Complete EASA Part M bos

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SECTION A TECHNICAL REQUIREMENTS

THIS AUDIT QUESTIONAIR IS BASED ON COMMISSION REGULATION (EC) No 2042/2003 of 20 November 2003 With amendment (EC) No 707/2006 of 8 May 2006, (EC) No 376/2007 of 30 March 2007, (EC) No 1056/2008 of 27 October 2008, (EC) No 127/2010 of 5 February 2010, (EC) No 962/2010 of 26 October 2010 (Not affected) and (EU) No 1149/2011 of 21 October 2011
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Annex I

M.1

For the purpose of this Part, the competent authority shall be: 1. for the oversight of the continuing airworthiness of individual aircraft and the issue of airworthiness review certificates the authority designated by the Member State of registry.
2. for the oversight of a maintenance organisation as specified in M.A. Subpart F, (i) the authority designated by the Member State where that organisation's principle place of business is located. (ii) the Agency if the organisation is located in a third country.
3. for the oversight of a continuing airworthiness management organisation as specified in M.A. Subpart G, (i) the authority designated by the Member State where that organisation's principle place of business is located if the approval is not included in an air operator's certificate. (ii) the authority designated by the Member State of the operator if the approval is included in an air operator's certificate. (iii) the Agency if the organisation is located in a third country.
4. for the approval of maintenance programmes, (i) the authority designated by the Member State of registry. (ii) in the case of commercial air transport, when the Member State of the operator is different from the State of registry, the authority agreed by the above two States prior to the approval of the maintenance programme. (iii) By derogation from paragraph 4(i), when the continuing airworthiness of an aircraft not used in commercial air transport is managed by a continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this Annex (Part M) not subject to the oversight of the Member State of registry, and only if agreed with the Member State of registry prior to the approval of the maintenance programme: (a) the authority designated by the Member State responsible for the oversight of the continuing airworthiness management organisation, or (b) the Agency if the continuing airworthiness management organisation is located in a third country.
AMC M.1 A competent authority may be a ministry, a national aviation authority or any aviation body designated by the Member State and located within that Member State. A Member State may designate more than one competent authority to cover different areas of responsibility, as long as the designation decision contains a list of the competencies of each authority and there is only one competent authority responsible for each given area of responsibility.

SUBPART A - GENERAL

M.A.101 Scope

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

SUBPART B - ACCOUNTABILITY

M.A.201 Responsibilities - (CAME Part 0.3.2, 0.3.4, 1.9, 1.11, 2.4)

