in accordance with the data provided in the overhaul or repair manuals, modification schemes and service bulletins, drawings, or should be otherwise approved by the competent authority.

Note: It is not acceptable to fabricate any item to pattern unless an engineering drawing of the item is produced which includes any necessary fabrication process and which is acceptable to the competent authority.

(h)Where a TC holder or declarant of a declaration of design compliance, or an approved or declared (in accordance with Part 21 Light Subpart G) production organisation, or a production organisation using Part 21 Light Subpart R is prepared to make available complete data which is not referred to in the aircraft manuals or service bulletins but provides manufacturing drawings for items specified in parts lists, the fabrication of these items is not considered to be within the scope of an approval unless agreed otherwise by the competent authority in accordance with a procedure specified in the exposition.

(i)Inspection and identification

Any locally fabricated part should be subject to inspection before, separately, and preferably independently from any inspection of its installation. The inspection should establish full compliance with the relevant manufacturing data, and the part should be unambiguously identified as fit for use by stating conformity to the approved or declared (in accordance with Part 21 Light Subpart C) data. Adequate records should be maintained of all such fabrication processes including heat treatment and final inspections. All parts, except those that do not have enough space, should carry a part number which clearly relates it to the manufacturing/inspection data. In addition to the part’s number, the organisation’s identity should be marked on the part for traceability purposes.

AMC1 145.A.42(c) Components

ED Decision 2019/009/R

SEGREGATION OF COMPONENTS

(a)Unserviceable components should be identified and stored in a secure location that is under the control of the maintenance organisation until a decision is made on the future status of such components. The organisation that declared the component to be unserviceable may transfer its custody after identifying it as unserviceable to the aircraft owner provided that such transfer is reflected in the aircraft logbook, or engine logbook, or component logbook.

(b)‘Secure location under the control of an approved maintenance organisation’ refers to a secure location whose security is the responsibility of the approved maintenance organisation. This may include facilities that are established by the organisation at locations different from the main maintenance facilities. These locations should be identified in the relevant procedures of the organisation.

(c)In the case of unsalvageable components, the organisation should:

(1)retain such component in the secure location referred to in paragraph (b);

(2)arrange for the component to be mutilated in a manner that ensures that they are beyond economic salvage or repair before disposing it; or

(3)mark the component indicating that it is unsalvageable, when in agreement with the component owner, the component is disposed of for legitimate non-flight uses (such as training and education aids, research and development), or for non-aviation applications, mutilation is often not appropriate. Alternatively to marking, the original part number or data plate information can be removed or a record kept of the disposal of the components.

GM1 145.A.42(c)(i) Components

ED Decision 2019/009/R

MUTILATION OF COMPONENTS

(a)Mutilation should be accomplished in such a manner that the components become permanently unusable for their originally intended use. Mutilated components should not be able to be reworked or camouflaged to provide the appearance of being serviceable, such as by replating, shortening and rethreading long bolts, welding, straightening, machining, cleaning, polishing, or repainting.

(b)Mutilation may be accomplished by one or a combination of the following procedures:

(1)grinding;

(2)burning;

(3)removal of a major lug or other integral feature;

(4)permanent distortion of parts;

(5)cutting a hole with cutting torch or saw;

(6)melting;

(7)sawing into many small pieces; and

(8)any other method accepted by the competent authority.

(c)The following procedures are examples of mutilation that are often less successful because they may not be consistently effective:

(1)stamping or vibro-etching;

(2)spraying with paint;

(3)small distortions, incisions, or hammer marks;

(4)identification by tags or markings;

(5)drilling small holes; and

(6)sawing in two pieces only.

Regulation (EU) 2021/1963

(a)The organisation shall hold and use applicable current maintenance data which is necessary in the performance of maintenance, including modifications and repairs. “Applicable” means relevant to any aircraft, component or process specified in the organisation’s terms of approval and in any associated capability list.

In the case of maintenance data provided by the person or organisation requesting the maintenance, the organisation shall hold such data when the work is in progress, with the exception of the need to comply with point 145.A.55(a)(3).

(b)Applicable maintenance data is the data specified in point M.A.401(b) of Annex I (Part-M) or in point ML.A.401(b) of Annex Vb (Part-ML), as applicable.

(c)The organisation shall establish procedures to ensure that if inaccurate, incomplete or ambiguous procedure, practice, information or maintenance instruction is found in the maintenance data used by maintenance personnel, it is recorded as part of the internal safety reporting scheme referred to in point 145.A.202 and notified to the author of the maintenance data.

(d)The organisation may only modify maintenance instructions in accordance with a procedure that is specified in the MOE. With respect to changes to maintenance instructions, the organisation shall demonstrate that they result in equivalent or improved maintenance standards, and shall inform the author of the maintenance instructions of such changes. For the purposes of this point, “maintenance instructions” mean instructions on how to carry out a particular maintenance task; they exclude the engineering design of repairs and modifications.

(e)The organisation shall provide a common work card or worksheet system to be used throughout the relevant parts of the organisation. In addition, the organisation shall either accurately transcribe the maintenance data referred to in points (b) and (d) onto such work cards or worksheets, or make precise reference to the particular maintenance task or tasks contained in that maintenance data. Work cards and worksheets may be computer generated and held in an electronic database that is adequately protected against unauthorised alteration, and for which there is a backup electronic database which shall be updated within 24 hours after an entry is made to the main electronic database. Complex or long maintenance tasks shall be transcribed onto the work cards or worksheets and subdivided into clear stages to ensure that there is a record of the accomplishment of the complete maintenance task.

When the organisation provides maintenance services to an aircraft operator which requires its own work card or worksheet system to be used, then such work card or worksheet system may be used. In that case, the organisation shall establish a procedure to ensure that those work cards or worksheets are correctly completed.

(f)The organisation shall ensure that all applicable maintenance data is readily available for use when required by maintenance personnel.

(g)The organisation shall establish a procedure to ensure that maintenance data it controls is kept up to date. In the case of operator/customer controlled and provided maintenance data, the organisation shall be able to show that either it has written confirmation from the operator/customer that all such maintenance data is up to date or it has work orders specifying the amendment status of the maintenance data to be used or it can show that it is on the operator/customer maintenance data amendment list.

ED Decision 2021/009/R

The provisions of GM1 M.A.401(b)(3) and (b)(4), GM1 M.A.401(b)(4) and GM1 ML.A.401(b) apply.

ED Decision 2022/011/R

1.The referenced procedure should ensure that when maintenance personnel discover inaccurate, incomplete or ambiguous information in the maintenance data, they should record the details as part of the internal safety reporting scheme specified in point 145.A.202. The procedure should then ensure that the Part-145 approved maintenance organisation notifies the problem to the author of the maintenance data in a timely manner. A record of such communications to the author of the maintenance data should be retained by the Part-145 approved organisation until such time as the author of the maintenance data has clarified the issue by e.g. amending the maintenance data.

2.The referenced procedure should be specified in the MOE.

ED Decision 2023/013/R

The referenced procedure should address the need for a practical demonstration by the maintenance personnel proposing the change to the compliance monitoring personnel, of the modified maintenance instruction. Depending on the nature of the maintenance instruction modification, a risk assessment may be required to demonstrate that an equivalent or improved maintenance standard is reached. When satisfied, the compliance monitoring personnel should approve the modified maintenance instruction, and ensure that the author of the maintenance instruction is informed of the modified maintenance instruction. The procedure should include a paper/electronic traceability of the complete process from start to finish, and ensure that the relevant maintenance instruction clearly identifies the modification. Modified maintenance instructions should only be used in the following circumstances:

(a)Where the original intent of the maintenance instruction can be carried out in a more practical or more efficient manner.

(b)Where the original intent of the maintenance instruction cannot be achieved when following the maintenance instructions. For example, where a component cannot be replaced following the original maintenance instructions.

(c)For the use of alternative tools / equipment.

Important Note: Critical Design Configuration Control Limitations (CDCCL) are airworthiness limitations. Any modification of the maintenance instructions linked to CDCCL constitutes a change to a (restricted) type certificate that should be approved in accordance with Part 21 or Part 21 Light.

ED Decision 2022/011/R

1.‘The relevant parts of the organisation’ means, as appropriate, aircraft base maintenance, aircraft line maintenance, specialised services, component workshops such as engine workshops, mechanical workshops or avionics workshops. Therefore, a common system should be used, for example, throughout the engine workshops, which may be different from that in the aircraft base maintenance.