(a) The owner is responsible for the continuing airworthiness of an aircraft and shall ensure that no flight takes place unless: - (CAME Part 5) 1. the aircraft is maintained in an airworthy condition, and; 2. any operational and emergency equipment fitted is correctly installed and serviceable or clearly identified as unserviceable, and; 3. the airworthiness certificate remains valid, and; 4. the maintenance of the aircraft is performed in accordance with the approved maintenance programme as specified in M.A.302.
(b) When the aircraft is leased, the responsibilities of the owner are transferred to the lessee if: - (CAME Part 2.5) 1. the lessee is stipulated on the registration document, or; 2. detailed in the leasing contract. When reference is made in this Part to the ‘owner’, the term owner covers the owner or the lessee, as applicable.
(c) Any person or organisation performing maintenance shall be responsible for the tasks performed.
(d) The pilot-in-command or, in the case of commercial air transport, the operator shall be responsible for the satisfactory accomplishment of the pre-flight inspection. This inspection must be carried out by the pilot or another qualified person but need not be carried out by an approved maintenance organisation or by Part-66 certifying staff.
(e) In order to satisfy the responsibilities of paragraph (a), (i) the owner of an aircraft may contract the tasks associated with continuing airworthiness to a continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this Annex (Part M). In this case, the continuing airworthiness management organisation assumes responsibility for the proper accomplishment of these tasks. (ii) An owner who decides to manage the continuing airworthiness of the aircraft under its own responsibility, without a contract in accordance with Appendix I, may nevertheless make a limited contract with a continuing airworthiness management organisation approved in accordance with Section A, Subpart G of this Annex (Part M), for the development of the maintenance programme and its approval in accordance with point M.A.302. In that case, the limited contract transfers the responsibility for the development and approval of the maintenance programme to the contracted continuing airworthiness management organisation.
AMC M.A.201 (e) Responsibilities The limited contract for the development and approval of the aircraft maintenance programme should cover the responsibilities related to M.A.302(d) and (g). This contract may also entitle the M.A. Subpart G organisation to use the indirect approval procedure described in M.A.302(c).
(f) In the case of large aircraft, in order to satisfy the responsibilities of paragraph (a) the owner of an aircraft shall ensure that the tasks associated with continuing airworthiness are performed by an approved continuing airworthiness management organisation. A written contract shall be made in accordance with Appendix I. In this case, the continuing airworthiness management organisation assumes responsibility for the proper accomplishment of these tasks.
(g) Maintenance of large aircraft, aircraft used for commercial air transport and components thereof shall be carried out by a Part-145 approved maintenance organisation.
(h) In the case of commercial air transport the operator is responsible for the continuing airworthiness of the aircraft it operates and shall: - (CAME Part 0.2.2, 3.1, 5) 1. be approved, as part of the air operator certificate issued by the competent authority, pursuant to M.A. Subpart G for the aircraft it operates; and 2. be approved in accordance with Part-145 or contract such an organisation; and 3. ensure that paragraph (a) is satisfied. - (CAME Part 2.2)
AMC M.A.201 (h) Responsibilities 1. Reference to aircraft includes the components fitted to or intended to be fitted to the aircraft 2. The performance of ground de-icing and anti-icing activities does not require a maintenance organisation approval. Nevertheless, inspections required to detect, and when necessary eliminate de-icing and/or anti-icing fluid residues are considered maintenance. Such inspections may only be carried out by suitably authorised personnel. 3. The requirement means that the operator is responsible for determining what maintenance is required, when it has to be performed and by whom and to what standard, in order to ensure the continued airworthiness of the aircraft being operated. 4. An operator should therefore have adequate knowledge of the design status (type specification, customer options, airworthiness directives (AD), airworthiness limitations contained in CS25 Book 1, Appendix H, paragraph H25.1, fuel tank system airworthiness limitations including Critical Design Configuration Control Limitations (CDCCL), modifications, operational equipment) and required and performed maintenance. The status of aircraft design and maintenance should be adequately documented to support the performance of the quality system. 5. An operator should establish adequate co-ordination between flight operations and maintenance to ensure that both will receive all information on the condition of the aircraft necessary to enable both to perform their tasks. 6. The requirement does not mean that an operator himself performs the maintenance (this is to be done by a maintenance organisation approved under Part-145) but that the operator carries the responsibility for the airworthy condition of aircraft it operates and thus should be satisfied before the intended flight that all required maintenance has been properly carried out. 7. When an operator is not appropriately approved in accordance with Part-145, the operator should provide a clear work order to the maintenance contractor. The fact that an operator has contracted a maintenance organisation approved under Part-145 should not prevent it from checking at the maintenance facilities on any aspect of the contracted work if he wishes to do so to satisfy his responsibility for the airworthiness of the aircraft.
AMC M.A.201 (h) 1- Responsibilities (Note: Appendix AMC II) 1. An operator only needs to be approved for the management of the continuing airworthiness of the aircraft listed on its AOC. The approval to carry out airworthiness reviews is optional. 2. This approval does not prevent the operator subcontracting certain continuing airworthiness management tasks to competent persons or organisations. This activity is considered as an integral element of the operator’s M.A. Subpart G approval. The regulatory monitoring is exercised through the operator’s M.A. Subpart G. approval. The contracts should be acceptable to the competent authority. - (CAME Part 5.3) 3. The accomplishment of continuing airworthiness activities forms an important part of the operator’s responsibility with the operator remaining accountable for satisfactory completion irrespective of any contract that may be established. 4. Part-M does not provide for organisations to be independently approved to perform continuing airworthiness management tasks on behalf of commercial air transport operators. The approval of such activity is vested in the operator’s air operator’s certificate (AOC). The sub-contracted organisation is considered to perform the continuing airworthiness management tasks as an integral part of the operator's continuing airworthiness management system, irrespective of any other approval held by the subcontractor including a M.A. Subpart G approval. 5. The operator is ultimately responsible and therefore accountable for the airworthiness of its aircraft. To exercise this responsibility the operator should be satisfied that the actions taken by sub-contracted organisations meet the standards required by M.A. Subpart G. The operator's management of such activities should therefore be accomplished (a) by active control through direct involvement and/or (b) by endorsing the recommendations made by the sub-contracted organisation. 6. In order to retain ultimate responsibility the operator should limit sub-contracted tasks to the activities specified below: (a) airworthiness directive analysis and planning (b) service bulletin analysis (c) planning of maintenance (d) reliability monitoring, engine health monitoring (e) maintenance programme development and amendments (f) any other activities which do not limit the operators responsibilities as agreed by the competent authority. 7. The operator's management controls associated with sub-contracted continuing airworthiness management tasks should be reflected in the associated written contract and be in accordance with the operator's policy and procedures defined in his continuing airworthiness management exposition. When such tasks are sub-contracted the operator's continuing airworthiness management system is considered to be extended to the subcontracted organisation. 8. With the exception of engines and auxiliary power units, contracts would normally be limited to one organisation per aircraft type for any combination of the activities described in Appendix ll. Where arrangements are made with more than one organisation the operator should demonstrate that adequate co-ordination controls are in place and that the individual responsibilities are clearly defined in related contracts. 9. Contracts should not authorise the sub-contracted organisation to sub-contract to other organisations elements of the continuing airworthiness management tasks. 10. The operator should ensure that any findings arising from the competent authority monitoring of the sub-contracted continuing airworthiness management tasks will be closed to the satisfaction of the competent authority. This provision should be included in the contract. 11. The sub-contracted organisation should agree to notify the respective operators of any changes affecting the contracts as soon as practical. The operator should then inform its competent authority. Failure to do so may invalidate the competent authority acceptance of the contract. 12. Appendix AMC II provides information on the sub-contracting of continuing airworthiness management tasks. 13. The operator should only sub contract to organisations which are specified by the competent authority on the AOC or EASA Form 14 as applicable.
AMC M.A.201 (h) 2- Responsibilities 1. The requirement is intended to provide for the possibility of the following three alternative options: (a) an operator to be approved in accordance with Part-145 to carry out all maintenance of the aircraft and components; (b) an operator to be approved in accordance with Part-145 to carry out some of the maintenance of the aircraft and components. This, at minimum, could be limited line maintenance but may be considerably more but still short of option (a); (c) An operator not approved in accordance with Part-145 to carry out any maintenance. 2. An operator or prospective operator may apply for any one of these options but it will be for the competent authority to determine which option may be accepted in each particular case. 2.1 To make this determination the competent authority will apply the primary criteria of relevant operator experience if carrying out some or all maintenance on comparable aircraft. Therefore where an operator applies for option (a) – all maintenance – the competent authority will need to be satisfied that the operator has sufficient experience of carrying out all maintenance on a comparable type. For example, assuming that the experience is judged satisfactory, then it is reasonable from the maintenance viewpoint to add a different wide bodied aircraft to an existing wide bodied fleet. If the experience is not satisfactory or too limited the competent authority may choose either to require more experienced management and/or more experienced release to service staff or may refuse to accept the new wide bodied aircraft if extra experienced staff cannot be found. Option (b) or (c) may be possible alternatives. 2.2 Where an operator applies for option (b) – some maintenance or the competent authority has been unable to accept an application for option (a) – then satisfactory experience is again the key but in this case the satisfactory experience is related to the reduced maintenance of this option. If the experience is not satisfactory or too limited the competent authority may choose to require more experienced staff or may refuse to accept the application if such staff cannot be found. Option (c) may be the possible alternative. Option (c) accepts that the operator either does not have satisfactory experience or has only limited experience of some maintenance. 2.3 The competent authority will require an operator to enter into a contract with an appropriately approved Part-145 organisation except in those cases where the competent authority believes that it is possible to obtain sufficient satisfactorily experienced staff to provide the minimal maintenance support for option (b), in which case option (b) would apply. 2.4 In respect of this paragraph, ‘experience’ means staff who have proven evidence that they were directly involved with at least line maintenance of similar aircraft types for not less than 12 months. Such experience should be demonstrated to be satisfactory. An operator is required to have enough personnel meeting the requirement of M.A.706 to manage the maintenance responsibility whichever option is used.
(i) When an operator is requested by a Member State to hold a certificate for commercial operations, other than for commercial air transport, it shall: 1. be appropriately approved, pursuant to M.A. Subpart G, for the management of the continuing airworthiness of the aircraft it operates or contract such an organisation; and 2. be appropriately approved in accordance with M.A. Subpart F or Part-145, or contract such organisations; and 3. ensure that paragraph (a) is satisfied.
(j) The owner/operator is responsible for granting the competent authority access to the organisation/aircraft to determine continued compliance with this Part.
Appendix AMC II to M.A. 201 (h) 1 : Sub-contracting of continuing airworthiness management tasks 1. SUB-CONTRACTED OPERATOR’S CONTINUING AIRWORTHINESS MANAGEMENT TASKS 1.1 To actively control the standards of the sub-contracted organisation the operator should employ a person or group of persons who are trained and competent in the disciplines associated with M.A Subpart G. As such they are responsible for determining what maintenance is required, when it has to be performed and by whom and to what standard, in order to ensure the continued airworthiness of the aircraft being operated. 1.2 The operator should conduct a pre-contract audit to establish that the subcontracted organisation can achieve the standards required by M.A Subpart G in connection with those activities to be sub-contracted. 1.3 The operator should ensure that the sub-contracted organisation has sufficient qualified personnel who are trained and competent in the functions to be subcontracted. In assessing the adequacy of personnel resources the operator should consider the particular needs of those activities that are to be sub-contracted, while taking into account the subcontracted organisations existing commitments. 1.4 To be appropriately approved to contract out continuing airworthiness management tasks the operator should have procedures for the management control of these arrangements. The operator's continuing airworthiness management exposition should contain relevant procedures to reflect his control of those arrangements made with the subcontracted organisation. 1.5 Sub-contracted continuing airworthiness management tasks should be addressed in a contract between the operator and the sub- contracted organisation. The contract should also specify that the sub-contracted organisation is responsible for informing the operator who is in turn responsible for notifying the respective competent authority, of any subsequent changes that affect their ability to support the contract. 1.6 Organisations providing continuing airworthiness management tasks to support commercial air transport operators should use procedures which set out the manner by which the organisation fulfils its responsibility to those sub-contracted activities. Such procedures may be developed by either the sub-contracted organisation or the operator. 1.7 Where the sub-contracted organisation develops its own procedures these should be compatible with the operator's continuing airworthiness management exposition and the terms of the contract. These should be accepted by the competent authority as extended procedures of the operator and as such should be cross-referenced from the continuing airworthiness management exposition. One current copy of the sub- contracted organisation's relevant procedures should be kept by the operator and should be accessible to the competent authority where needed. Note: Should any conflict arise between the sub-contracted organisation’s procedures and those of the operator then the policy and procedures of the continuing airworthiness management exposition will prevail. 1.8 The contract should also specify that the sub-contracted organisation’s procedures may only be amended with the agreement of the operator. The operator should ensure that these amendments are compatible with their continuing airworthiness management exposition and in compliance with M.A Subpart G. The operator should nominate who will be responsible for continued monitoring and acceptance of the sub-contracted organisation procedures and their amendments. The controls used to fulfil this function should be clearly set out in the amendment section of the continuing airworthiness management exposition detailing the level of operator involvement. 1.9 Whenever any elements of continuing airworthiness management tasks are subcontracted the operator's continuing airworthiness management personnel should have access to all relevant data in order to fulfil their responsibilities. Note: The operator retains authority to override where necessary for the continuing airworthiness of their aircraft, any recommendation of the sub- contracted organisation. 1.10 The operator should ensure that the sub-contracted organisation continues to have qualified technical expertise and sufficient resources to perform the subcontracted tasks while in compliance with the relevant procedures. Failure to do so may invalidate the approval of the operators continuing airworthiness management system. 1.11 The contract should provide for competent authority monitoring. 1.12 The contract should address the respective responsibilities to ensure that any findings arising from the competent authority monitoring will be closed to the satisfaction of the competent authority. 2. ACCOMPLISHMENT This paragraph describes topics, which may be applicable in such a sub-contract arrangements. 2.1 Scope of work The type of aircraft and their registrations, engine types and/or component subject to the continuing airworthiness management tasks contract should be specified. 2.2 Maintenance programme development and amendment The operator may sub-contract the preparation of the draft maintenance programme and any subsequent amendments. However, the operator remains responsible for assessing that the draft proposals meet his needs and obtaining competent authority approval; the relevant procedures should specify these responsibilities. The contract should also stipulate that any data necessary to substantiate the approval of the initial programme or an amendment to this programme should be provided for operator agreement and/or competent authority upon request. 2.3 Maintenance programme effectiveness and reliability The operator should have in place a system to monitor and assess the effectiveness of the maintenance programme based on maintenance and operational experience. The collection of data and initial assessment may be made by the sub-contracted organisation; the required actions are to be endorsed by the operator. Where reliability monitoring is used to establish maintenance programme effectiveness, this may be provided by the sub-contracted organisation and should be specified in the relevant procedures. Reference should be made to the operators approved maintenance programme and reliability programme. Participation of the operator's personnel in reliability meetings with the sub-contracted organisation should also be specified. In providing reliability data the sub-contracted organisation is limited to working with primary data/documents provided by the operator or data provided by the operators contracted maintenance organisation(s) from which the reports are derived. The pooling of reliability data is permitted if accepted by the competent authority. 2.4 Permitted variations to maintenance programme. The reasons and justification for any proposed variation to scheduled maintenance may be prepared by the sub-contracted organisation. Acceptance of the proposed variation should be granted by the operator. The means by which the operator acceptance is given should be specified in the relevant procedures. When outside the limits set out in the maintenance programme, the operator is required to obtain approval by the competent authority. 2.5 Scheduled maintenance Where the sub-contracted organisation plans and defines maintenance checks or inspections in accordance with the approved maintenance programme, the required liaison with the operator, including feedback should be defined. The planning control and documentation should be specified in the appropriate supporting procedures. These procedures should typically set out the operator's level of involvement in each type of check. This will normally involve the operator assessing and agreeing to a work specification on a case by case for base maintenance checks. For routine line maintenance checks this may be controlled on a day-to-day basis by the sub-contracted organisation subject to appropriate liaison and operator controls to ensure timely compliance. This typically may include, but is not necessarily limited to: - Applicable work package, including job cards, - Scheduled component removal list, - ADs to be incorporated, - Modifications to be incorporated The associated procedures should ensure that the operator is advised in a timely manner on the accomplishment of such tasks. 2.6 Quality monitoring The operator's quality system should monitor the adequacy of the sub-contracted continuing airworthiness management task performance for compliance with the contract and M.A Subpart G. The terms of the contract should therefore include a provision allowing the operator to perform a quality surveillance (including audits) upon the subcontracted organisation. The aim of the surveillance is primarily to investigate and judge the effectiveness of those sub-contracted activities and thereby to ensure compliance with M.A Subpart G and the contract. Audit reports may be subject to review when requested by the competent authority. 2.7 Access by the competent authority The contract should specify that the sub-contracted organisation should always grant access to the competent authority. 2.8 Maintenance data The maintenance data used for the purpose of the contract should be specified, together with those responsible for providing such documentation and the competent authority responsible for the acceptance/approval of such data when applicable. The operator should ensure such data including revisions is readily available to the operator's continuing airworthiness management personnel and those in the sub-contracted organisation who may be required to assess such data. The operator should establish a 'fast track' means of ensuring that urgent data is transmitted to the sub-contractor in a timely manner. Maintenance data may include, but is not necessarily limited to: - Maintenance programme, - ADs, - Service Bulletins, - Major repairs/modification data, - Aircraft Maintenance Manual, - Engine overhaul manual, - Aircraft IPC, - Wiring diagrams, - Trouble shooting manual, 2.9 Airworthiness directives While the various aspects of AD assessment, planning and follow-up may be accomplished by the sub-contracted organisation, embodiment is performed by a Part-145 maintenance organisation. The operator is responsible for ensuring timely embodiment of applicable ADs and is to be provided with notification of compliance. It therefore follows that the operator should have clear policies and procedures on AD embodiment supported by defined procedures which will ensure that the operator agrees to the proposed means of compliance. The relevant procedures should specify: - What information (e.g. AD publications, continuing airworthiness records, flight hours/cycles, etc.) the sub-contracted organisation needs from the operator. - What information (e.g. AD planning listing, detailed engineering order, etc) the operator needs from the sub-contracted organisation in order to ensure timely compliance with ADs. To fulfil their above responsibility, operators should ensure that they are in receipt of current mandatory continued airworthiness information for the aircraft and equipment that they operate. 2.10 Service bulletin/modifications The sub-contracted organisation may be required to review and make recommendations on embodiment of an SB and other associated non- mandatory material based on a clear operator policy. This should be specified in the contract. 2.11 Service life limit controls & component control/removal forecast. Where the sub-contracted organisation performs planning activities, it should be specified that the organisation should be in receipt of the current flight cycles; flight hours; landings and/or calendar controlled details as applicable, at a frequency to be specified in the contract. The frequency should be such that it allows the organisation to properly perform the sub-contracted planning functions. It therefore follows that there will need to be adequate liaison between the operator, his Part-145 maintenance organisation(s) and the sub-contracted organisation. Additionally the contract should specify how the operator will be in possession of all current flight cycles, flight hours, etc. in order that the operator may assure the timely accomplishment of the required maintenance. 2.12 health monitoring If the operator sub-contracts the on wing engine health monitoring, the sub-contracted organisation should be in receipt of all the relevant information to perform this task, including any parameter reading deemed necessary to be supplied by the operator for this control. The contract should also specify what kind of feedback information (such as engine limitation, appropriate technical advice, etc.) the organisation should provide to the operator. 2.13 Defect control Where the operator has sub-contracted the day-to-day control of technical log deferred defects this should be specified in the contract and should be adequately described in the appropriate procedures. The operator’s MEL/CDL provides the basis for establishing which defects may be deferred and associated limits. The procedures should also define the responsibilities and actions to be taken for defects such as AOG situations, repetitive defects, and damage beyond type certificate holder’s limits. For all other defects identified during maintenance, the information should be brought to the attention of the operator who dependant upon the procedural authority granted by the competent authority may determine that some defects can be deferred. Therefore, adequate liaison between the operator, his sub-contracted organisation and contracted Part-145 maintenance organisation should be ensured. The sub-contracted organisation should make a positive assessment of potential deferred defects and consider potential hazards arising from the cumulative effect of any combination of defects. The sub-contracted organisations should liaise with the operator to gain his agreement following this assessment. Deferment of MEL/CDL allowable defects can be accomplished by a contracted Part-145 organisation in compliance with the relevant technical log procedures, subject to the acceptance by the aircraft commander. 2.14 Mandatory occurrence reporting All incidents and occurrences that fall within the reporting criteria defined in Part-M and Part-145 should be reported as required by the respective requirements. The operator should ensure adequate liaison exists with the sub-contracted organisation and the Part-145 organisation. 2.15 Continuing airworthiness records These may be maintained and kept by the sub-contracted organisation on behalf of the operator who remains the owner of these documents. However, the operator should be provided with the current status of AD compliance and service life limited components in accordance with agreed procedures. The operator should also be provided with unrestricted and timely access to original records as and when needed. On-line access to the appropriate information systems is acceptable. The record keeping requirements of Part-M should be satisfied. Access to the records by duly authorised members of the competent authority should be arranged upon request. 2.16 Check flight procedures Check Flights are carried out under the control of the operator. Check flight requirements from the sub-contracted organisation or contracted Part-145 maintenance organisations should be agreed by the operator 2.17 Communication between the operator and sub-contracted organisation 2.17.1 To exercise airworthiness responsibility the operator needs to be in receipt of all relevant reports and relevant maintenance data. The contract should specify what information should be provided and when. 2.17.2 Meetings provide one important corner stone whereby the operator can exercise part of its responsibility for ensuring the airworthiness of the operated aircraft. They should be used to establish good communications between the operator, the sub-contracted organisation and, where different to the foregoing, the contracted Part-145 organisation. The terms of contract should include whenever appropriate the provision for a certain number of meetings to be held between involved parties. Details of the types of liaison meetings and associated terms of reference of each meeting should be documented. The meetings may include but are not limited to all or a combination of: a - Contract review Before the contract is applicable, it is very important that the technical personnel of both parties that are involved in the application of the contract meet in order to be sure that every point leads to a common understanding of the duties of both parties. b - Work scope planning meeting Work scope planning meetings may be organised so that the tasks to be performed may be commonly agreed. c - Technical meeting Scheduled meetings should be organised in order to review on a regular basis and agree actions on technical matters such as ADs, SBs, future modifications, major defects found during shop visit, reliability, etc... d - Quality meeting Quality meetings should be organised in order to examine matters raised by the operator's quality surveillance and the competent authority’s monitoring activity and to agree upon necessary corrective actions. e - Reliability meeting When a reliability programme exists, the contract should specify the operator's and Part-145 approved organisation's respective involvement in that programme, including the participation to reliability meetings. Provision to enable the competent authority participation in the periodical reliability meetings should also be provided.