2.The work cards should differentiate and specify, when relevant, disassembly, accomplishment of tasks, reassembly and testing as well as the error-capturing method (e.g. independent inspection). In the case of a lengthy maintenance task involving a succession of personnel to complete such a task, it may be necessary to use supplementary work cards or worksheets to indicate what was actually accomplished by each individual person.

3.With reference to point 145.A.65(a), human factors should be taken into account during the development of work cards and worksheets.

4.‘Complex or long maintenance tasks’ refers to tasks involving multiple disciplines or multiple shifts, or multiple zones/access opening, special tools, etc., or a combination of these.

The stages into which the work cards are to be subdivided should refer to where work can be interrupted. Subdivision should also indicate when a different discipline continues to work if no separate work cards are provided.

5.Where required by the operator/CAMO/CAO to use their work card or worksheet system, the maintenance organisation should assess the system for compliance with the maintenance organisation procedures, for example, the subdivision of complex or long maintenance tasks.

ED Decision 2015/029/R

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

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

ED Decision 2023/013/R

To keep data up-to-date, a procedure should be set up to monitor the amendment status of all data and maintain a check that all amendments are being received by being a subscriber to any document amendment scheme. Special attention should be given to mandatory instructions and associated airworthiness limitations published by design approval holders or the declarant of a declaration of design compliance.

Regulation (EU) 2021/1963

(a)The organisation shall have a system appropriate to the amount and complexity of work to plan the availability of all necessary personnel, tools, equipment, material, maintenance data and facilities in order to ensure the safe completion of the maintenance work.

(b)As part of the management system, the planning of maintenance tasks, and the organising of shifts, shall take into account human performance limitations, including the threat of fatigue for maintenance personnel.

(c)When it is required to hand over the continuation or completion of maintenance tasks for reasons of a shift or personnel changeover, relevant information shall be adequately communicated between outgoing and incoming personnel.

(d)The organisation shall ensure that aviation safety hazards associated with external working teams carrying out maintenance at the organisation’s facilities are considered by the organisation’s management system.

ED Decision 2016/011/R

1.Depending on the amount and complexity of work generally performed by the maintenance organisation, the planning system may range from a very simple procedure to a complex organisational set-up including a dedicated planning function in support of the production function.

2.For the purpose of Part-145, the production planning function includes two complementary elements:

scheduling the maintenance work ahead, to ensure that it will not adversely interfere with other work as regards the availability of all necessary personnel, tools, equipment, material, maintenance data and facilities.

during maintenance work, organising maintenance teams and shifts and provide all necessary support to ensure the completion of maintenance without undue time pressure.

3.When establishing the production planning procedure, consideration should be given to the following:

logistics,

inventory control,

square meters of accommodation,

man-hours estimation,

man-hours availability,

preparation of work,

hangar availability,

environmental conditions (access, lighting standards and cleanliness),

co-ordination with internal and external suppliers, etc.

scheduling critical maintenance tasks during periods when staff are likely to be most alert.

ED Decision 2022/011/R

CONSIDERATION OF FATIGUE IN THE PLANNING OF MAINTENANCE

(a)The way and the extent to which the organisation should consider the threat of fatigue in the planning of tasks and organising of shifts will vary from one organisation to another and from one maintenance event to another, depending on what maintenance is to be carried out, how, where, when and by whom.

(b)Fatigue is one example of human factors issues which should be taken into account by the management system, particularly for the planning activity. In this respect, where the organisation activity is prone to fatigue issues, the organisation should:

(1) ensure that the safety policy required by point 145.A.200(a) gives due consideration to the aspects of fatigue;

(2) ensure that the internal safety reporting scheme required by point 145.A.202 enables the collection of fatigue issues;

(3) ensure that the threat of fatigue is adequately taken into account by the management system key processes (e.g. assessment, management, monitoring);

(4) provide safety promotion material and adapt safety training accordingly.

(c) The organising of shifts should consider good practices in the maintenance domain and applicable rules. The resulting shift schedule should be shared with the maintenance staff sufficiently in advance so they can plan adequate rest.

The established shift durations should not be exceeded merely for management convenience even when staff is willing to work extended hours.

(d)The organisation should have a procedure (including mitigations) to address cases where the working hours are to be significantly increased, or when the shift pattern is to be significantly modified, such as for urgent operational reasons. In cases not covered by that procedure, the organisation should perform a specific risk assessment and define additional mitigation actions, as applicable. Basic mitigations may include:

(1) additional supervision and independent inspection;

(2)limitation of maintenance tasks to non-critical tasks;

(3) use of additional rest breaks.

ED Decision 2022/011/R

CONSIDERATION OF FATIGUE IN THE PLANNING OF MAINTENANCE

(a)Fatigue may be induced by:

(i)the environment and conditions (e.g. noise, humidity, temperature, closed section, working overhead) in which the work is carried out;

(ii)excessive hours of duty and shift working, particularly with multiple shift periods or patterns, additional overtime or night work;

(iii)travel to the maintenance location (e.g. jetlag, duration)

Fatigue is one of the factors that may contribute towards maintenance errors when it is not properly considered as part of planning activities.

(b)Taking into account the threat of fatigue in the planning of maintenance tasks and organising of shifts refers to setting up the maintenance and the shifts in a way that enables the maintenance staff to remain sufficiently free from fatigue so they can perform the planned maintenance safely, including:

providing rest periods of sufficient time to overcome the effects of the previous shift and to be rested by the start of the following shift;

avoiding shift patterns that cause a serious disruption of an established sleep/work pattern, such as alternating day/night duties;

planning recurrent extended rest periods and notifying staff sufficiently in advance.

ED Decision 2015/029/R

The primary objective of the changeover / handover information is to ensure effective communication at the point of handing over the continuation or completion of maintenance actions. Effective task and shift handover depends on three basic elements:

•The outgoing person’s ability to understand and communicate the important elements of the job or task being passed over to the incoming person.

•The incoming person’s ability to understand and assimilate the information being provided by the outgoing person.

•A formalised process for exchanging information between outgoing and incoming persons and a planned shift overlap and a place for such exchanges to take place.

ED Decision 2022/011/R

‘External working teams’ refers to an organisation that does not belong to the Part-145 organisation in whose facility the maintenance is being carrying out, and which is, for example (this list is not exhaustive):

•contracted by the Part-145 maintenance organisation; or

•subcontracted by the Part-145 maintenance organisation; or

•contracted by the person or organisation responsible for the aircraft continuing airworthiness.

The objective of point 145.A.47(d) is to manage the risk involved in the actual execution of maintenance by the various organisations at the same location.

Example: The need for one organisation to be informed that they should not put the aircraft in a certain configuration (regarding, for instance, electrical power) if this is could contribute to an error in the maintenance performed by another organisation.

Note: Refer to GM2 145.A.205 for the difference between contracting and subcontracting maintenance activities.

Regulation (EU) 2021/1963

(a)The organisation may only carry out maintenance on an aircraft or component for which it is approved when all the necessary facilities, equipment, tooling, material, maintenance data and personnel are available.

(b)The organisation shall be responsible for the maintenance that is performed within the scope of its approval.

(c)The organisation shall ensure that:

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

(2)an error-capturing method is implemented after the performance of any critical maintenance task;

(3)the risk of errors during maintenance and the risk of errors being repeated in identical maintenance tasks are minimised;

(4)damage is assessed, and modifications and repairs are carried out using the data specified in point M.A.304 of Annex I (Part-M) or point ML.A.304 of Annex Vb (Part-ML), as applicable;

(5)the assessment of aircraft defects is carried out in accordance with point M.A.403(b) of Annex I (Part-M) or ML.A.403(b) of Annex Vb (Part-ML), as applicable.

ED Decision 2016/011/R

AUTHORISED PERSON

An ‘authorised person’ is a person formally authorised by the maintenance organisation to perform or supervise a maintenance task. An ‘authorised person’ is not necessarily ‘certifying staff’.

SIGN-OFF

A ‘sign-off’ is a statement issued by the ‘authorised person’ which indicates that the task or group of tasks has been correctly performed. A ‘sign-off’ relates to one step in the maintenance process and is, therefore, different to a certificate of release to service.