M.A.202 Occurrence reporting

(a) Any person or organisation responsible in accordance with point M.A.201 shall report to the competent authority designated by the State of Registry, the organisation responsible for the type design or supplemental type design and, if applicable, the Member State of operator, any identified condition of an aircraft or component which endangers flight safety.
AMC M.A.202 (a) Occurrence reporting Accountable persons or organisations should ensure that the type certificate (TC) holder receives adequate reports of occurrences for that aircraft type, to enable it to issue appropriate service instructions and recommendations to all owners or operators. Liaison with the TC holder is recommended to establish whether published or proposed service information will resolve the problem or to obtain a solution to a particular problem. An approved continuing airworthiness management or maintenance organisation should assign responsibility for co-ordinating action on airworthiness occurrences and for initiating any necessary further investigation and follow-up activity to a suitably qualified person with clearly defined authority and status. In respect of maintenance, reporting a condition which is normally limited to: ‐ serious cracks, permanent deformation, burning or serious corrosion of structure found during scheduled maintenance of the aircraft or component. ‐ failure of any emergency system during scheduled testing.
(b) Reports shall be made in a manner established by the Agency and contain all pertinent information about the condition known to the person or organisation.
AMC M.A.202 (b) Occurrence reporting The reports may be transmitted by any method i.e. electronically, by post or by facsimile. Each report should contain at least the following information: ‐ reporter or organisation’s name and approval reference if applicable, ‐ information necessary to identify the subject aircraft and/or component, - date and time relative to any life or overhaul limitation in terms of flying hours/cycles/landings etc. as appropriate, ‐ details of the occurrence.
(c) Where the person or organisation maintaining the aircraft is contracted by an owner or an operator to carry out maintenance, the person or the organisation maintaining the aircraft shall also report to the owner, the operator or the continuing airworthiness management organisation any such condition affecting the owner's or the operator's aircraft or component.
(d) Reports shall be made as soon as practicable, but in any case within 72 hours of the person or organisation identifying the condition to which the report relates.
AMC 20-8 General Acceptable Means of Compliance for Airworthiness of Products, Parts and Appliances provides further guidance on occurrence reporting (Se tillæg.- CD)

SUBPART D - MAINTENANCE STANDARDS

M.A.401 Maintenance data

(a) The person or organisation maintaining an aircraft shall have access to and use only applicable current maintenance data in the performance of maintenance including modifications and repairs.
(b) For the purposes of this Part, applicable maintenance data is: 1. any applicable requirement, procedure, standard or information issued by the competent authority or the Agency, 2. any applicable airworthiness directive, 3. applicable instructions for continuing airworthiness, issued by type certificate holders, supplementary type certificate holders and any other organisation that publishes such data in accordance with Part 21. 4. any applicable data issued in accordance with 145.A.45(d).
AMC M.A.401 (b) Maintenance data 1. Except as specified in sub-paragraph 2, each person or organisation performing aircraft maintenance should have access to and use: (a) all maintenance related Parts and associated AMC’s, together with the maintenance related guidance material, (b) all applicable maintenance requirements and notices such as competent authority standards and specifications that have not been superseded by a requirement, procedure or directive, (c) all applicable airworthiness directives, (d) the appropriate sections of the aircraft maintenance programme, aircraft maintenance manual, repair manual, supplementary structural inspection document, corrosion control document, service bulletins, service sheets modification leaflets, non destructive inspection manual, parts catalogue, type certificate data sheets as required for the work undertaken and any other specific document issued by the type certificate or supplementary type certificate holder’s maintenance data, except that in the case of operator or customer provided maintenance data it is not necessary to hold such provided data when the work order is completed. 2. In addition to sub-paragraph 1, for components each organisation performing aircraft maintenance should hold and use the appropriate sections of the vendor maintenance and repair manual, service bulletins and service letters plus any document issued by the type certificate holder as maintenance data on whose product the component may be fitted when applicable, except that in the case of operator or customer provided maintenance data it is not necessary to hold such provided data when the work order is completed.
(c) The person or organisation maintaining an aircraft shall ensure that all applicable maintenance data is current and readily available for use when required. The person or organisation shall establish a work card or worksheet system to be used and shall either transcribe accurately the maintenance data onto such work cards or worksheets or make precise reference to the particular maintenance task or tasks contained in such maintenance data.
AMC M.A.401(c) Maintenance data 1. Data being made available to personnel maintaining aircraft means that the data should be available in close proximity to the aircraft or component being maintained, for mechanics and certifying staff to perform maintenance. 2. Where computer systems are used, the number of computer terminals should be sufficient in relation to the size of the work programme to enable easy access, unless the computer system can produce paper copies. Where microfilm or microfiche readers/printers are used, a similar requirement is applicable. 3. Maintenance tasks should be transcribed onto the work cards or worksheets and subdivided into clear stages to ensure a record of the accomplishment of the maintenance task. Of particular importance is the need to differentiate and specify, when relevant, disassembly, accomplishment of task, reassembly and testing. In the case of a lengthy maintenance task involving a succession of personnel to complete such task, it may be necessary to use supplementary work cards or worksheets to indicate what was actually accomplished by each individual person. A worksheet or work card system should refer to particular maintenance tasks. 4.The workcard/worksheet system may take the form of, but is not limited to, the following: • a format where the mechanic writes the defect and the maintenance action taken together with information of the maintenance data used, including its revision status, • an aircraft log book that contains the reports of defects and the actions taken by authorised personnel together with information of the maintenance data used, including its revision status, • for maintenance checks, the checklist issued by the manufacturer (i.e., 100H checklist, Revision 5, Items 1 through 95). 5.Maintenance data should be kept up to date by: • subscribing to the applicable amendment scheme, • checking that all amendments are being received, • monitoring the amendment status of all data.

M.A.402 Performance of maintenance - (CAME Part 2.2)

(a) All maintenance shall be performed by qualified personnel, following the methods, techniques, standards and instructions specified in the M.A.401 maintenance data. Furthermore, an independent inspection shall be carried out after any flight safety sensitive maintenance task unless otherwise specified by Part-145 or agreed by the competent authority. - (CAME Part 1.2.1)
AMC M.A.402 (a) Performance of maintenance 1. When working outside the scope of an approved maintenance organisation personnel not authorised to issue a CRS should work under the supervision of certifying personnel. They may only perform maintenance that their supervisor is authorised to release, if the supervisor personally observes the work being carried out to the extent necessary to ensure that it is being done properly and if the supervisor is readily available, in person, for consultation. In this case licensed engineers should ensure that each person maintaining an aircraft or component has had appropriate training or relevant previous experience and is capable of performing the task required, and that personnel who carry out specialised tasks such as welding are qualified in accordance with an officially recognised standard. 2. In the case of limited Pilot-owner maintenance as specified in M.A.803, any person maintaining an aircraft which they own or jointly own, provided they hold a valid pilot licence with the appropriate type or class rating, may perform the limited Pilot-owner maintenance tasks in accordance with Appendix VIII of Annex I (Part-M) of Regulation (EC) No 2042/2003. 3. The general maintenance and inspection standards applied to individual maintenance tasks should meet the recommended standards and practices of the organisation responsible for the type design which are normally published in the maintenance manuals. In the absence of maintenance and inspection standards published by the organisation responsible for the type design maintenance personnel should refer to the relevant aircraft airworthiness standards and procedures published or used as guidance by the Agency or the competent authority. The maintenance standards used should contain methods, techniques and practices acceptable to the Agency or competent authority for the maintenance of aircraft and its components. 4. Independent inspections 4.1 The manufacturer’s instructions for continued airworthiness should be followed when determining the need for an independent inspection. 4.2 In the absence of maintenance and inspection standards published by organisation responsible for the type design, maintenance tasks that involve the assembly or any disturbance of a control system that, if errors occurred, could result in a failure, malfunction, or defect endangering the safe operation of the aircraft should be considered as flight safety sensitive maintenance tasks needing an independent inspection. A control system is an aircraft system by which the flight path, attitude, or propulsive force of the aircraft is changed, including the flight, engine and propeller controls, the related system controls and the associated operating mechanisms. 4.3 Independent inspections should be carried out by at least two persons, to ensure correct assembly, locking and sense of operation. A technical record of the inspections should contain the signatures of both persons before the relevant CRS is issued. 4.3.1 An independent inspection is an inspection first made by an authorised person signing the maintenance release who assumes full responsibility for the satisfactory completion of the work, before being subsequently inspected by a second independent competent person who attests to the satisfactory completion of the work recorded and that no deficiencies have been found. 4.3.2 The second independent competent person is not issuing a maintenance release therefore is not required to hold certification privileges. However they should be suitably qualified to carry out the inspection. 4.4 When work is being done under the control of an approved maintenance organisation the organisation should have procedures to demonstrate that the signatories have been trained and have gained experience on the specific control systems being inspected. 4.5. When work is being undertaken by an independent M.A.801 (b) 2 certifying staff, the qualifications and experience of the second independent competent person should be directly assessed by the person certifying for the maintenance, taking into account the individual’s training and experience. It should not be acceptable for the certifying staff signing the release to show the person performing the independent inspection how to perform the inspection at the time the work is completed. 4.6 In summary the following maintenance tasks should primarily be considered when inspecting aircraft control systems that have been disturbed:  installation, rigging and adjustment of flight controls.  installation of aircraft engines, propellers and rotors.  overhaul, calibration or rigging of components such as engines, propellers, transmissions and gearboxes. Consideration should also be given to:  previous experience of maintenance errors, depending on the consequences of the failure.  information arising from an ‘occurrence reporting system’ 4.7 When checking control systems that have undergone maintenance the person signing the maintenance release and the person performing the independent check should consider the following points independently:  all those parts of the system that have actually been disconnected or disturbed should be inspected for correct assembly and locking.  the system as a whole should be inspected for full and free movement over the complete range.  cables should be tensioned correctly with adequate clearance at secondary stops.  the operation of the control system as a whole should be observed to ensure that the controls are operating in the correct sense.  if the control system is duplicated to provide redundancy, each system should be checked separately.  if different control systems are interconnected so that they affect each other, all interactions should be checked through the full range of the applicable controls.
(b) All maintenance shall be performed using the tools, equipment and material specified in the M.A.401 maintenance data unless otherwise specified by Part-145. Where necessary, tools and equipment shall be controlled and calibrated to an officially recognised standard.
AMC M.A.402 (b) Performance of maintenance When performing maintenance, personnel are required to use the tools, equipment and test apparatus necessary to ensure completion of work in accordance with accepted maintenance and inspection standards. Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers' instructions. All tools requiring calibration should be traceable to an acceptable standard. If the organisation responsible for the type design involved recommends special equipment or test apparatus, personnel should use the recommended equipment or apparatus or equivalent equipment accepted by the competent authority. All work should be performed using materials of such quality and in a manner, that the condition of the aircraft or its components after maintenance will be at least equal to its original or modified condition (with regard to aerodynamic function, structural strength, resistance to vibration, deterioration and any other qualities affecting airworthiness). 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.
(c) The area in which maintenance is carried out shall be well organised and clean in respect of dirt and contamination.
(d) All maintenance shall be performed within any environmental limitations specified in the M.A.401 maintenance data.
AMC M.A.402 (d) Performance of maintenance The working environment should be appropriate for the maintenance task being performed such that the effectiveness of personnel is not impaired. (a) Temperature should be maintained such that personnel can perform the required tasks without undue discomfort. (b) Airborne contamination (e.g. dust, precipitation, paint particles, filings) should be kept to a minimum to ensure aircraft/components surfaces are not contaminated, if this is not possible all susceptible systems should be sealed until acceptable conditions are re-established. (c) Lighting should be adequate to ensure each inspection and maintenance task can be performed effectively. (d) Noise levels should not be allowed to rise to the level of distraction for inspection staff or if this is not possible inspection staff should be provided with personnel equipment to reduce excessive noise.
(e) In case of inclement weather or lengthy maintenance, proper facilities shall be used.
AMC M.A.402 (e) Performance of maintenance Facilities should be provided appropriate for all planned maintenance. This may require aircraft hangars that are both available and large enough for the planned maintenance. Aircraft component workshops should be large enough to accommodate the components that are planned to be maintained. Protection from inclement weather means the hangar or component workshop structures should be to a standard that prevents the ingress of rain, hail, ice, snow, wind and dust etc.
(f) After completion of all maintenance a general verification must be carried out to ensure the aircraft or component is clear of all tools, equipment and any other extraneous parts and material, and that all access panels removed have been refitted.

M.A.403 Aircraft defects - (CAME Part 2.2)

(a) Any aircraft defect that hazards seriously the flight safety shall be rectified before further flight.
(b) Only the authorised certifying staff, according to points M.A.801(b)1, M.A.801(b)2, M.A.801(c), M.A.801(d) or Annex II (Part-145) can decide, using M.A.401 maintenance data, whether an aircraft defect hazards seriously the flight safety and therefore decide when and which rectification action shall be taken before further flight and which defect rectification can be deferred. However, this does not apply when - (CAME Part 1. 8): 1. the approved minimum equipment list as mandated by the competent authority is used by the pilot; or, 2. aircraft defects are defined as being acceptable by the competent authority.
AMC M.A.403 (b) Aircraft defects An assessment of both the cause and any potentially hazardous effect of any defect or combination of defects that could affect flight safety should be made in order to initiate any necessary further investigation and analysis necessary to identify the root cause of the defect.
(c) Any aircraft defect that would not hazard seriously the flight safety shall be rectified as soon as practicable, after the date the aircraft defect was first identified and within any limits specified in the maintenance data.
(d) Any defect not rectified before flight shall be recorded in the M.A.305 aircraft maintenance record system or M.A.306 operator's technical log system as applicable. - (CAME Part 1. 8)
AMC M.A.403 (d) Aircraft defects All deferred defects should be made known to the pilot/flight crew, whenever possible, prior to their arrival at the aircraft. Deferred defects should be transferred on to worksheets at the next appropriate maintenance check, and any deferred defect which is not rectified during the maintenance check, should be re-entered on to a new deferred defect record sheet. The original date of the defect should be retained. The necessary components or parts needed for the rectification of defects should be made available or ordered on a priority basis, and fitted at the earliest opportunity.

SUBPART E - COMPONENTS

M.A.501 Installation

(a) No component may be fitted unless it is in a satisfactory condition, has been appropriately released to service on an EASA Form 1 or equivalent and is marked in accordance with Part 21 Subpart Q, unless otherwise specified in Annex (Part-21) to Regulation (EC) No 1702/2003, Annex II (Part-145) or Subpart F, Section A of Annex I to this Regulation.
AMC M.A.501 (a) - Installation 1. To ensure a component is in a satisfactory condition, the person referred to under M.A.801 or the approved maintenance organisation should perform checks and verifications. 2. Performance of above checks and verifications should take place before the component is installed on the aircraft. 3. The following list, though not exhaustive, contains typical checks to be performed: (a) verify the general condition of components and their packaging in relation to damages that could affect the integrity of the components; (b) verify that the shelf life of the component has not expired; (c) verify that items are received in the appropriate package in respect of the type of component: e.g. correct ATA 300 or electrostatic sensitive devices packaging, when necessary; (d) verify that component has all plugs and caps appropriately installed to prevent damage or internal contamination. Tape should not be used to cover electrical connections or fluid fittings/openings because adhesive residues can insulate electrical connections and contaminate hydraulic or fuel units. 4. The purpose of the EASA Form 1 (see also Part-M Appendix II) is to release components after manufacture and to release maintenance work carried out on such components under the approval of a competent authority and to allow components removed from one aircraft/component to be fitted to another aircraft/ component. 5. For the purpose of Part-M, 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 Community; (b) a release document issued by an organisation approved under the terms of a JAA maintenance bilateral agreement until superseded by the corresponding agreement signed by the European Community; (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 Authority 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 JAA Form One issued prior to 28 September 2008 by a maintenance organisation approved by a competent authority in accordance with its national regulations; (g) a release document acceptable to a competent authority according to the provisions of a bilateral agreement between the competent authority and a third country until superseded by the corresponding agreement signed by the European Community. This provision is valid provided the above agreements between the competent authority and a third country are notified to the Commission and to the other competent authorities in accordance with Article 9 of Regulation (EC) No 1592/2002. (h) a release document issued under the conditions described in Article 4, point 4 of Regulation (EC) No 2042/2003; (i) paragraphs (f) and (g) do not apply to the Part-145 maintenance environment. 6. Any item in storage without an EASA Form 1 or equivalent cannot be installed on aircraft registered in a Member State unless an EASA Form 1 is issued for such item by an appropriately approved maintenance organisation in accordance with AMC M.A.613 (a)
(b) Prior to installation of a component on an aircraft the person or approved maintenance organisation shall ensure that the particular component is eligible to be fitted when different modification and/or airworthiness directive configurations may be applicable.
AMC M.A.501 (b) – Installation 1. The EASA Form 1 identifies the airworthiness status of an aircraft component. Block 12 "Remarks" on the EASA Form 1 in some cases contains vital airworthiness related information (see also Part-M Appendix II) which may need appropriate and necessary actions. 2. The fitment of replacement components should only take place when the person referred to in M.A.801 or the M.A. Subpart F or Part-145 maintenance organisation is satisfied that such components meet required standards in respect of manufacture or maintenance, as appropriate. 3. The person referred to under M.A.801 or the M.A. Subpart F or Part-145 approved maintenance organisation should be satisfied that the component in question meets the approved data/standard, such as the required design and modification standards. This may be accomplished by reference to the (S)TC holder or manufacturer's parts catalogue or other approved data (i.e. Service Bulletin). Care should also be taken in ensuring compliance with applicable ADs and the status of any service life limited parts fitted to the aircraft component.
(c) Standard parts shall only be fitted to an aircraft or a component when the maintenance data specifies the particular standard part. Standard parts shall only be fitted when accompanied by evidence of conformity traceable to the applicable standard.
AMC M.A.501(c) – Installation 1. Standard parts are: a. parts 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 information 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. For sailplanes and powered sailplanes, non-required instruments and/or equipment certified under the provision of CS 22.1301(b), if those instruments or equipment, when installed, functioning, functioning improperly or not functioning at all, do not in itself, or by its 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 operating regulations and the applicable Rules of the Air or as required by Air Traffic Management (e.g. a transponder in certain controlled airspace). Examples of equipment which can be considered standard parts are 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 to the airworthiness code shall comply with the applicable ETSO or equivalent and is not considered a standard part (e.g. oxygen equipment). 2. To designate a part as a standard part the TC holder may issue a standard parts manual accepted by the competent authority of original TC holder or may make reference in the parts catalogue to a national/international specification (such as a standard diode/capacitor etc) not being an aviation only specification for the particular part. 3. Documentation accompanying standard parts should clearly relate to the particular parts and contain a conformity statement plus both the manufacturing and supplier source. Some material is subject to special conditions such as storage condition or life limitation etc. and this should be included on the documentation and / or material packaging. 4. An EASA Form 1 or equivalent is not normally issued and therefore none should be expected.
(d) Material being either raw material or consumable material shall only be used on an aircraft or a component when the aircraft or component manufacturer states so in relevant maintenance data or as specified in Part-145. Such material shall only be used when the material meets the required specification and has appropriate traceability. All material must be accompanied by documentation clearly relating to the particular material and containing a conformity to specification statement plus both the manufacturing and supplier source.
AMC M.A.501 (d) – Installation 1. Consumable material is any material which is only used once, such as lubricants, cements, compounds, paints, chemicals dyes and sealants etc. 2. Raw material is any material that requires further work to make it into a component part of the aircraft such as metals, plastics, wood, fabric etc. 3. 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 specification and where appropriate the batch number. 4. Documentation accompanying all material should clearly relate to the particular material and contain a conformity statement plus both the manufacturing and supplier source. Some material is subject to special conditions such as storage condition or life limitation etc. and this should be included on the documentation and / or material packaging. 5. EASA form 1 or equivalent should not be issued for such material and therefore none should be expected. The material specification is normally identified in the (S)TC holder’s data except in the case where the Agency or the competent authority has agreed otherwise. 6. Items purchased in batches (fasteners etc.) should be supplied in a package. The packaging should state the applicable specification/standard, P/N, batch number and the quantity of the items. The documentation accompanying the material should contain the applicable specification/standard, P/N, batch number, supplied quantity, and the manufacturing sources. If the material is acquired from different batches, acceptance documentation for each batch should be supplied.

M.A.502 Component maintenance

AMC M.A.502 Component maintenance Component removal from and installation on an aircraft is considered to be aircraft maintenance and not component maintenance. As a consequence, M.A.502 requirements do not apply to this case.
(a) Except for components referred to in point 21A.307(c) of the Annex (Part-21) to Regulation (EC) No 1702/2003, the maintenance of components shall be performed by maintenance organisations appropriately approved in accordance with Section A, Subpart F of this Annex (Part M) or with Annex II (Part-145).
(b) By derogation from paragraph (a), maintenance of a component in accordance with aircraft maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, may be performed by an A rated organisation approved in accordance with Section A, Subpart F of this Annex (Part M) or with Annex II (Part- 145) as well as by certifying staff referred to in point M.A.801(b)2 only whilst such components are fitted to the aircraft. Nevertheless, such organisation or certifying staff may temporarily remove this component for maintenance, in order to improve access to the component, except when such removal generates the need for additional maintenance not eligible for the provisions of this paragraph. Component maintenance performed in accordance with this paragraph is not eligible for the issuance of an EASA Form 1 and shall be subject to the aircraft release requirements provided for in point M.A.801.
AMC M.A.502(b) and (c) Component maintenance M.A.502(b) and (c) allow the performance of certain component maintenance, in accordance with component maintenance data, to maintenance organisations not holding the corresponding B/C rating and to independent certifying staff, subject to the agreement of:  The authority responsible for the oversight of the maintenance organisation (refer to M.1, paragraph 2 for M.A. Subpart F maintenance organisations, or to 145.1 for Part-145 maintenance organisations), or,  The authority of the Member State of registry in the case of maintenance performed by independent certifying staff. This should only be permitted by the competent authority in the case of simple component maintenance, where the competent authority is satisfied that the certifying staff are appropriately qualified and the proper tooling and facilities are available. It is important to note that for more complex component maintenance, special qualifications may be required and it is not enough with holding a Part-66 aircraft maintenance licence.
(c) By derogation from paragraph (a), maintenance of an engine/Auxiliary Power Unit (APU) component in accordance with engine/APU maintenance data or, if agreed by the competent authority, in accordance with component maintenance data, may be performed by a B rated organisation approved in accordance with Section A, Subpart F of this Annex (Part M) or with Annex II (Part-145) only whilst such components are fitted to the engine/APU. Nevertheless, such B rated organisation may temporarily remove this component for maintenance, in order to improve access to the component, except when such removal generates the need for additional maintenance not eligible for the provisions of this paragraph.
(d) By derogation from paragraph (a) and point M.A.801(b)2, maintenance of a component while installed or temporarily removed from an ELA1 aircraft not used in commercial air transport and performed in accordance with component maintenance data, may be performed by certifying staff referred to in point M.A.801(b)2, except for: 1. overhaul of components other than engines and propellers, and; 2. overhaul of engines and propellers for aircraft other than CS-VLA, CS-22 and LSA. Component maintenance performed in accordance with paragraph (d) is not eligible for the issuance of an EASA Form 1 and shall be subject to the aircraft release requirements provided for in point M.A.801.
(e) Maintenance of components referred to in 21A.307(c) of the Annex (Part-21) to Regulation (EC) No 1702/2003 shall be performed by an A-rated organisation approved in accordance with Section A, Subpart F of this Annex (Part-M) or Part-145, by certifying staff referred to in point M.A.801(b)2 or by the pilot-owner referred to in point M.A.801(b)3 while such a component is fitted to the aircraft or temporarily removed to improve access. Component maintenance performed in accordance with this paragraph is not eligible for the issuance of an EASA Form 1 and shall be subject to the aircraft release requirements provided for in point M.A.801.

M.A.503 Service life limited components

(a) Installed service life limited components shall not exceed the approved service life limit as specified in the approved maintenance programme and airworthiness directives, except as provided for in point M.A.504(c).
(b) The approved service life is expressed in calendar time, flight hours, landings or cycles, as appropriate.
(c) At the end the approved service life, the component must be removed from the aircraft for maintenance, or for disposal in the case of components with a certified life limit.

M.A.504 Control of unserviceable components

(a) A component shall be considered unserviceable in any one of the following circumstances: 1. expiry of the service life limit as defined in the maintenance program; 2. non-compliance with the applicable airworthiness directives and other continued airworthiness requirement 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; 5. involvement in an incident or accident likely to affect its serviceability.
AMC M.A.504 (a) - Control of unserviceable components A component continues to be unserviceable until a decision is taken pursuant to AMC M.A.605 (c) 6
(b) Unserviceable components shall be identified and stored in a secure location under the control of an approved maintenance organisation until a decision is made on the future status of such component. Nevertheless, for aircraft not used in commercial air transport other than large aircraft, the person or organisation that declared the component 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.
AMC M.A.504 (b) - Control of unserviceable components 1. M.A.801(b)(2) and M.A.801(c) certifying staff or the Section A Subpart F/Part-145 approved maintenance organisation performing maintenance should ensure proper identification of any unserviceable components. 2. The unserviceable status of the component should be clearly declared on a tag together with the component identification data and any information useful to define actions 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, if the component has been involved in or affected by an accident/incident. Means should be provided to prevent unwanted separation of this tag from the component. 3. M.A.801(b)(2) and M.A.801(c) certifying staff performing aircraft maintenance should send, with the agreement of the aircraft owner/lessee, any unserviceable component to a maintenance organisation approved under Section A Subpart F or Part-145 for controlled storage, or transfer the custody of the component to the owner itself under the conditions specified in M.A.504(b). “A secure location under the control of an approved maintenance organisation” means a secure location for which security is the responsibility of the approved maintenance organisation. This may include facilities established by the approved maintenance organisation at locations different from the main maintenance facilities. These locations should be identified in the relevant procedures of the approved maintenance organisation.
(c) Components which have reached their certified life limit or contain a non-repairable defect shall be classified as unsalvageable and shall not be permitted to re-enter the component supply system, unless certified life limits have been extended or a repair solution has been approved according to M.A.304.
AMC M.A.504 (c) - Control of unserviceable components – unsalvageable components 1. The following types of components should typically be classified as unsalvageable: (a) components with non-repairable defects, whether visible or not to the naked eye; (b) components that do not meet design specifications, and cannot be brought into conformity with such specifications; (c) components subjected to unacceptable modification or rework that is irreversible; (d) certified life-limited parts that have reached or exceeded their certified life limits, or have missing or incomplete records; (e) components that cannot be returned to airworthy condition due to exposure to extreme forces, heat or adverse environment; (f) components for which conformity with an applicable airworthiness directive cannot be accomplished; (g) components for which continuing airworthiness records and/or traceability to the manufacturer can not be retrieved. 2. It is common practice for possessors of aircraft components to dispose of unsalvageable components by selling, discarding, or transferring such items. In some instances, these items have reappeared for sale and in the active parts inventories of the aviation community. Misrepresentation of the status of components and the practice of making such items appear serviceable has resulted in the use of unsalvageable nonconforming components. Therefore organisations disposing of unsalvageable aircraft components should consider the possibility of such components later being misrepresented and sold as serviceable components. Caution should be exercised to ensure that unsalvageable components are disposed of in a manner that does not allow them to be returned to service.
(d) Any person or organisation accountable under Part-M shall, in the case of a paragraph (c) unsalvageable components: 1. retain such component in the paragraph (b) location, or; 2. arrange for the component to be mutilated in a manner that ensures that it is beyond economic salvage or repair before relinquishing responsibility for such component.
AMC M.A.504 (d) 2 - Control of unserviceable components 1. Mutilation should be accomplished in such a manner that the components become permanently unusable for their original intended use. Mutilated components should not be able to be reworked or camouflaged to provide the appearance of being serviceable, such as by re-plating, shortening and re-threading long bolts, welding, straightening, machining, cleaning, polishing, or repainting. 2. Mutilation may be accomplished by one or a combination of the following procedures: (a) grinding, (b) burning, (c) removal of a major lug or other integral feature, (d) permanent distortion of parts, (e) cutting a hole with cutting torch or saw, (f) melting, (g) sawing into many small pieces, (h) any other method accepted by the competent authority or the Agency on a case by case basis. 3. The following procedures are examples of mutilation that are often less successful because they may not be consistently effective: (a) stamping or vibro-etching, (b) spraying with paint, (c) small distortions, incisions or hammer marks, (d) identification by tag or markings, (e) drilling small holes, (f) sawing in two pieces only. 4. Since manufacturers producing approved aircraft components should maintain records of serial numbers for "retired" certified life-limited or other critical components, the organisation that mutilates a component should provide the original manufacturer with the data plate and/or serial number and final disposition of the component.
(e) Notwithstanding paragraph (d) a person or organisation accountable under Part-M may transfer responsibility of components classified as unsalvageable to an organisation for training or research without mutilation.
AMC M.A.504 (e) - Control of unserviceable components A maintenance organisation may choose, in agreement with the component’s owner, to release an unsalvageable component for legitimate non-flight uses, such as for training and education, research and development. In such instances, mutilation may not be appropriate. The following methods should be used to prevent the component re-entering the aviation supply system: (a) permanently marking or stamping the component, as "NOT SERVICEABLE." (Ink stamping is not an acceptable method); (b) removing original part number identification; (c) removing data plate identification; (d) maintaining a tracking or accountability system, by serial number or other individualised data, to record transferred unsalvageable aircraft component; (e) including written procedures concerning disposal of such components in any agreement or contract transferring such components. NOTE: Unsalvageable components should not be released to any person or organisation that is known to return unsalvageable components back into the aviation supply system, due to the potential safety threat.