ED Decision 2022/011/R

Point (a) of 145.A.48 is intended to cover the situation where the organisation may temporarily not hold all the necessary tools, equipment, material, maintenance data, etc. for an aircraft type or variant, or component specified in the organisation’s scope of work. This point means that the competent authority need not amend the approval to delete the aircraft type or variants, or component on the basis that it is a temporary situation and there is a commitment from the organisation to re-acquire tools, equipment etc. before maintenance on the related aircraft or component may recommence.

ED Decision 2022/011/R

CRITICAL DESIGN CONFIGURATION CONTROL LIMITATIONS (CDCCL)

The organisation should ensure that when performing maintenance the CDCCL are not compromised. The organisation should pay particular attention to possible adverse effects of any change to the wiring of the aircraft, even of a change not specifically associated with the fuel tank system. For example, it should be common practice to identify the segregation of fuel gauging system wiring as a CDCCL. The organisation can prevent adverse effects associated with changes to the wiring by standardising maintenance practices through training, and not through periodic inspections. Training should be provided to avoid indiscriminate routing and splicing of wires and to provide comprehensive knowledge of critical design features of fuel tank systems that would be controlled by a CDCCL. Guidance on the training of maintenance organisation personnel is provided in Appendix IV to AMC5 145.A.30(e) and AMC2 145.B.200(a)(3)_DxCrossRefBm1579848657.

ED Decision 2022/011/R

The organisation should have a procedure to identify the error-capturing methods, the critical maintenance tasks, the training and the qualifications of staff applying error-capturing methods, and how the organisation ensures that its staff is familiar with critical maintenance tasks and error-capturing methods.

ED Decision 2023/013/R

CRITICAL MAINTENANCE TASKS

(a)The procedure should ensure that the following maintenance tasks are reviewed to assess their impact on flight safety:

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

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

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

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

(b)The procedure should describe which data sources are used to identify critical maintenance tasks. Several data sources may be used, such as:

(1)information from the design approval holder or the declarant of a declaration of design compliance;

(2)accident reports;

(3)investigation and follow-up of incidents;

(4)occurrence reporting;

(5)flight data analysis, where this is available from the person or organisation responsible for the aircraft continuing airworthiness;

(6)results of audits and independent inspections;

(7)monitoring schemes for normal operations, where these are available from the person or organisation responsible for the aircraft continuing airworthiness;

(8)feedback from training.

ED Decision 2022/011/R

ERROR-CAPTURING METHODS

(a)Error-capturing methods are those actions defined by the organisation to detect maintenance errors that are made while performing maintenance.

(b)The organisation should ensure that the error-capturing methods are adequate for the work and the disturbance of the system. A combination of several actions (e.g. visual inspection, operational check, functional test, rigging check) may be necessary in some cases.

ED Decision 2022/011/R

INDEPENDENT INSPECTION

Independent inspection is one possible error-capturing method.

(a)What is an independent inspection

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

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

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

(3)the ‘authorised person’ issues the certificate of release to service or signs off the completion of the task after the independent inspection has been carried out satisfactorily;

(4)the work card system used by the organisation should record the identification of both persons and the details of the independent inspection as necessary before the certificate of release to service or sign-off for the completion of the task is issued.

(b)Qualifications of persons performing independent inspections

The organisation should have procedures to demonstrate that the ‘independent qualified person’ has been trained and has gained experience in the specific inspection to be performed. The organisation could consider making use of, for example:

(1)staff holding a certifying staff or support staff or sign-off authorisation or equivalent necessary to release or sign off the critical maintenance task;

(2)staff holding a certifying staff or support staff or sign-off authorisation or equivalent necessary to release or sign off similar task in a product of similar category and having received specific practical training in the task to be inspected; or

(3)a commander holding a limited certification authorisation in accordance with 145.A.30(j)(4) and having received adequate practical training and having enough experience in the specific task to be inspected and on how to perform independent inspection.

(c)How to perform an independent inspection

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

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

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

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

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

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

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

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

REINSPECTION:

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

(2)Reinspection, as an error-capturing method, should only be performed in unforeseen circumstances when only one person is available to carry out the task and perform the independent inspection. The circumstances cannot be considered unforeseen if the person or organisation has not assigned a suitable ‘independent qualified person’ to that particular line station or shift.

(3)The certificate of release to service is issued after the task has been performed by the ‘authorised person’ and the reinspection has been carried out satisfactorily. The work card system used by the organisation should record the identification and the details of the reinspection before the certificate of release to service for the task is issued.

ED Decision 2022/011/R

The procedures should be aimed at:

(a)minimising errors and preventing omissions. Therefore, the procedures should specify:

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

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

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

(b)minimising the possibility of an error being repeated in identical tasks and, therefore, compromising more than one system or function. Thus, the procedures should ensure that no person is required to perform a maintenance task involving removal/installation or assembly/disassembly of several components of the same type fitted to more than one system, a failure of which could have an impact on safety, on the same aircraft or component during a particular maintenance check. However, in unforeseen circumstances when only one person is available, the organisation may make use of reinspection as described in point (d) of AMC4 145.A.48(c)(2).

ED Decision 2022/011/R

To minimise the risk of errors during maintenance and the risk of errors being repeated in identical maintenance tasks, the organisation may implement:

•procedures to plan the performance by different persons of the same task in different systems;

•independent inspection or re-inspection procedures.

Regulation (EU) 2021/1963

(a)A certificate of release to service shall be issued by appropriately authorised certifying staff on behalf of the organisation when that certifying staff has verified that all the maintenance that was ordered has been properly carried out by the organisation in accordance with the procedures specified in point 145.A.70, taking into account the availability and use of the maintenance data specified in point 145.A.45, and that there are no known non-compliances which endanger flight safety.

(b)A certificate of release to service shall be issued before flight at the completion of any maintenance.

(c)New defects or incomplete maintenance work orders identified during the maintenance shall be brought to the attention of the person or organisation responsible for the aircraft continuing airworthiness for the specific purpose of obtaining agreement to rectify such defects or completing the missing elements of the maintenance work order. In the case where that person or organisation declines to have such maintenance carried out under this point, point (e) is applicable.

(d)A certificate of release to service shall be issued by appropriately authorised certifying staff on behalf of the organisation after the maintenance that was ordered has been carried out on a component whilst it was off the aircraft. The authorised release certificate “EASA Form 1” referred to in Appendix II of Annex I (Part-M) constitutes the component certificate of release to service except if otherwise specified in point M.A.502 of Annex I (Part-M) or ML.A.502 of Annex Vb (Part-ML), as applicable. When an organisation maintains a component for its own use, the EASA Form 1 may not be necessary if the organisation’s internal release procedures in its MOE so provides.

(e)By derogation to point (a), when the organisation is unable to complete all maintenance ordered, it may issue a certificate of release to service within the approved aircraft limitations. The organisation shall enter such fact in the aircraft certificate of release to service before the issue of such certificate.

(f)By way of derogation from point 145.A.50(a) and point 145.A.42, when an aircraft is grounded at a location other than the main line station or main maintenance base due to the non-availability of a component with the appropriate release certificate, the organisation contracted for the maintenance of that aircraft may temporarily fit a component without the appropriate release certificate for a maximum of 30 flight hours or until the aircraft first returns to the main line station or main maintenance base, whichever is the sooner, subject to the agreement of the person or organisation responsible for the aircraft’s continuing airworthiness and subject to that component having a suitable release certificate but otherwise in compliance with all applicable maintenance and operational requirements. Such components shall be removed by the time limit provided for in the first sentence of this point unless an appropriate release certificate has been obtained in the meantime under points 145.A.50(a) and 145.A.42.

ED Decision 2020/002/R

AMC M.A.801 of the AMC to Part-M and AMC1 ML.A.801 of the AMC to Part-ML contain acceptable means of compliance for the release to service of a SC/SR by an organisation approved in accordance with Part-145.

ED Decision 2022/011/R

’Endanger flight safety’ means any instances where safe operation could not be assured, or which could lead to an unsafe condition. These typically include, but are not limited to, significant cracking, deformation, corrosion or failure of primary structure, any evidence of burning, electrical arcing, significant hydraulic fluid or fuel leakage, and any emergency system or total system failure. An airworthiness directive that is overdue for compliance is also considered to be a hazard to flight safety.

However, the intent is not to require the maintenance organisation to find or become responsible for hidden non-compliances which are not expected to be discovered during the ordered maintenance.

A certificate of release to service issued by a maintenance organisation certifies that the performed maintenance work, as agreed in the work order or the contract, has been completed in accordance with the applicable requirements and the maintenance organisation’s approved procedures. In the case of aircraft maintenance, it does not necessarily mean that the aircraft is in airworthy condition. Ensuring that the aircraft is airworthy before each flight always remains the responsibility of the person or organisation managing the aircraft continuing airworthiness.

ED Decision 2023/013/R

1.The certificate of release to service should contain the following statement:

‘Certifies that the work specified, except as otherwise specified, was carried out in accordance with Part-145 and in respect to that work the aircraft/aircraft component is considered ready for release to service’.

Reference should also be made to the EASA Part-145 approval number and the identity of the person who issued the release.

2.It is acceptable to use an alternate abbreviated certificate of release to service consisting of the following statement ‘Part-145 release to service’ instead of the full certification statement specified in paragraph 1. When the alternate abbreviated certificate of release to service is used, the introductory section of the technical log should include an example of the full certification statement from paragraph 1.

3.The certificate of release to service should relate to the task specified in the instructions issued by the (S)TC holder or the declarant of a declaration of design compliance or operator or in the aircraft maintenance programme which itself may cross-refer to maintenance data.

4.The date such maintenance was carried out should include when the maintenance took place relative to any life or overhaul limitation in terms of date/flying hours/cycles/landings etc., as appropriate.

5.When extensive maintenance has been carried out, it is acceptable for the certificate of release to service to summarise the maintenance as long as there is a unique cross-reference to the work package containing full details of maintenance carried out. Dimensional information should be retained in the work-pack record.

ED Decision 2022/011/R

The purpose of the certificate is to certify maintenance work carried out on assemblies/items/components/parts (hereafter referred to as ‘item(s)’). It also allows the removal from aircraft of items in a ‘serviceable’ condition in accordance with AMC2 145.A.50(d) in order to fit them to another aircraft/aircraft component.

The certificate is to be used for export/import purposes, as well as for domestic purposes, and serves as an official certificate for items from the manufacturer/maintenance organisation to users.

It can only be issued by organisations approved by the particular competent authority within the scope of the approval.

The certificate may be used as a rotable tag by utilising the available space on the reverse side of the certificate for any additional information and dispatching the item with two copies of the certificate so that one copy may be eventually returned with the item to the maintenance organisation. The alternative solution is to use existing rotable tags and also supply a copy of the certificate.

A certificate should not be issued for any item when it is known that the item is unserviceable except in the case of an item undergoing a series of maintenance processes at several maintenance organisations approved under Part-145 and the item needs a certificate for the previous maintenance process carried out for the next maintenance organisation approved under Part-145 to accept the item for subsequent maintenance processes. In such a case, a clear statement of limitation should be endorsed in Block 12.

ED Decision 2023/013/R

1.A component which has been maintained off the aircraft needs the issuance of a certificate of release to service for such maintenance and another certificate of release to service in regard to being installed properly on the aircraft when such action occurs.

When an organisation maintains a component for use by the same organisation, an EASA Form 1 may not be necessary depending upon the organisation’s internal release procedures defined in the maintenance organisation exposition.

2.In the case of the issue of EASA Form 1 for components in storage before Part-145 and Part-21 became effective and not released on an EASA Form 1 or equivalent in accordance with 145.A.42(a) or removed serviceable from a serviceable aircraft or an aircraft which has been withdrawn from service the following applies:

2.1.An EASA Form 1 may be issued for an aircraft component which has been:

•Maintained before Part-145 became effective or manufactured before Part-21 became effective.

•Used on an aircraft and removed in a serviceable condition. Examples include leased and loaned aircraft components.

•Removed from aircraft which have been withdrawn from service, or from aircraft which have been involved in abnormal occurrences such as accidents, incidents, heavy landings or lightning strikes.

•Maintained by an unapproved organisation.

2.2.An appropriately rated maintenance organisation approved under Part-145 may issue an EASA Form 1 as detailed in this AMC subparagraph 2.5 to 2.9, as appropriate, in accordance with procedures detailed in the exposition as approved by the competent authority. The appropriately rated organisation is responsible for ensuring that all reasonable measures have been taken to ensure that only approved and serviceable aircraft components are issued an EASA Form 1 under this paragraph.

2.3.For the purposes of this AMC No 2 only, appropriately rated means an organisation with an approval class rating for the type of component or for the product in which it may be installed.

2.4.An EASA Form 1 issued in accordance with this paragraph 2 should be issued by signing in block 14b and stating ‘Inspected/Tested’ in block 11. In addition, block 12 should specify:

2.4.1.When the last maintenance was carried out and by whom.

2.4.2.If the component is unused, when the component was manufactured and by whom with a cross-reference to any original documentation which should be included with the Form.

2.4.3.A list of all airworthiness directives, repairs and modifications known to have been incorporated. If no airworthiness directives or repairs or modifications are known to be incorporated, then this should be so stated.

2.4.4.Detail of life used for life-limited parts and time-controlled components being any combination of fatigue, overhaul or storage life.

2.4.5.For any aircraft component having its own maintenance history record, reference to the particular maintenance history record as long as the record contains the details that would otherwise be required in block 12. The maintenance history record and acceptance test report or statement, if applicable, should be attached to the EASA Form 1.

2.5.New/unused aircraft components

2.5.1.Any unused aircraft component in storage without an EASA Form 1 up to the effective date(s) for Part-21 that was manufactured by an organisation acceptable to the competent authority at that time may be issued with an EASA Form 1 by an appropriately rated maintenance organisation approved under Part-145. The EASA Form 1 should be issued in accordance with the following subparagraphs which should be included in a procedure within the maintenance organisation manual.

Note 1: It should be understood that the release of a stored but unused aircraft component in accordance with this paragraph represents a maintenance release under Part-145 and not a production release under Part-21. It is not intended to bypass the production release procedure agreed by the Member State for parts and subassemblies intended for fitment on the manufacturers’ own production line.

(a)An acceptance test report or statement should be available for all used and unused aircraft components that are subjected to acceptance testing after manufacturing or maintenance as appropriate.

(b)The aircraft component should be inspected for compliance with the manufacturer’s instructions and limitations for storage and condition including any requirement for limited storage life, inhibitors, controlled climate and special storage containers. In addition or in the absence of specific storage instructions the aircraft component should be inspected for damage, corrosion and leakage to ensure good condition.

(c)The storage life used of any storage life-limited parts should be established.

2.5.2.If it is not possible to establish satisfactory compliance with all applicable conditions specified in subparagraph 2.5.1(a) to (c) inclusive, the aircraft component should be disassembled by an appropriately rated organisation and subjected to a check for incorporated airworthiness directives, repairs and modifications and inspected/tested in accordance with the maintenance data to establish satisfactory condition and, if relevant, all seals, lubricants and life-limited parts should be replaced. Upon satisfactory completion after reassembly, an EASA Form 1 may be issued stating what was carried out and the reference of the maintenance data included.

2.6.Used aircraft components removed from a serviceable aircraft

2.6.1.Serviceable aircraft components removed from a Member State registered aircraft may be issued with an EASA Form 1 by an appropriately rated organisation subject to compliance with this subparagraph.

(a)The organisation should ensure that the component was removed from the aircraft by an appropriately qualified person.

(b)The aircraft component may only be deemed serviceable if the last flight operation with the component fitted revealed no faults on that component/related system.

(c)The aircraft component should be inspected for satisfactory condition including in particular damage, corrosion or leakage and compliance with any additional maintenance data.

(d)The aircraft record should be researched for any unusual events that could affect the serviceability of the aircraft component such as involvement in accidents, incidents, heavy landings or lightning strikes. Under no circumstances may an EASA Form 1 be issued in accordance with this paragraph 2.6 if it is suspected that the aircraft component has been subjected to extremes of stress, temperatures or immersion which could affect its operation.

(e)A maintenance history record should be available for all used serialised aircraft components.

(f)Compliance with known modifications and repairs should be established.

(g)The flight hours/cycles/landings as applicable of any life-limited parts and time-controlled components including time since overhaul should be established.

(h)Compliance with known applicable airworthiness directives should be established.

(i)Subject to satisfactory compliance with this subparagraph 2.6.1, an EASA Form 1 may be issued and should contain the information as specified in paragraph 2.4 including the aircraft from which the aircraft component was removed.