SUBPART F - MAINTENANCE ORGANISATION

M.A.601 Scope

This Subpart establishes the requirements to be met by an organisation to qualify for the issue or continuation of an approval for the maintenance of aircraft and components not listed in point M.A.201(g).
AMC M.A.601 Scope An approved maintenance organisation may be approved to maintain aircraft/aircraft components not type certificated by the Agency.

M.A.602 Application

An application for issue or change of a maintenance organisation approval shall be made on a form and in a manner established by the competent authority
AMC M.A.602 Application An application should be made on an EASA Form 2 (Appendix IX to AMC M:A:602 and AMC M:A:702) or equivalent acceptable to the competent authority. The EASA Form 2 is valid for the application for M.A. Subpart F, Part-145 and M.A. Subpart G organisations. Organisations applying for several approvals may do so by using a single EASA Form 2.

M.A.603 Extent of approval

(a) An organisation involved in activities subject to this Subpart shall not exercise its activities unless approved by the competent authority. Appendix V to Annex I (Part-M) provides the template certificate for this approval.
AMC M.A.603 (a) Extent of Approval The following table identifies the ATA specification 2200 Chapter for the category C component rating. If the maintenance manual (or equivalent document) does not follow the ATA Chapters, the corresponding subjects still apply to the applicable C rating. (Se AMC M.A.603 (a) )
(b) The maintenance organisation's manual referred to in point M.A.604 shall specify the scope of work deemed to constitute approval. Appendix IV to Annex I (Part-M) defines all classes and ratings possible under Subpart F.
(c) An approved maintenance organisation may fabricate, in conformity with maintenance data, a restricted range of parts for the use in the course of undergoing work within its own facilities, as identified in the maintenance organisation manual.
AMC M.A.603 (c) Extent of approval 1. The agreement by the competent authority for the fabrication of parts by the approved maintenance organisation should be formalised through the approval of a detailed procedure in the maintenance organisation manual. This AMC contains principles and conditions to be taken into account for the preparation of an acceptable procedure. 2. Fabrication, inspection, assembly and test should be clearly within the technical and procedural capability of the approved maintenance organisation. 3. The approved data necessary to fabricate the part are those approved either by the agency, the TC holder, Part-21 design organisation approval holder, or STC holder. 4. Items fabricated by an approved maintenance organisation may only be used by that organisation in the course of overhaul, maintenance, modifications, or repair of aircraft or components undergoing work within its own facility. The permission to fabricate does not constitute approval for manufacture, or to supply externally and the parts do not qualify for certification on EASA Form 1. This also applies to the bulk transfer or surplus inventory, in that locally fabricated parts are physically segregated and excluded from any delivery certification. 5. Fabrication of parts, modification kits etc for onward supply and/or sale may not be conducted under a M.A. Subpart F approval. 6. The data specified in paragraph 3 may include repair procedures involving the fabrication of parts. Where the data on such parts is sufficient to facilitate fabrication, the parts may be fabricated by an approved maintenance organisation. Care should be taken to ensure that the data include details of part numbering, dimensions, materials, processes, and any special manufacturing techniques, special raw material specification or/and incoming inspection requirement and that the approved organisation has the necessary capability. That capability should be defined by way of maintenance organisation manual content. Where special processes or inspection procedures are defined in the approved data which are not available at the approved maintenance organisation, that organisation can not fabricate the part unless the TC/STC-holder gives an approved alternative. 7. Examples of fabrication under the scope of an M.A. Subpart F approval can include but are not limited to the following: (a) fabrication of bushes, sleeves and shims, (b) fabrication of secondary structural elements and skin panels, (c) fabrication of control cables, (d) fabrication of flexible and rigid pipes, (e) fabrication of electrical cable looms and assemblies, (f) formed or machined sheet metal panels for repairs. Note: It is not acceptable to fabricate any item to pattern unless an engineering drawing of the item is produced which includes any necessary fabrication processes and which is accepted to the competent authority. 8. Where a TC-holder or an approved production organisation is prepared to make available complete data which is not referred to in aircraft manuals or service bulletins but provides manufacturing drawings for items specified in parts lists, the fabrication of these items is not considered to be within the scope of an M.A. Subpart F approval unless agreed otherwise by the competent authority in accordance with a procedure specified in the maintenance organisation manual. 9. Inspection and Identification. Any locally fabricated part should be subject to an inspection stage before, separately, and preferably independently from, any inspection of its installation. The inspection should establish full compliance with the relevant manufacturing data, and the part should be unambiguously identified as fit for use by stating conformity to the approved data. Adequate records should be maintained of all such fabrication processes including heat treatment and the final inspections. All parts, excepting those with inadequate space, should carry a part number which clearly relates it to the manufacturing/inspection data. Additional to the part number the approved maintenance organisation's identity should be marked on the part for traceability purposes.

M.A.604 Maintenance organisation manual

AMC M.A.604 Maintenance organisation manual (Note: Appendix AMC IV) 1. Appendix AMC IV to this AMC provides an outline of the format of an acceptable maintenance organisation manual for a small organisation with less than 10 maintenance staff. 2. The maintenance organisation exposition as specified in Part-145 provides an outline of the format of an acceptable maintenance organisation manual for larger organisations with more than 10 maintenance staff, dependent upon the complexity of the organisation.
(a) The maintenance organisation shall provide a manual containing at least the following information: 1. a statement signed by the accountable manager to confirm that the organisation will continuously work in accordance with Part-M and the manual at all times, and; 2. the organisation's scope of work, and; 3. the title(s) and name(s) of person(s) referred to in M.A.606(b), and; 4. an organisation chart showing associated chains of responsibility between the person(s) referred to in M.A.606(b), and; 5. a list of certifying staff with their scope of approval, and; 6. a list of locations where maintenance is carried out, together with a general descriptions of the facilities; 7. procedures specifying how the maintenance organisation ensures compliance with this Part, and; 8. the maintenance organisation manual amendment procedure(s).
(b) The approved by the competent authority. maintenance organisation manual and its amendments shall be
(c) Notwithstanding paragraph (b) minor amendments to the manual may be approved through a procedure (hereinafter called indirect approval).
Appendix AMC IV to AMC M.A.604 Maintenance Organisation Manual 1. Purpose The maintenance organisation manual is the reference for all the work carried out by the approved maintenance organisation. It should contain all the means established by the organisation to ensure compliance with Part-M according to the extent of approval and the privileges granted to the organisation. The maintenance organisation manual should define precisely the work that the approved maintenance organisation is authorised to carry out and the subcontracted work. It should detail the resources used by the organisation, its structure and its procedures. 2. Content A typical Maintenance Organisation Manual for a small organisation (less than 10 maintenance staff) should be designed to be used directly on a day to day basis. The working documents and lists should be directly included into the manual. It should contain the following: Part A. — General — Table of content — List of effective pages — Record of amendments — Amendment procedure  Drafting  Amendments requiring direct approval by the competent authority  Approval — Distribution  Name or title of each person holding a copy of the manual — Accountable manager statement  Approval of the manual  Statement that the maintenance organisation manual and any incorporated document identified therein reflect the organisation’s means of compliance with Part-M  Commitment to work according to the manual  Commitment to amend the manual when necessary Part B — Description — Organisation’s scope of work  Description of the work carried out by the organisation (type of product, type of work) and subcontracted work  Identification of the level of work which can be performed at each facility. — General presentation of the organisation  Legal name and social status — Name and title of management personnel  Accountable manager  Senior managers  Duties and responsibilities — Organisation chart — Certifying staff  Minimum qualification and experience  List of authorised certifying staff, their scope of qualification and the personal authorisation reference — Personnel  Technical personnel (number, qualifications and experience)  Administrative personnel (number) — General description of the facility  Geographical location (map)  Plan of hangars  Specialised workshops  Office accommodation  Stores  Availability of all leased facilities. — Tools, equipment and material  List of tools, equipment and material used (including access to tools used on occasional basis)  Test apparatus  Calibration frequencies — Maintenance data  List of maintenance data used in accordance with M.A.402, and appropriate amendment subscription information (including access to data used on occasional basis). Part C — General Procedures — Organisational review  Purpose (to insure that the approved maintenance organisation continues to meet the requirements of Part-M)  Responsibility  Organisation, frequency, scope and content (including processing of authority’s findings)  Planning and performance of the review  Organisational review checklist and forms  Processing and correction of review findings  Reporting  Review of subcontracted work — Training  Description of the methods used to ensure compliance with the personnel qualification and training requirements (certifying staff training, specialised training)  Description of the personnel records to be retained — Subcontracting of specialised services  Selection criteria and control  Nature of subcontracted work  List of subcontractors  Nature of arrangements  Assignment of responsibilities for the certification of the work performed — One time authorisations  Maintenance checks  Certifying staff Part D — Working Procedures — Work order acceptance — Preparation and issue of the work package  Control of the work order  Preparation of the planned work  Work package content (copy of forms, work cards, procedure for their use, distribution)  Responsibilities and signatures needed for the authorisation of the work — Logistics  Persons/functions involved  Criteria for choosing suppliers  Procedures used for incoming inspection and storage of parts, tools and materials  Copy of forms and procedure for their use and distribution — Execution  Persons/functions involved and respective role  Documentation (work package and work cards)  Copy of forms and procedure for their use and distribution  Use of work cards or manufacturer’s documentation  Procedures for accepting components from stores including eligibility check  Procedures for returning unserviceable components to stores — Release to Service – Certifying staff  Authorised certifying staff functions and responsibilities — Release to Service - Supervision Detailed description of the system used to ensure that all maintenance tasks, applicable to the work requested of the approved maintenance organisation, have been completed as required.  Supervision content  Copy of forms and procedure for their use and distribution  Control of the work package — Release to Service – Certificate of release to service  Procedure for signing the CRS (including preliminary actions)  Certificate of release to service wording and standardised form  Completion of the aircraft continuing airworthiness record system  Completion of EASA Form 1  Incomplete maintenance  Check flight authorisation  Copy of CRS and EASA Form 1 — Records — Special procedures Such as specialised tasks, disposal of unsalvageable components, re-certification of parts not having an EASA Form 1, etc. — Occurrence reporting  Occurrences to be reported  Timeframe of reports  Information to be reported  Recipients — Management of indirect approval of the manual  Amendments content eligible for indirect approval  Responsibility  Traceability  Information to the competent authority  Final validation Part E — Appendices — Sample of all documents used. — List of maintenance locations. — List of Part 145 or M.A. Subpart F organisations. — List of subcontracted specialised services 4. Approval The competent authority should approve the manual in writing. This will normally be done by approving a list of effective pages. Minor amendments, or amendments to a large capability list, can be approved indirectly, through a procedure approved by the member state. 5. Continuous compliance with Part-M When a maintenance organisation manual no longer meets the requirements of this Part-M, whether through a change in Part-M, a change in the organisation or its activities, or through an inadequacy shown to exist by verification inspections conducted under the organisational review, or any other reason that affects the manuals conformity to requirements, the approved maintenance organisation is responsible to prepare and have approved an amendment to its manual. 6. Distribution The manual describes how the organisation works therefore the manual or relevant parts thereof need to be distributed to all concerned staff in the organisation and contracted organisations.

M.A.605 Facilities

The organisation shall ensure that: (a) Facilities are provided for all planned work, specialised workshops and bays are segregated as appropriate, to ensure protection from contamination and the environment.
AMC M.A.605 (a) Facilities 1. Where a hangar is not owned by the M.A. Subpart F organisation, it may be necessary to establish proof of tenancy. In addition, sufficiency of hangar space to carry out planned maintenance should be demonstrated by the preparation of a projected aircraft hangar visit plan relative to the aircraft maintenance programme. The aircraft hangar visit plan should be updated on a regular basis. For balloons and airships a hangar may not be required where maintenance of the envelope and bottom end equipment can more appropriately be performed outside, providing all necessary maintenance can be accomplished in accordance with M.A.402. For complex repairs or component maintenance requiring an EASA Form 1, suitable approved workshops should be provided. The facilities and environmental conditions required for inspection and maintenance should be defined in the Maintenance Organisation Manual. 2. Protection from the weather elements relates to the normal prevailing local weather elements that are expected throughout any twelve- month period. Aircraft hangar and aircraft component workshop structures should be to a standard that prevents the ingress of rain, hail, ice, snow, wind and dust etc. Aircraft hangar and aircraft component workshop floors should be sealed to minimise dust generation. 3. Aircraft maintenance staff should be provided with an area where they may study maintenance instructions and complete continuing airworthiness records in a proper manner.
(b) Office accommodation is provided for the management of all planned work including in particular, the completion of maintenance records.
AMC M.A.605 (b) Facilities It is acceptable to combine any or all of the office accommodation requirements into one office subject to the staff having sufficient room to carry out assigned tasks.
(c) Secure storage facilities are provided for components, equipment, tools and material. Storage conditions shall ensure segregation of unserviceable components and material from all other components, material, equipment and tools. Storage conditions shall be in accordance with the manufacturers' instructions and access shall be restricted to authorised personnel.
AMC M.A.605 (c) Facilities 1. Storage facilities for serviceable aircraft components should be clean, wellventilated and maintained at an even dry temperature to minimise the effects of condensation. Manufacturer’s storage recommendations should be followed for those aircraft components identified in such published recommendations. 2. Adequate storage racks should be provided and strong enough to hold aircraft components and provide sufficient support for large aircraft components such that the component is not damaged during storage. 3. All aircraft components, wherever practicable, should remain packaged in their protective material to minimise damage and corrosion during storage. A shelf life control system should be utilised and identity tags used to identify components. 4. Segregation means storing unserviceable components in a separate secured location from serviceable components. 5. Segregation and management of any unserviceable component should be ensured according to the pertinent procedure approved to that organisation. 6 Procedures should be defined by the organisation describing the decision process for the status of unserviceable components. This procedure should identify at least the following: - role and responsibilities of the persons managing the decision process; - description of the decision process to chose between maintaining, storing or mutilating a component; - traceability of decision 7. Once unserviceable components or materials have been identified as unsalvageable in accordance with M.A.504 (c), the organisation should establish secure areas in which to segregate such items and to prevent unauthorised access. Unsalvageable components should be managed through a procedure to ensure that these components receive the appropriate final disposal according to M.A.504 (d) or (e). The person responsible for the implementation of this procedure should be identified.

M.A.606 Personnel requirements

(a) The organisation shall appoint an accountable manager, who has corporate authority for ensuring that all maintenance required by the customer can be financed and carried out to the standard required by this Part.
AMC M.A.606 (a) Personnel requirements With regard to the accountable manager, it is normally intended to mean the chief executive officer of the maintenance organisation approved under M.A. Subpart F, who by virtue of position has overall (including in particular financial) responsibility for running the organisation. The accountable manager may be the accountable manager for more than one organisation and is not required to be necessarily knowledgeable on technical matters. When the accountable manager is not the chief executive officer, the competent authority will need to be assured that such an accountable manager has direct access to chief executive officer and has a sufficiency of maintenance funding allocation.
(b) A person or group of persons shall be nominated with the responsibility of ensuring that the organisation is always in compliance with this Subpart. Such person(s) shall be ultimately responsible to the accountable manager.
AMC M.A.606 (b) Personnel requirements 1. Dependent upon the size of the organisation, the functions may be subdivided under individual managers or combined in any number of ways. 2. The maintenance organisation should have, dependent upon the extent of approval, an aircraft maintenance manager, a workshop manager all of whom should report to the accountable manager. In small maintenance organisations any manager may also be the accountable manager, and may also be the aircraft maintenance manager or the workshop manager. 3. The aircraft maintenance manager is responsible for ensuring that all maintenance required to be carried out, plus any defect rectification carried out during aircraft maintenance, is carried out to the design and quality standards specified in this Part. The aircraft maintenance manager is also responsible for any corrective action resulting from the M.A.616 organisational review. 4. The workshop manager is responsible for ensuring that all work on aircraft components is carried out to the standards specified in this Part and also responsible for any corrective action resulting from the M.A.616 organisational review. 5. Notwithstanding the example sub-paragraphs 2 - 4 titles, the organisation may adopt any title for the foregoing managerial positions but should identify to the competent authority the titles and persons chosen to carry out these functions.
(c) All paragraph (b) persons shall be able to show relevant knowledge, background and appropriate experience related to aircraft and/or component maintenance.
AMC M.A.606(c) Personnel requirements 1. All nominated persons should, in the normal way, be expected to satisfy the competent authority that they possess the appropriate experience and qualifications which are listed in paragraphs 2.1 to 2.5 below.
(d) The organisation shall have appropriate staff for the normal expected contracted work. The use of temporarily subcontracted staff is permitted in the case of higher than normally expected contracted work and only for personnel not issuing a certificate of release to service.
AMC M.A.606 (d) Personnel requirements 1. All staff are subjected to compliance with the organisation’s procedures specified in the maintenance organisation manual relevant to their duties. 2. To have sufficient staff means that the approved maintenance organisation employs or contracts staff directly, even on a volunteer basis, for the anticipated maintenance workload. 3. Temporarily sub-contracted means the person is employed by another organisation and contracted by that organisation to the approved maintenance organisation.
(e) The qualification of all personnel involved in maintenance shall be demonstrated and recorded.
AMC M.A.606(e) Personnel requirements 1. Personnel involved in maintenance should be assessed for competence by 'on the job' evaluation and/or by examination relevant to their particular job role within the organisation before unsupervised work is permitted. 2. Adequate initial and recurrent training should be provided and recorded to ensure continued competence.
(f) Personnel who carry out specialised tasks such as welding, non- destructive testing/inspection other than colour contrast shall be qualified in accordance with an officially recognised standard.
AMC M.A.606 (f) Personnel requirements 1. Continued airworthiness non-destructive testing means such testing specified by the type certificate holder of the aircraft, engine or propeller in the M.A.304 (b) maintenance data for in service aircraft/aircraft components for the purpose of determining the continued fitness of the product to operate safely. 2. Appropriately qualified means to level 1, 2 or 3 as defined by European Standard EN 4179 dependant upon the non-destructive testing function to be carried out. 3. Notwithstanding the fact that level 3 personnel may be qualified via EN 4179 to establish and authorise methods, techniques, etc., this does not permit such personnel to deviate from methods and techniques published by the type certificate holder/manufacturer in the form of continued airworthiness data, such as in non-destructive test manuals or service bulletins, unless the manual or service bulletin expressly permits such deviation. 4. Notwithstanding the general references in EN 4179 to a national aerospace NDI board, all examinations should be conducted by personnel or organisations under the general control of such a board. In the absence of a national aerospace NDI board, examinations should be conducted by personnel or organisations under the general control of the NDI board of a Member State designated by the competent authority. 5. Particular non-destructive test means any one or more of the following: dye penetrant, magnetic particle, eddy current, ultrasonic and radiographic methods including X ray and gamma ray. 6. In addition it should be noted that new methods are and will be developed, such as, but not limited to thermography and shearography, which are not specifically addressed by EN 4179. Until such time as an agreed standard is established such methods should be carried out in accordance with the particular equipment manufacturers’ recommendations including any training and examination process to ensure competence of the personnel with the process. 7. Any approved maintenance organisation that carries out continued airworthiness non-destructive testing should establish qualification procedures for non-destructive testing. 8. Boroscoping and other techniques such as delamination coin tapping are nondestructive inspections rather than non-destructive testing. Notwithstanding such differentiation, approved maintenance organisation should establish a procedure to ensure that personnel who carry out and interpret such inspections are properly trained and assessed for their competence with the process. Non-destructive inspections, not being considered as non-destructive testing by M.A. Subpart F are not listed in Appendix IV to Part-M under class rating D1. 9. The referenced standards, methods, training and procedures should be specified in the maintenance organisation manual. 10. Any such personnel who intend to carry out and/or control a non-destructive test for which they were not qualified prior to the effective date of Part-M should qualify for such non-destructive test in accordance with EN 4179. 11. 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
(g) The maintenance organisation shall have sufficient certifying staff to issue M.A.612 and M.A.613 certificates of release to service for aircraft and components. They shall comply with the requirements of Part-66.
(h) By derogation from paragraph (g), the organisation may use certifying staff qualified in accordance with the following provisions when providing maintenance support to operators involved in commercial operations, subject to appropriate procedures to be approved as part of the organisation’s manual: 1. For a repetitive pre-flight airworthiness directive which specifically states that the flight crew may carry out such airworthiness directive, the organisation may issue a limited certifying staff authorisation to the aircraft commander on the basis of the flight crew licence held, provided that the organisation ensures that sufficient practical training has been carried out to ensure that such person can accomplish the airworthiness directive to the required standard; 2. In the case of aircraft operating away from a supported location the organisation may issue a limited certifying staff authorisation to the aircraft commander on the basis of the flight crew licence, provided that the organisation ensures that sufficient practical training has been carried out to ensure that such person can accomplish the task to the required standard.
AMC M.A.606(h)2 Personnel requirements 1. For the issue of a limited certification authorisation the commander should hold either a valid air transport pilot license (ATPL), or commercial pilots license (CPL), or a national equivalent acceptable to the competent authority on the aircraft type. In addition, the limited certification authorisation is subject to the maintenance organisation manual containing procedures to address the following: a. Completion of adequate maintenance airworthiness regulation training. b. Completion of adequate task training for the specific task on the aircraft. The task training should be of sufficient duration to ensure that the individual has a thorough understanding of the task to be completed and should involve training in the use of associated maintenance data. c. Completion of the procedural training. The above procedures should be specified in the maintenance organisation manual and be accepted by the competent authority. 2. Typical tasks that may be certified and/or carried out by the commander holding an ATPL or CPL are minor maintenance or simple checks included in the following list: a. Replacement of internal lights, filaments and flash tubes. b. Closing of cowlings and refitment of quick access inspection panels. c. Role changes, e.g., stretcher fit, dual controls, FLIR, doors, photographic equipment etc. d. Inspection for and removal of de-icing/anti-icing fluid residues, including removal/closure of panels, cowls or covers that are easily accessible but not requiring the use of special tools. e. Any check/replacement involving simple techniques consistent with this AMC and as agreed by the competent authority. 3. The authorisation should have a finite life of twelve months subject to satisfactory recurrent training on the applicable aircraft type.

M.A.607 Certifying staff

AMC M.A.607 Certifying staff 1. Adequate understanding of the relevant aircraft and/or aircraft component(s) to be maintained together with the associated organisation procedures means that the person has received training and has relevant maintenance experience on the product type and associated organisation procedures such that the person understands how the product functions, what are the more common defects with associated consequences. 2. All prospective certifying staff are required to be assessed for competence, qualification and capability related to intended certifying duties. Competence and capability can be assessed by having the person work under the supervision of another certifying person for sufficient time to arrive at a conclusion. Sufficient time could be as little as a few weeks if the person is fully exposed to relevant work. The person need not be assessed against the complete spectrum of intended duties. When the person has been recruited from another approved maintenance organisation and was a certifying person in that organisation then it is reasonable to accept a written confirmation from the previous organisation. 3. The organisation should hold copies of all documents that attest to qualification, and to recent experience.
(a) In addition to M.A.606(g), certifying staff can only exercise their privileges, if the organisation has ensured: 1. that certifying staff can demonstrate that they meet the requirements of point 66.A.20(b) of Annex III (Part 66), except when Annex III (Part 66) refers to Member State regulation, in which case they shall meet the requirement of such regulation, and; 2. that certifying staff have an adequate understanding of the relevant aircraft and/or aircraft component(s) to be maintained together with the associated organisation procedures.
(b) In the following unforeseen cases, where an aircraft is grounded at a location other than the main base where no appropriate certifying staff is available, the maintenance organisation contracted to provide maintenance support may issue a one-off certification authorisation: 1. to one of its employees holding type qualifications on aircraft of similar technology, construction and systems; or 2. to any person with not less than three years maintenance experience and holding a valid ICAO aircraft maintenance licence rated for the aircraft type requiring certification provided there is no organisation appropriately approved under this Part at that location and the contracted organisation obtains and holds on file evidence of the experience and the licence of that person. All such cases must be reported to the competent authority within seven days of the issuance of such certification authorisation. The approved maintenance organisation issuing the one-off certification authorization shall ensure that any such maintenance that could affect flight safety is re-checked.
AMC M.A.607 (b) Certifying staff 1. The following minimum information as applicable should be kept on record in respect of each certifying person: (a) name; (b) date of birth; (c) basic training; (d) type training; (e) recurrent training; (f) specialised training; (g) experience; (h) qualifications relevant to the approval; (i) scope of the authorisation and personal authorisation reference. (j) date of first issue of the authorisation; (k) if appropriate - expiry date of the authorisation. 2. Persons authorised to access the system should be maintained at a minimum to ensure that records cannot be altered in an unauthorised manner or that such confidential records become accessible to unauthorised persons. 3. The competent authority should be granted access to the records upon request.
(c) The approved maintenance organisation shall record all details concerning certifying staff and maintain a current list of all certifying staff together with their scope of approval as part of the organisation’s manual pursuant to point M.A.604(a)5.