2.6.2.Serviceable aircraft components removed from a non-Member State registered aircraft may only be issued with an EASA Form 1 if the components are leased or loaned from the maintenance organisation approved under Part-145 who retains control of the airworthiness status of the components. An EASA Form 1 may be issued and should contain the information as specified in paragraph 2.4 including the aircraft from which the aircraft component was removed.

2.7.Used aircraft components removed from an aircraft withdrawn from service. Serviceable aircraft components removed from a Member State registered aircraft withdrawn from service may be issued with an EASA Form 1 by a maintenance organisation approved under Part-145 subject to compliance with this subparagraph.

(a)Aircraft withdrawn from service are sometimes dismantled for spares. This is considered to be a maintenance activity and should be accomplished under the control of an organisation approved under Part-145, employing procedures approved by the competent authority.

(b)To be eligible for installation, components removed from such aircraft may be issued with an EASA Form 1 by an appropriately rated organisation following a satisfactory assessment.

(c)As a minimum, the assessment will need to satisfy the standards set out in paragraphs 2.5 and 2.6 as appropriate. This should, where known, include the possible need for the alignment of scheduled maintenance that may be necessary to comply with the maintenance programme applicable to the aircraft on which the component is to be installed.

(d)Irrespective of whether the aircraft holds a certificate of airworthiness or not, the organisation responsible for certifying any removed component should ensure that the manner in which the components were removed and stored are compatible with the standards required by Part-145.

(e)A structured plan should be formulated to control the aircraft disassembly process. The disassembly is to be carried out by an appropriately rated organisation under the supervision of certifying staff who will ensure that the aircraft components are removed and documented in a structured manner in accordance with the appropriate maintenance data and disassembly plan.

(f)All recorded aircraft defects should be reviewed and the possible effects these may have on both normal and standby functions of removed components are to be considered.

(g)Dedicated control documentation is to be used as detailed by the disassembly plan, to facilitate the recording of all maintenance actions and component removals performed during the disassembly process. Components found to be unserviceable are to be identified as such and quarantined pending a decision on the actions to be taken. Records of the maintenance accomplished to establish serviceability are to form part of the component maintenance history.

(h)Suitable Part-145 facilities for the removal and storage of removed components are to be used which include suitable environmental conditions, lighting, access equipment, aircraft tooling and storage facilities for the work to be undertaken. While it may be acceptable for components to be removed, given local environmental conditions, without the benefit of an enclosed facility, subsequent disassembly (if required) and storage of the components should be in accordance with the manufacturer’s recommendations.

2.8.Used aircraft components maintained by organisations not approved in accordance with Part-145. For used components maintained by a maintenance organisation not approved under Part-145, due care should be taken before acceptance of such components. In such cases an appropriately rated maintenance organisation approved under Part-145 should establish satisfactory conditions by:

(a)dismantling the component for sufficient inspection in accordance with the appropriate maintenance data;

(b)replacing all life-limited parts and time-controlled components when no satisfactory evidence of life used is available and/or the components are in an unsatisfactory condition;

(c)reassembling and testing as necessary the component;

(d)completing all certification requirements as specified in 145.A.50.

2.9.Used aircraft components removed from an aircraft involved in an accident or incident. Such components should only be issued with an EASA Form 1 when processed in accordance with paragraph 2.7 and a specific work order including all additional necessary tests and inspections deemed necessary by the accident or incident. Such a work order may require input from the TC holder or the declarant of a declaration of design compliance or original manufacturer as appropriate. This work order should be referenced in block 12.

ED Decision 2015/029/R

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.

ED Decision 2023/013/R

1.Being unable to establish full compliance with point 145.A.50(a) means that the maintenance required by the person or organisation responsible for the aircraft continuing airworthiness could not be completed due to either running out of available aircraft maintenance downtime for the scheduled check, or by virtue of the condition of the aircraft requiring additional maintenance downtime, or because the maintenance data requires a flight to be performed as part of the maintenance, as described in paragraph 4.

2.The person or organisation responsible for the aircraft continuing airworthiness is responsible for ensuring that all required maintenance has been carried out before flight and therefore 145.A.50(e) requires such person or organisation to be informed in the case where full compliance with 145.A.50(a) cannot be achieved within the relevant limitations. If that person or organisation agrees to the deferment of full compliance, then the certificate of release to service may be issued subject to details of the deferment, including the competent authority of the State of Registry, being endorsed on the certificate.

Note: Whether or not the person or organisation responsible for the aircraft continuing airworthiness does have the authority to defer maintenance is an issue between that person or organisation and the competent authority of the State of Registry. In case of doubt concerning such a decision, the approved maintenance organisation should inform its competent authority of such doubt, before issuing the certificate of release to service. This will allow this competent authority to investigate the matter with the competent authority of the State of Registry or the State of the operator as appropriate.

3.The procedure should draw attention to the fact that 145.A.50(a) does not normally permit the issue of a certificate of release to service in the case of non-compliance and should state what action the mechanic, supervisor and certifying staff should take to bring the matter to the attention of the relevant department or person responsible for technical co-ordination with the person or organisation responsible for the aircraft continuing airworthiness so that the issue may be discussed and resolved with that person or organisation. In addition, the appropriate person(s) as specified in point 145.A.30(b) should be kept informed in writing of such possible non-compliance situations and this should be included in the procedure.

4.Certain maintenance data issued by the design approval holder or the declarant of a declaration of design compliance (e.g. aircraft maintenance manual (AMM)) requires that a maintenance task be performed in flight as a necessary condition to complete the maintenance ordered. Within the aircraft limitations, an appropriately authorised certifying staff should release the incomplete maintenance before the flight on behalf of the maintenance organisation. GM M.A.301(i) or GM1 ML.A.301(f) describe the relations with the aircraft operator, which retains the responsibility for the maintenance check flight (MCF). After performing the flight and any additional maintenance necessary to complete the maintenance ordered, a certificate of release to service should be issued in accordance with 145.A.50(a).

ED Decision 2022/011/R

1.Suitable release certificate means a certificate which clearly states that the aircraft component is serviceable; that clearly specifies the organisation releasing said component together with details of the authority under whose approval the organisation works including the approval or authorisation reference.

2.‘Compliance with all applicable maintenance and operational requirements’ means, in particular, making an appropriate entry in the aircraft continuing airworthiness record system or if applicable, in the aircraft technical log system, checking the compatibility of the component with the aircraft approved design, including modifications, repairs, airworthiness directives, life limitations and condition of the aircraft component plus information on where, when and why the aircraft was grounded.

Regulation (EU) 2021/1963

(a)Maintenance records

(1)The organisation shall record the details of the maintenance work that is carried out within the scope of its approval. As a minimum, the organisation shall retain all the records that are necessary to prove that all the requirements have been met for the issue of the certificate of release to service, including, if any, subcontractor's release documents.

(2)The organisation shall provide a copy of each certificate of release to service to the operator or customer, together with copies of the detailed maintenance records that are associated with the work carried out and that are necessary to demonstrate compliance with point M.A.305 of Annex I (Part-M) or ML.A.305 of Annex Vb (Part-ML), as applicable.

(3)The organisation shall retain a copy of all detailed maintenance records (including certificates of release to service) and of any associated maintenance data for 3 years from the date when the aircraft or component to which the work relates was issued with a certificate of release to service.

(4)If an organisation terminates its operation, it shall transfer all the retained maintenance records that cover the last 3 years to the last customer or owner of the respective aircraft or component, or shall store them in the manner specified by the competent authority.

(b)Airworthiness review records

(1)If an organisation has the privilege referred to in point 145.A.75(f), it shall retain a copy of each airworthiness review certificate that it has issued, together with all the supporting documents, and shall make those records available, upon request, to the owner of the aircraft.

(2)The organisation shall retain a copy of all the records referred to in point (1) for 3 years after the issue of the airworthiness review certificate.

(3)If an organisation terminates its operation, it shall transfer all the retained airworthiness review records that cover the last 3 years to the last owner or operator of the respective aircraft, or shall store them in the manner specified by the competent authority.

(c)Management system, contracting and subcontracting records

The organisation shall ensure that the following records are retained for a minimum period of 5 years:

(i)records of management system key processes referred to in point 145.A.200;

(ii)contracts, both for contracting and subcontracting, referred to in point 145.A.205.

(d)Personnel records

(1)The organisation shall ensure that the following records are retained:

(i)records of the qualifications, training and experience of the personnel involved in maintenance, compliance monitoring and safety management;

(ii)records of the qualifications, training and experience of all airworthiness review staff.