M.A.608 Components, equipment and tools

(a) The organisation shall: 1. hold the equipment and tools specified in the maintenance data described in point M.A.609 or verified equivalents as listed in the maintenance organisation manual as necessary for day-to-day maintenance within the scope of the approval; and, 2. demonstrate that it has access to all other equipment and tools used only on an occasional basis.
AMC M.A.608 (a) Components, equipment and tools 1. Once the applicant for M.A. Subpart F approval has determined the intended scope of approval for consideration by the competent authority, it will be necessary to show that all tools and equipment as specified in the maintenance data can be made available when needed. 2. All such tools should be clearly identified and listed in a control register including any personal tools and equipment that the organisation agrees can be used. 3. For tools required on an occasional basis, the organisation should ensure that they are controlled in terms of servicing or calibration as required.
(b) Tools and equipment shall be controlled and calibrated to an officially recognised standard. Records of such calibrations and the standard used shall be kept by the organisation.
AMC M.A.608 (b) Components, equipment and tools 1. The control of these tools and equipment requires that the organisation has a procedure to inspect/service and, where appropriate, calibrate such items on a regular basis and indicate to users that the item is within any inspection or service or calibration timelimit. 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 the organisation’s precision tooling and equipment together with a record of calibrations and standards used. 2. Inspection, service or calibration on a regular basis should be in accordance with the equipment manufacturers' instructions except where the M.A. Subpart F organisation can show by results that a different time period is appropriate in a particular case. 3. In this context officially recognised standard means those standards established or published by an official body whether having legal personality or not, which are widely recognised by the air transport sector as constituting good practice
(c) The organisation shall inspect, classify and appropriately segregate all incoming components.

M.A.609 Maintenance data

The approved maintenance organisation shall hold and use applicable current maintenance data specified in M.A.401 in the performance of maintenance including modifications and repairs. In the case of customer provided maintenance data, it is only necessary to have such data when the work is in progress.
AMC M.A.609 Maintenance Data When an organisation uses customer provided maintenance data, the scope of approval indicated in the maintenance organisation manual should be limited to the individual aircraft covered by the contracts signed with those customers unless the organisation also holds its own complete set of maintenance data for that type of aircraft.

M.A.610 Maintenance work orders

Before the commencement of maintenance a written work order shall be agreed between the organisation and the organisation requesting maintenance to clearly establish the maintenance to be carried out.
AMC M.A.610 Maintenance work orders “A written work order” may take the form of, but not limited to, the following:  A formal document or form specifying the work to be carried out. This form may be provided by the continuing airworthiness management organisation managing the aircraft, or by the maintenance organisation undertaking the work, or by the owner/operator himself.  An entry in the aircraft log book specifying the defect that needs to be corrected.

M.A.611 Maintenance standards

All maintenance shall be carried out in accordance with the requirements of M.A. Subpart D.

M.A.612 Aircraft certificate of release to service

At the completion of all required aircraft maintenance in accordance with this Subpart an aircraft certificate of release to service shall be issued according to M.A.801.

M.A.613 Component certificate of release to service

(a) At the completion of all required component maintenance in accordance with this Subpart a component certificate of release to service shall be issued in accordance with point M.A.802. EASA Form 1 shall be issued except for those components maintained in accordance with points M.A.502(b), M.A.502(d) or M.A.502(e) and components fabricated in accordance with point M.A.603(c).
AMC M.A.613 (a) Component certificate of release to service 1. An aircraft component which has been maintained off the aircraft requires the issuance of a certificate of release to service for such maintenance and another CRS 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 components in storage prior to Part-145, Part-M and Part-21 and not released on an EASA Form 1 or equivalent in accordance with M.A.501(a) or removed serviceable from active aircraft which have been withdrawn from service, this paragraph provides additional guidance regarding the conditions under which an EASA Form 1 may be issued . 2.1 An EASA Form 1 may be issued for an aircraft component which has been: - Maintained before Part-145, or Part-M became effective or manufactured before Part-21 became effective. - Used on an aircraft and removed in a serviceable condition. Examples include leased and loaned aircraft components. - Removed from aircraft which have been withdrawn from service, or from aircraft which have been involved in abnormal occurrences such as accidents, incidents, heavy landings or lightning strikes. - Components maintained by an unapproved organisation. 2.2. An appropriately rated M.A. Subpart F maintenance organisation may issue an EASA Form 1 as detailed in this AMC sub-paragraph 2.5 to 2.9, as appropriate, in accordance with the procedures detailed in the manual as approved by the competent authority. The appropriately rated M.A. Subpart F maintenance organisation is responsible for ensuring that all reasonable measures have been taken to ensure that only approved and serviceable aircraft components are issued an EASA Form 1 under this paragraph. 2.3. For the purposes of this paragraph 2 only, appropriately rated means an organisation with an approval class rating for the type of component or for the product in which it may be installed. 2.4. An EASA Form 1 issued in accordance with this paragraph 2 should be issued by signing in block 14b and stating "Inspected" 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 stated 2.4.4. detail of life used for service life limited parts being any combination of fatigue, overhaul or storage life; 2.4.5. for any aircraft component having its own maintenance history record, reference to the particular maintenance history record as long as the record contains the details that would otherwise be required in block 12. The maintenance history record and acceptance test report or statement, if applicable, should be attached to the EASA Form 1. 2.5. New / unused aircraft components 2.5.1 Any unused aircraft component in storage without an EASA Form 1 up to the effective date(s) for Part-21 that was manufactured by an organisation acceptable to the competent authority at the time may be issued an EASA Form 1 by an appropriately rated maintenance organisation approved under M.A. Subpart F. The EASA Form 1 should be issued in accordance with the following subparagraphs which should be included in a procedure within the maintenance organisation manual. Note 1: It should be understood that the release of a stored but unused aircraft component in accordance with this paragraph represents a maintenance release under M.A. Subpart F and not a production release under Part-21. It is not intended to bypass the production release procedure agreed by the Member State for parts and subassemblies intended for fitment on the manufacturers own production line. (a) An acceptance test report or statement should be available for all used and unused aircraft components that are subject to acceptance testing after manufacturing or maintenance as appropriate. (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 replaced. Upon satisfactory completion after reassembly an EASA Form 1 may be issued stating what was carried out and the reference to the maintenance data included. 2.6. Used aircraft components removed from a serviceable aircraft. 2.6.1. Serviceable aircraft components removed from a Member State registered aircraft may be issued an EASA Form 1 by an appropriately rated organisation subject to compliance with this subparagraph. (a). The organisation should ensure that the component was removed from the aircraft by an appropriately qualified person. (b). The aircraft component may only be deemed serviceable if the last flight operation with the component fitted revealed no faults on that component/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 effect its operation. (e). A maintenance history record should be available for all used serialised aircraft components. (f). Compliance with known modifications and repairs should be established. (g). The flight hours/cycles/landings as applicable of any service life limited parts including time since overhaul should be established. (h). Compliance with known applicable airworthiness directives should be established. (i). Subject to satisfactory compliance with this subparagraph 2.6.1 an EASA Form 1 may be issued and should contain the information as specified in paragraph 2.4 including the aircraft from which the aircraft component was removed. 2.6.2. Serviceable aircraft components removed from a non Member State registered aircraft may only be issued an EASA Form 1 if the components are leased or loaned from the maintenance organisation approved under M.A. Subpart F who retains control of the airworthiness status of the components. An EASA Form 1 may be issued and should contain the information as specified in paragraph 2.4 including the aircraft from which the aircraft component was removed. 2.7. Used aircraft components removed from an aircraft withdrawn from service. Serviceable aircraft components removed from a Member State registered aircraft withdrawn from service may be issued an EASA Form 1 by a maintenance organisation approved under M.A. Subpart F subject to compliance with this sub paragraph. (a). Aircraft withdrawn from service are sometimes dismantled for spares. This is considered to be a maintenance activity and should be accomplished under the control of an organisation approved under M.A. Subpart F, employing procedures approved by the competent authority. (b). To be eligible for installation components removed from such aircraft may be issued with an EASA Form 1 by an appropriately rated organisation following a satisfactory assessment. (c). As a minimum the assessment will need to satisfy the standards set out in paragraphs 2.5 and 2.6 as appropriate. This should where known, include the possible need for the alignment of scheduled maintenance that may be necessary to comply with the maintenance programme applicable to the aircraft on which the component is to be installed. (d). Irrespective of whether the aircraft holds a certificate of airworthiness or not, the organisation responsible for certifying any removed component should satisfy itself that the manner in which the components were removed and stored are compatible with the standards required by M.A. Subpart F. (e). A structured plan should be formulated to control the aircraft disassembly process. The disassembly is to be carried out by an appropriately rated organisation under the supervision of certifying staff, who will ensure that the aircraft components are removed and documented in a structured manner in accordance with the appropriate maintenance data and disassembly plan. (f). All recorded aircraft defects should be reviewed and the possible effects these may have on both normal and standby functions of removed components are to be considered. (g). Dedicated control documentation is to be used as detailed by the disassembly plan, to facilitate the recording of all maintenance actions and component removals performed during the disassembly process. Components found to be unserviceable are to be identified as such and quarantined pending a decision on the actions to be taken. Records of the maintenance accomplished to establish serviceability are to form part of the component maintenance history. (h). Suitable M.A. Subpart F facilities for the removal and storage of removed components are to be used which include suitable environmental conditions, lighting, access equipment, aircraft tooling and storage facilities for the work to be undertaken. While it may be acceptable for components to be removed, given local environmental conditions, without the benefit of an enclosed facility subsequent disassembly (if required) and storage of the components should be in accordance with the manufacturer’s recommendations. 2.8. Used aircraft components maintained by organisations not approved in accordance with M.A. Subpart F or Part-145. For used components maintained by a maintenance organisation not approved under M.A.Subpart F or Part-145, due care should be taken before acceptance of such components. In such cases an appropriately rated maintenance organisation approved under M.A. Subpart F should establish satisfactory conditions by: (a) dismantling the component for sufficient inspection in accordance with the appropriate maintenance data, (b) replacing of all service life limit components when no satisfactory evidence of life used is available and/or the components are in an unsatisfactory condition, (c) reassembling and testing as necessary the component, (d) completing all certification requirements as specified in M.A.613 In the case of used components maintained by an FAA Part-145 repair station (USA) or by TCCA CAR573 approved maintenance organisations (Canada) that does not hold an EASA Part-145 or M.A. Subpart F approval, the conditions (a) through (d) described above may be replaced by the following conditions: (a) availability of an 8130-3 (FAA) or TCCA 24-0078 (TCCA) or an Authorized Release Certificate Form One (TCCA). (b) verification of compliance with all applicable airworthiness directives, and (c) verification that the component does not contain repairs or modifications that have not been approved in accordance with Part-21. (d) inspection for satisfactory condition including in particular damage, corrosion or leakage. (e) issuance of a Form 1 in compliance with paragraphs 2.2, 2.3 and 2.4. These alleviated requirements are based on the fact that credit can be taken for their technical capabilities and their competent authority oversight, as attested by the following documents:  BASA/MIP-G Maintenance Implementation Procedures Guidance (USA)  AAM-G Administrative Arrangement on Maintenance Guidance (Canada) 2.9. Used aircraft components removed from an aircraft involved in an accident or incident. Such components should only be issued with an EASA Form 1 when processed in accordance with paragraph 2.7 and a specific work order including all additional necessary tests and inspections made necessary by the accident or incident. Such a work order may require input from the TC holder or original manufacturer as appropriate. This work order should be referenced in block 12. 3. A certificate should not be issued for any component when it is known that the component is unserviceable except in the case of a component undergoing a series of maintenance processes at several approved maintenance organisations and the component needs a certificate for the previous maintenance process carried out for the next approved maintenance organisation to accept the component for subsequent maintenance processes. In such a case, a clear statement of limitation should be endorsed in block 12. 4. The certificate is to be used for export/import purposes, as well as for domestic purposes, and serves as an official certificate for components from the manufacturer/maintenance organisation to users. It should only be issued by organisations approved by a competent authority or the Agency as applicable within the scope of the approval.
(b) The component certificate release to service document, EASA Form 1 may be generated from a computer database.