(2)The records of all airworthiness review staff shall include details of any appropriate qualifications held, together with a summary of their relevant continuing airworthiness experience and training, and a copy of the airworthiness review authorisation issued to that staff by the organisation.

(3)The records of all the certifying staff and support staff shall include the following:

(i)the details of any aircraft maintenance licence held under Annex III (Part-66) or equivalent;

(ii)the scope of the certification authorisations that were issued to that staff, where relevant;

(iii)the particulars of the staff that held limited or one-off certification authorisations referred to in point 145.A.30(j).

(4)Personnel records shall be kept for as long as a person works for the organisation, and shall be retained for at least 3 years after the person has left the organisation, or after an authorisation issued to that person has been withdrawn.

(5)The organisation shall give to the staff referred to in points (2) and (3), upon their request, access to their personnel records as detailed in those points. In addition, upon their request, the maintenance organisation shall furnish each of them with a copy of their personnel records on leaving the organisation.

(e)The organisation shall establish a record-keeping system that allows adequate storage and reliable traceability of all its activities.

(f)The format of the records shall be specified in the organisation’s procedures.

(g)The records shall be stored in a manner that ensures that they are protected from damage, alteration and theft.

ED Decision 2022/011/R

GENERAL

(a)The record-keeping system should ensure that all records are accessible within a reasonable time whenever they are needed. These records should be organised in a manner that ensures their traceability and retrievability throughout the required retention period.

(b)Records should be kept in paper form, or in electronic format, or a combination of the two. Records that are stored on microfilm or in optical disc formats are also acceptable. The records should remain legible throughout the required retention period. The retention period starts when the record is created or was last amended.

(c)Paper systems should use robust materials which can withstand normal handling and filing. Computer record systems should have at least one backup system, which should be updated within 24 hours of any new entry. Computer record systems should include safeguards to prevent unauthorised personnel from altering the data.

(d)All computer hardware that is used to ensure the backup of data should be stored in a different location from the one that contains the working data, and in an environment that ensures that the data remains in a good condition. When hardware or software changes take place, special care should be taken to ensure that all the necessary data continues to be accessible through at least the full period specified in the relevant provision. In the absence of any such indications, all records should be kept for a minimum period of 3 years.

ED Decision 2022/011/R

RECORDS

Microfilming or optical storage of records may be carried out at any time. The records should be as legible as the original record, and remain so for the required retention period.

ED Decision 2022/011/R

MAINTENANCE RECORDS

1.Properly executed and retained maintenance records provide:

(i)owners and persons or organisations responsible for aircraft continuing airworthiness with information essential in establishing the airworthiness status of aircraft or component, and in particular, in controlling unscheduled and scheduled maintenance;

(ii)maintenance personnel with information essential for troubleshooting eliminating the need for re-inspection and rework.

The prime objective is to have secure and easily retrievable records with comprehensive and legible contents. The aircraft record should contain basic details of all serialised aircraft components and all other significant aircraft components installed during the maintenance performed, to ensure traceability to such installed aircraft component documentation, associated maintenance data and data for modifications and repairs.

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

ED Decision 2023/013/R

‘Associated maintenance data’ refers to specific information such as data pertaining to embodiment of a repair or modification data. This does not necessarily require the retention of all Aircraft Maintenance Manual, Component Maintenance Manual, IPC, etc. issued by the TC holder, the STC holder or the declarant of a declaration of design compliance. Maintenance records should refer to the revision status of the data used.

ED Decision 2022/011/R

RECORDS OF CERTIFYING STAFF AND SUPPORT STAFF

1.The following minimum information, as applicable, should be kept on record in respect of certifying staff or support staff:

(a)Name;

(b)Date of birth;

(c)Basic training;

(d)Task training or product/type training;

(e)Recurrent training;

(f)Experience;

(g)Qualifications relevant to the authorisation;

(h)Scope of the authorisation (role, product, level of maintenance, etc.);

(i)Date of first issue of the authorisation;

(j)Expiry date of the authorisation (if appropriate); and

(k)Identification number of the authorisation.

2.The record may be kept in any format but should be controlled by the organisation’s compliance monitoring function. This does not mean that the compliance monitoring manager should run the record system.

3.The number of persons authorised to access the system should be kept to a minimum to ensure that records cannot be altered in an unauthorised manner, and that such confidential records do not become accessible to any unauthorised persons.

4.The competent authority is authorised to access personal records when investigating the records system for initial certification and oversight, or when the competent authority has cause to doubt the competency of a particular person.

ED Decision 2022/011/R

RECORDS OF AIRWORTHINESS REVIEW STAFF

The following minimum information, as applicable, should be kept on record in respect of each airworthiness review staff:

(a)Name;

(b)Date of birth;

(c)Certifying staff authorisation;

(d)Experience as certifying staff on aircraft covered by Part-ML;

(e)Qualifications relevant to the approval (knowledge of relevant parts of Part-ML, and knowledge of the relevant airworthiness review procedures);

(f)Scope of the airworthiness review authorisation and personal authorisation reference;

(g)Date of the first issue of the airworthiness review authorisation; and

(h)Expiry date of the airworthiness review authorisation (if appropriate).

Regulation (EU) 2022/1360

(a)As part of its management system, the organisation shall establish and maintain an occurrence-reporting system, including mandatory and voluntary reporting. For organisations that have their principal place of business in a Member State, a single system may be established to meet the requirements of Regulation (EU) No 376/2014 and its implementing acts and of Regulation (EU) 2018/1139 and its delegated and implementing acts.

(b)The organisation shall report to its competent authority and to the organisation responsible for the design of the aircraft or component:

(i)any safety-related event or condition of an aircraft or component identified by the organisation which endangers or, if not corrected or addressed, could endanger an aircraft, its occupants or any other person; and

(ii)in particular any accident or serious incident.

(c)The organisation shall also report any such event or condition that affects an aircraft to the person or organisation that is responsible for the continuing airworthiness of that aircraft in accordance with point M.A.201 of Annex I (Part-M) or point ML.A.201 Annex Vb (Part-ML), as applicable. For events or conditions that affect aircraft components, the organisation shall report to the person or organisation that requested the maintenance.

(d)For organisations that do not have their principal place of business in a Member State:

(1)the initial mandatory reports shall:

(i)appropriately safeguard the confidentiality of the identity of the reporter and of the persons mentioned in the report;

(ii)be made as soon as practicable, but in any case within 72 hours after the organisation has become aware of the occurrence unless exceptional circumstances prevent this;

(iii)be made in a form and manner established by the competent authority;

(iv)contain all pertinent information about the condition known to the organisation;

(2)where relevant, a follow-up report that provides details of the actions the organisation intends to take to prevent similar occurrences in the future shall be made as soon as those actions have been identified; those follow-up reports shall:

(i)be sent to the entities referred to in points (b) and (c) to which the initial report was sent;

(ii)be made in a form and manner established by the competent authority.

ED Decision 2022/011/R

GENERAL

(a) Where the organisation holds one or more additional organisation certificates within the scope of Regulation (EU) 2018/1139 and its delegated and implementing acts:

(1)the organisation may establish an integrated occurrence reporting system covering all certificate(s) held; and

(2)single reports for occurrences should only be provided if the following conditions are met:

(i)the report includes all relevant information from the perspective of the different organisation certificates held;

(ii)the report addresses all relevant specific mandatory data fields and clearly identifies all certificate holders for which the report is made; and

(iii)the competent authority for all certificates is the same and such single reporting was agreed with that competent authority.

(b) The organisation should assign responsibility to one or more suitably qualified persons with clearly defined authority, for coordinating action on airworthiness occurrences and for initiating any necessary further investigation and follow-up activity.

(c) If more than one person are assigned such responsibility, the organisation should identify a single person to act as the main focal point for ensuring that a single reporting channel is established to the accountable manager. This should in particular apply to organisations holding one or more additional organisation certificates within the scope of Regulation (EU) 2018/1139 and its delegated and implementing acts where the occurrence reporting system is fully integrated with that required under the additional certificate(s) held.

ED Decision 2023/013/R

The organisation should share relevant safety-related occurrence reports with the design approval holder or the declarant of a declaration of design compliance of the aircraft or component in order to enable it to issue appropriate service instructions and recommendations to all relevant parties. Liaison with the design approval holder or the declarant of a declaration of design compliance is recommended to establish whether published or proposed service information will resolve a problem or to obtain a solution to a particular problem.

ED Decision 2022/011/R

MANDATORY REPORTING — GENERAL

(a)For organisations having their principal place of business in a Member State, Regulation (EU) 2015/1018 lays down a list classifying occurrences in civil aviation to be mandatorily reported. This list should not be understood as being an exhaustive collection of all issues that may pose a significant risk to aviation safety and therefore reporting should not be limited to items listed in that Regulation.

(b)AMC-20 ‘General Acceptable Means of Compliance for Airworthiness of Products, Parts and Appliances’ provides further details on occurrence reporting (AMC 20-8A).

ED Decision 2023/013/R

Depending on the case, the organisation responsible for the design of the aircraft or component can be:

(a)the ‘design approval holder’: it may be the holder of a type certificate, a restricted type certificate, a supplemental type certificate, a European Technical Standard Order (ETSO) authorisation, a major repair design approval, a major change design approval or any other relevant approval or authorisation for products, parts and appliances deemed to have been issued under Commission Regulation (EU) No 748/2012;

(b)the declarant of a declaration of design compliance made under Subpart C of Annex Ib (Part 21 Light) to Regulation (EU) No 748/2012.

Regulation (EU) 2021/1963

(a)The organisation shall establish procedures which ensure that human factors and good maintenance practices are taken into account during maintenance, including subcontracted activities, and which comply with the applicable requirements of this Annex, Annex I (Part-M) and Annex Vb (Part-ML). Such procedures shall be agreed with the competent authority.

(b)The maintenance procedures established under this point shall:

(1)ensure that a clear maintenance work order or contract has been agreed between the organisation and the person or organisation that requests the maintenance, to clearly establish the maintenance to be carried out so that the aircraft and components may be released to service in accordance with point 145.A.50;

(2)cover all the aspects of carrying out the maintenance, including the provision and control of specialised services, and lay down the standards according to which the organisation intends to work.

ED Decision 2022/011/R

GENERAL

1.Maintenance procedures should be kept up to date such that they reflect the current best practices within the organisation, while being compliant with the Regulation. All organisation’s employees should report differences via their organisation’s internal safety reporting scheme.

2.All procedures, and changes to those procedures, should be verified and validated before use where practicable and applicable.

3.All procedures should be designed and presented in accordance with good human factors principles.

ED Decision 2022/011/R

HUMAN FACTORS PRINCIPLES

The following key points should be considered when designing and presenting technical procedures in accordance with good human factors principles:

(a)The design of procedures and changes should involve maintenance personnel who have a good working knowledge of the tasks;

(b)Ensuring that the procedures are accurate, appropriate and usable, and reflect best practices;

(c)Taking account of the level of expertise and experience of the user;

(d)Taking account of the environment in which the procedures are to be used;

(e)Ensuring that all the key information is included without the procedure being unnecessarily complex;

(f)Where appropriate, explaining the reasons for the procedure;

(g)The order of the tasks and the steps should reflect best practices, with the procedure clearly stating where the order of steps is critical, and where changes to the order are acceptable;

(h)Ensuring consistency in the design of procedures and the use of terminology, abbreviations, references, etc.

(i)For documents produced in the English language, using ‘simplified English’.

ED Decision 2022/011/R

Appendix XI to AMC M.A.708(c) or Appendix IV to AMC1 CAMO.A.315(c) provide guidance on the elements that need to be considered for the maintenance contract between the CAMO and the maintenance organisation. The Part-145 organisation should take into account these elements to ensure that a clear contract or work order has been concluded before providing maintenance services.

ED Decision 2022/011/R

Specialised services include any specialised activity, such as, but not limited to, non-destructive testing requiring particular skills and/or qualification. Point 145.A.30(f) covers the qualification of personnel but, in addition, there is a need to establish maintenance procedures that cover the control of any specialised process.

Regulation (EU) 2021/1963

(a)The organisation shall establish and maintain a maintenance organisation exposition (MOE) that includes, directly or by reference, all of the following:

(1)a statement signed by the accountable manager confirming that the maintenance organisation will at all times work in accordance with this Annex, Annex I (Part-M) and Annex Vb (Part-ML), as applicable, and with the approved MOE. If the accountable manager is not the chief executive officer of the organisation, then the chief executive officer shall countersign the statement;

(2)the organisation’s safety policy and the related safety objectives referred to in point 145.A.200(a)(2);

(3)the title(s) and name(s) of the person(s) nominated under points 145.A.30(b), (c) and (ca);

(4)the duties and responsibilities of the persons nominated under points 145.A.30(b), (c) and (ca), including the matters on which they may deal directly with the competent authority on behalf of the organisation;

(5)an organisation chart showing the accountability and associated lines of responsibility, established in accordance with point 145.A.200(a)(1), between all the persons referred to in points 145.A.30(a), (b), (c) and (ca);

(6)a list of the certifying staff and, if applicable, support staff and airworthiness review staff with their scope of authorisation;

(7)a general description of the manpower resources and of the system that is in place to plan the availability of staff, as required by point 145.A.30(d);

(8)a general description of the facilities at each approved location;

(9)a specification of the scope of work of the organisation that is relevant to the terms of approval as required by point 145.A.20;

(10)the procedure that sets out the scope of changes not requiring prior approval and that describes how such changes will be managed and notified to the competent authority, as required by point 145.A.85(c);

(11)the procedure for amending the MOE;

(12)the procedures specifying how the organisation ensures compliance with this Annex;

(13)a list of the commercial operators to which the organisation provides regular aircraft maintenance services, and the associated procedures;

(14)where applicable, a list of the subcontracted organisations referred to in point 145.A.75(b);

(15)a list of the approved locations including, where applicable, line maintenance locations referred to in point 145.A.75(d);

(16)a list of the contracted organisations;

(17)a list of the currently approved alternative means of compliance used by the organisation.

(b)The initial issue of the MOE shall be approved by the competent authority. It shall be amended as necessary so that it remains an up-to-date description of the organisation.

(c)Amendments to the MOE shall be managed as set out in the procedures referred to in points (a)(10) and (a)(11). Any amendments that are not included in the scope of the procedure referred to in point (a)(10), as well as any amendments related to the changes listed in point 145.A.85(a), shall be approved by the competent authority.

ED Decision 2022/011/R

(a) Personnel should be familiar with those parts of the MOE that are relevant to their tasks.

(b) The organisation should designate the person responsible for monitoring and amending the MOE, including associated procedures or manuals, in accordance with point 145.A.70(c).

(c) The organisation may use electronic data processing (EDP) for the publication of the MOE. Attention should be paid to the compatibility of the EDP systems with the necessary dissemination, both internally and externally, of the MOE.

(d)When information is provided by reference (e.g. separate document, manual or electronic data file), the organisation should establish clear crossreference to such documents or files in the MOE and have procedures for the management of these document or files.

ED Decision 2022/011/R

1.The purpose of the MOE is to:

specify the scope of work and show how the organisation intends to comply with this Annex; and

provide all the necessary information and procedures for the personnel of the organisation to perform their duties.

2.Complying with its contents will ensure that the organisation remains in compliance with Part-145 and, as applicable, Part-M and/or Part-ML.

ED Decision 2022/011/R

This AMC provides an outline of the layout of an acceptable MOE. Where an organisation uses a different format, for example, to allow the exposition to serve for more than one approval within the scope of Regulation (EU) 2018/1139, then the exposition should contain an index that shows where the subject matter can be found in the exposition.

PART 1 GENERAL

1.1Statement by the accountable manager

1.2Safety policy and objectives

1.3Management personnel

1.4Duties and responsibilities of the management personnel

1.5Management organisation chart

1.6List of certifying staff, support staff and airworthiness review staff

1.7Manpower resources

1.8General description of the facilities at each address intended to be approved

1.9Organisation’s intended scope of work

1.10Procedures for changes (including MOE amendment) requiring prior approval

1.11Procedures for changes (including MOE amendment) not requiring prior approval

1.12Procedure for alternative means of compliance (AltMoC)

PART 2 MAINTENANCE PROCEDURES

2.1Supplier evaluation and subcontractor control procedure

2.2Acceptance/inspection of aircraft components and material, and installation

2.3Storage, tagging and delivery of components and material to maintenance

2.4Acceptance of tools and equipment

2.5Calibration of tools and equipment

2.6Use of tooling and equipment by staff (including alternate tools)

2.7Procedure for controlling working environment and facilities

2.8Maintenance data and relationship to aircraft/aircraft component manufacturers’ instructions including updating and availability to staff

2.9Acceptance, coordination and performance of repair works

2.10Acceptance, coordination and performance of scheduled maintenance works

2.11Acceptance, coordination and performance of airworthiness directives works

2.12Acceptance, coordination and performance of modification works

2.13Maintenance documentation development, completion and sign-off

2.14Technical record control

2.15Rectification of defects arising during maintenance

2.16Release to service procedure

2.17Records for the person or organisation that ordered maintenance

2.18Occurrence reporting

2.19Return of defective aircraft components to store

2.20Defective components to outside contractors

2.21Control of computer maintenance record systems

2.22Control of man-hour planning versus scheduled maintenance work

2.23Critical maintenance tasks and error-capturing methods

2.24Reference to specific procedures such as:

Engine running procedures

Aircraft pressure run procedures

Aircraft towing procedures

Aircraft taxiing procedures

2.25Procedures to detect and rectify maintenance errors.

2.26Shift/task handover procedures

2.27Procedures for notification of maintenance data inaccuracies and ambiguities

2.28Production planning and organising of maintenance activities

2.29Airworthiness review procedures and records

2.30Fabrication of parts

2.31Procedure for component maintenance under aircraft or engine rating

2.32Maintenance away from approved locations

2.33 Procedure for assessment of work scope as line or base maintenance

PART L2 ADDITIONAL LINE MAINTENANCE PROCEDURES

(Part L2 may complement where necessary, procedures established in Part 2)

L2.1Line maintenance control of aircraft components, tools, equipment, etc.

L2.2Line maintenance procedures related to servicing/fuelling/de-icing, including inspection for/removal of de-icing/anti-icing fluid residues, etc.

L2.3Line maintenance control of defects and repetitive defects

L2.4Line procedure for completion of technical logs

L2.5Line procedure for pooled parts and loaned parts

L2.6Line procedure for return of defective parts removed from aircraft

L2.7Line procedure for critical maintenance tasks and error-capturing methods

PART 3 MANAGEMENT SYSTEM PROCEDURES

3.1Hazard identification and safety risk management schemes

3.2Internal safety reporting and investigations

3.3Safety action planning

3.4Safety performance monitoring

3.5 Change management

3.6Safety training (including human factors) and promotion

3.7Immediate safety action and coordination with the operator’s emergency response plan (ERP)

3.8Compliance monitoring

3.8.1Audit plan and audit procedures

3.8.2Product audit and inspections

3.8.3Audit findings — corrective action procedure

3.9Certifying staff and support staff qualifications, authorisation and training procedures

3.10Certifying staff and support staff records

3.11Airworthiness review staff qualification, authorisation and records

3.12Compliance monitoring and safety management personnel

3.13Independent inspection staff qualification

3.14Mechanics qualification and records

3.15Process for exemption from aircraft/aircraft component maintenance tasks

3.16Concession control for deviations from the organisation’s procedures

3.17Qualification procedure for specialised activities such as NDT, welding, etc.

3.18Management of external working teams

3.19Competency assessment of personnel

3.20Training procedures for on-the-job training as per Section 6 of Appendix III to Part-66 (limited to the case where the competent authority for the Part-145 approval and for the Part-66 licence is the same).

3.21Procedure for the issue of a recommendation to the competent authority for the issue of a Part-66 licence in accordance with point 66.B.105 (limited to the case where the competent authority for the Part-145 approval and for the Part-66 licence is the same).

3.22Management system record-keeping

PART 4 RELATIONSHIP WITH CUSTOMER/OPERATORS

4.1List of the commercial operators to which the organisation provides regular aircraft maintenance services

4.2Customer interface procedures and paperwork

4.3[Reserved]

PART 5 SUPPORTING DOCUMENTS

5.1Sample documents

5.2List of subcontractors as per point 145.A.75(b)

5.3List of line maintenance locations as per point 145.A.75(d)

5.4List of contracted organisations as per point 145.A.70(a)(16)

5.5List of used AltMoC as per point 145.A.70(a)(17)

PART 6 RESERVED

PART 7 FAA SUPPLEMENTARY PROCEDURES FOR A TITLE 14 CFR PART 145 REPAIR STATION

This section is reserved for those EASA Part-145 approved maintenance organisations that are also certificated as an FAA Title 14 CFR Part 145 repair station.

The contents of this Part should be based on the Maintenance Annex Guidance (MAG) issued by EASA and the FAA following the agreement between the United States of America and the European Union on cooperation in the regulation of civil aviation safety.

PART 8 TRANSPORT CANADA CIVIL AVIATION (TCCA) SUPPLEMENTARY PROCEDURES FOR A CAR 573 MAINTENANCE ORGANISATION

This section is reserved for those EASA Part-145 approved maintenance organisations holding a CAR 573 approval.

The content of this Part should be based on the Maintenance Annex Guidance (MAG) issued by EASA and the TCCA following the agreement on civil aviation safety between the European Union and Canada.

PART 9 ANAC SUPPLEMENTARY PROCEDURES FOR AN RBAC 145 MAINTENANCE ORGANISATION

This section is reserved for those EASA Part-145 approved maintenance organisations that hold an RBAC 145 approval.

The contents of this Part should be based on the Maintenance Annex Guidance (MAG) issued by EASA and ANAC following the agreement on civil aviation safety between the European Union and Brazil.

ED Decision 2022/011/R

ACCOUNTABLE MANAGER STATEMENT

Part 1 of the MOE should include a statement signed by the accountable manager (and countersigned by the chief executive officer, if different), confirming that the MOE and any associated manuals will be complied with at all times.

The accountable manager’s exposition statement as specified under point 145.A.70(a)(1) should embrace the intent of the following paragraph, and in fact, this statement may be used without amendment. Any modification to the statement should not alter the intent.

‘This exposition and any associated referenced manuals define the organisation and procedures upon which the Part-145 approval certificate is issued by (competent authority*).

These procedures are endorsed by the undersigned and must be complied with, as applicable, when contracts or work orders are being progressed under the organisation approval certificate.

These procedures do not override the necessity of complying with any new or amended regulation published from time to time where these new or amended regulations are in conflict with these procedures.

It is understood that the approval of the organisation is based on the continuous compliance of the organisation with Part-145, Part-M and Part-ML, as applicable, and with the organisation’s procedures described in this exposition. The competent authority* is entitled to limit, suspend, or revoke the approval certificate if the organisation fails to fulfil the obligations imposed by Part-145, Part-M and Part-ML, as applicable, or any conditions according to which the approval was issued.

Signed ........................................

Dated ..........................................

Accountable Manager and...... (quote position)........................

Chief Executive Officer …

For and on behalf of........ (quote organisation’s name)..................................................’

Note: Where it states (‘competent authority*’), please insert the actual name of the competent authority, for example, EASA, the LBA, the DGAC, etc.

Whenever the accountable manager changes, it is important that the new accountable manager signs the statement at the earliest opportunity.

Regulation (EU) 2021/1963

In accordance with the MOE, the organisation shall be entitled to carry out the following tasks:

(a)maintain any aircraft or component for which it is approved at the locations identified in the certificate and in the MOE;

(b)arrange for the maintenance of any aircraft or component for which it is approved at another subcontracted organisation that works under the management system of the organisation. This is limited to the work permitted under the procedures established in accordance with point 145.A.65 and it shall not include a base maintenance check of an aircraft, or a complete workshop maintenance check or overhaul of an engine or an engine module;

(c)Maintain any aircraft or any component for which it is approved at any location subject to the need for such maintenance arising either from the unserviceability of the aircraft or from the necessity of supporting occasional line maintenance, subject to the conditions specified in the exposition;

(d)Maintain any aircraft and/or component for which it is approved at a location identified as a line maintenance location capable of supporting minor maintenance and only if the organisation exposition both permits such activity and lists such locations;

(e)Issue certificates of release to service in respect of completion of maintenance in accordance with point 145.A.50;

(f)if specifically approved to do so for aircraft covered by Annex Vb (Part-ML) and if it has its principal place of business in one of the Member States, the organisation may perform airworthiness reviews and issue the corresponding airworthiness review certificates under the conditions specified in point ML.A.903 of Annex Vb (Part-ML).