M.A.614 Maintenance records

(a) The approved maintenance organisation shall record all details of work carried out. Records necessary to prove all requirements have been met for issuance of the certificate of release to service including the sub-contractor's release documents shall be retained.
AMC M.A.614 (a) Maintenance records 1. Properly executed and retained records provide owners, operators and maintenance personnel with information essential in controlling unscheduled and scheduled maintenance, and trouble shooting to eliminate the need for re-inspection and rework to establish airworthiness. The prime objective is to have secure and easily retrievable records with comprehensive and legible contents. The aircraft record should contain basic details of all serialised aircraft components and all other significant aircraft components installed, to ensure traceability to such installed aircraft component documentation and associated M.A.304 maintenance data. 2. The maintenance record can be either a paper or computer system or any combination of both. The records should remain legible throughout the required retention period. 3. Paper systems should use robust material which can withstand normal handling and filing. 4. Computer systems may be used to control maintenance and/or record details of maintenance work carried out. Computer systems used for maintenance should have at least one backup system which should be updated at least within 24 hours of any maintenance. Each terminal is required to contain programme safeguards against the ability of unauthorised personnel to alter the database.
(b) The approved maintenance organisation shall provide a copy of each certificate of release to service to the aircraft owner, together with a copy of any specific repair/modification data used for repairs/modi-fications carried out.
(c) The approved maintenance organisation shall retain a copy of all maintenance records and any associated maintenance data for three years from the date the aircraft or aircraft component to which the work relates was released from the approved maintenance organisation. 1. The records under this paragraph shall be stored in a manner that ensures protection from damage, alteration and theft. 2. All computer hardware used to ensure backup shall be stored in a different location from that containing the working data in an environment that ensures they remain in good condition. 3. Where an approved maintenance organisation terminates its operation, all retained maintenance records covering the last three years shall be distributed to the last owner or customer of the respective aircraft or component or shall be stored as specified by the competent authority.
AMC M.A.614 (c) Maintenance records Associated maintenance data is specific information such as repair and modification data. This does not necessarily require the retention of all aircraft maintenance manual, component maintenance manual, parts catalogues etc issued by the TC holder or STC holder. Maintenance records should refer to the revision status of the data used.

M.A.615 Privileges of the organisation

The maintenance organisation approved in accordance with Section A, Subpart F of this Annex (Part M), may:
(a) maintain any aircraft and/or component for which it is approved at the locations specified in the approval certificate and the maintenance organisation manual;
(b) arrange for the performance of specialized services under the control of the maintenance organisation at another organisation appropriately qualified, subject to appropriate procedures being established as part of the Maintenance Organisation Manual approved by the competent authority directly;
(c) maintain any aircraft and/or component for which it is approved at any location subject to the need of such maintenance arising either from the unserviceability of the aircraft or from the necessity of supporting occasional maintenance, subject to the conditions specified in the Maintenance Organisation Manual;
(d) issue certificates of release to service on completion of maintenance, in accordance with point M.A.612 or point M.A.613.’
AMC M.A.615 Privileges of the organisation M.A.615(b) refers to work carried out by another organisation which is not appropriately approved under M.A. Subpart F or Part-145 to carry out such tasks. The intent is to permit the acceptance of specialised maintenance services, such as, but not limited to, non-destructive testing, surface treatment, heat-treatment, welding, fabrication of specified parts for minor repairs and modifications, etc., without the need of Subpart F approval for those tasks. The requirement that the organisation performing the specialised services must be “appropriately qualified” means that it should meet an officially recognised standard or, otherwise, it should be acceptable to the competent authority (through the approval of the Maintenance Organisation Manual). “Under the control of the Subpart F organisation” means that the Subpart F organisation should investigate the capability of the subcontracted organisation (including qualifications, facilities, equipment and materials) and ensure that such organisation:  Receives appropriate maintenance instructions and maintenance data for the task to be performed.  Properly records the maintenance performed in the Subpart F airworthiness records.  Notifies the Subpart F organisation for any deviation or non-conformity, which has arisen during such maintenance. The certificate of release to service may be issued either at the subcontractors or at the organisation facility by authorised certifying staff, and always under the M.A. Subpart F organisation reference. Such staff would normally come from the M.A. Subpart F organisation but may otherwise be a person from the subcontractor who meets the M.A. Subpart F organisation certifying staff standard which itself is approved by the competent authority via the Maintenance Organisation Manual. Subcontracted specialised services organisations should be listed in the Maintenance Organisation Manual of the Subpart F organisation together with their qualifications, and the associated control procedures.

M.A.616 Organisational review

To ensure that the approved maintenance organisation continues to meet the requirements of this Subpart, it shall organise, on a regular basis, organisational reviews.
AMC M.A.616 Organisational review (Note: Appendix AMC VIII) 1. The primary objectives of the organisational review are to enable the approved maintenance organisation to ensure that it can deliver a safe product and that approved maintenance organisation remains in compliance with the requirements. 2. The approved maintenance organisation should identify: 2.1. The person responsible for the organisational review, and; 2.2. The frequency of the reviews, and; 2.3. The scope and content of the reviews, and; 2.4. The persons accomplishing the reviews, and; 2.5. The procedure for planning, performing and processing review findings. 2.6. The procedure for ensuring corrective actions are carried out in the appropriate time frame. 3. The organisation quality system as specified in Part-145 provides an acceptable basic structure for the organisational review system for organisations with more than 10 maintenance staff, dependent upon the complexity of the organisation. 4. Appendix AMC VIII should be used to manage the organisational reviews.
Appendix AMC VIII to AMC M.A.616 This is only applicable to organisations with less than 10 maintenance staff members. For larger organisations, the principles and practices of an independent quality system should be used. Depending on the complexity of the small organisation (number and type of aircraft, number of different fleets, subcontracting of specialised services, etc.), the organisational review system may vary from a system using the principles and practices of a quality system (except for the requirement of independence) to a simplified system adapted to the low complexity of the organisation and the aircraft managed. As a core minimum, the organisational review system should have the following features, which should be described in the Maintenance Organisation Manual (MOM): a. Identification of the person responsible for the organisational review programme. By default, this person should be the accountable manager, unless he delegates this responsibility to (one of) the M.A.606(b) person(s). b. Identification and qualification criteria for the person(s) responsible for performing the organisational reviews. These persons should have a thorough knowledge of the regulations and of the maintenance organisation procedures. They should also have knowledge of audits, acquired through training or through experience (preferably as an auditor, but also possibly because they actively participated in several audits conducted by the competent authority). c. Elaboration of the organisational review programme:  Checklist(s) covering all items necessary to be satisfied that the organisation delivers a safe product and complies with the regulation. All procedures described in the MOM should be addressed.  A schedule for the accomplishment of the checklist items. Each item should be checked at least every 12 months. The organisation may choose to conduct one full review annually or to conduct several partial reviews. d. Performance of organisational reviews Each checklist item should be answered using an appropriate combination of:  review of records, documentation, etc.  sample check of aircraft under contract or being maintained under a work order.  interview of personnel involved.  review of discrepancies and difficulty internal reports (e.g. notified difficulties in using current procedures and tools, systematic deviations from procedures, etc.). e. review of complaints filed by customers after delivery. Management of findings and occurrence reports.  All findings should be recorded and notified to the affected persons.  All level 1 findings, in the sense of M.A.619(a), should be immediately notified to the competent authority and all necessary actions on aircraft in service should be immediately taken.  All occurrence reports should be reviewed with the aim for continuous improvement of the system by identifying possible corrective and preventive actions. This should be done in order to find prior indicators (e.g., notified difficulties in using current procedures and tools, systematic deviations from procedures, unsafe behaviours, etc.), and dismissed alerts that, had they been recognised and appropriately managed before the event, could have resulted in the undesired event being prevented.  Corrective and preventive actions should be approved by the person responsible for the organisational review programme and implemented within a specified time frame.  Once the person responsible for the organisational review programme is satisfied that the corrective action is effective, closure of the finding should be recorded along with a summary of the corrective action.  The accountable manager should be notified of all significant findings and, on a regular basis, of the global results of the organisational review programme. Following is a typical example of a simplified organisational review checklist, to be adapted as necessary to cover the MOM procedures: 1 – Scope of work Check that: • All aircraft and components under maintenance or under contract are covered in the Form 3. • The scope of work in the MOM does not disagree with the Form 3. • No work has been performed outside the scope of the Form 3 and the MOM. 2 - Maintenance data • Check that maintenance data to cover the aircraft in the scope of work of the MOM are present and up-to-date. • Check that no change has been made to the maintenance data from the TC holder without being notified. 3 – Equipment and Tools • Check the equipment and tools against the lists in the MOM and check if still appropriate to the TC holder’s instructions. • Check tools for proper calibration (sample check). 4 – Stores • Do the stores meet the criteria in the procedures of the MOM? • Check by sampling some items in the store for presence of proper documentation and any overdue items. 5 – Certification of maintenance • Has maintenance on products and components been properly certified? • Have implementation of modifications/repairs been carried out with appropriate approval of such modifications/repairs (sample check). 6 – Relations with the owners/operators • Has maintenance been carried out with suitable work orders? • When a contract has been signed with an owner/operator, has the obligations of the contracts been respected on each side? 7 – Personnel • Check that the current accountable manager and other nominated persons are correctly identified in the approved MOM. • If the number of personnel has decreased or if the activity has increased, check that the staff are still adequate to ensure a safe product. • Check that the qualification of all new personnel (or personnel with new functions) has been appropriately assessed. • Check that the staff have been trained, as necessary, to cover changes in: o regulations, o competent authority publications, o the MOM and associated procedures, o the products in the scope of work, o maintenance data (significant ADs, SBs, etc.). 8 – Maintenance contracted • Sample check of maintenance records: o Existence and adequacy of the work order, o Data received from the maintenance organisation:  Valid CRS including any deferred maintenance,  List of removed and installed equipment and copy of the associated Form 1 or equivalent. • Obtain a copy of the current approval certificate (Form 3) of the maintenance organisations contracted. 9 – Maintenance sub-contracted • Check that subcontractors for specialised services are properly controlled by the organisation; 10 – Technical records and record-keeping • Have the maintenance actions been properly recorded? • Have the certificates (Form 1 and Conformity certificates) been properly collected and recorded? • Perform a sample check of technical records to ensure completeness and storage during the appropriate periods. • Is storage of computerised data properly ensured? 11 – Occurrence reporting procedures • Check that reporting is properly performed. • Actions taken and recorded.

M.A.617 Changes to the approved maintenance organisation

In order to enable the competent authority to determine continued compliance with this Part, the approved maintenance organisation shall notify it of any proposal to carry out any of the following changes, before such changes take place: 1. the name of the organisation; 2. the location of the organisation; 3. additional locations of the organisation; 4. the accountable manager; 5. any of the persons specified in paragraph M.A.606(b); 6. the facilities, equipment, tools, material, procedures, work scope and certifying staff that could affect the approval. In the case of proposed changes in personnel not known to the management beforehand, these changes shall be notified at the earliest opportunity.
AMC M.A.617 Changes to the approved maintenance organisation The competent authority should be given adequate notification of any proposed changes in order to enable the maintenance organisation to remain approved if agreed by the competent authority during negotiations about any of the specified changes. Without this paragraph the approval would automatically be suspended in all cases.

M.A.618 Continued validity of approval

(a) An approval shall be issued for an unlimited duration. It shall remain valid subject to: 1. the organisation remaining in compliance with this Part, in accordance with the provisions related to the handling of findings as specified under M.A.619, and; 2. the competent authority being granted access to the organisation to determine continued compliance with this Part, and; 3. the approval not being surrendered or revoked;
(b) Upon surrender or revocation, the approval certificate shall be returned to the competent authority.

M.A.619 Findings

(a) A level 1 finding is any significant non-compliance with Part-M requirements which lowers the safety standard and hazards seriously the flight safety.
(b) A level 2 finding is any non-compliance with the Part-M requirements which could lower the safety standard and possibly hazard the flight safety.
(c) After receipt of notification of findings according to M.B.605, the holder of the maintenance organisation approval shall define a corrective action plan and demonstrate corrective action to the satisfaction of the competent authority within a period agreed with this authority.

SUBPART H - CERTIFICATE OF RELEASE TO SERVICE — CRS

M.A.801 Aircraft certificate of release to service

(a) Except for aircraft released to service by a maintenance organisation approved in accordance with Annex II (Part-145), the certificate of release to service shall be issued according to this Subpart;
(b) No aircraft can be released to service unless a certificate of release to service is issued at the completion of any maintenance, when satisfied that all maintenance required has been properly carried out, by: 1. appropriate certifying staff on behalf of the maintenance organisation approved in accordance with Section A, Subpart F of this Annex (Part M); or 2. certifying staff in compliance with the requirements laid down in Annex III (Part-66), except for complex maintenance tasks listed in Appendix VII to this Annex for which point 1 applies; or 3. by the Pilot-owner in compliance with point M.A.803;
AMC M.A. 801 (b) Aircraft certificate of release to service A certificate of release to service is necessary before flight, at the completion of any defect rectification, whilst the aircraft operates a flight between scheduled maintenance checks.
(c) By derogation from point M.A.801(b)2 for ELA1 aircraft not used in commercial air transport, aircraft complex maintenance tasks listed in Appendix VII may be released by certifying staff referred to in point M.A.801(b)2;
(d) By derogation from point M.A.801(b), in the case of unforeseen situations, when an aircraft is grounded at a location where no approved maintenance organisation appropriately approved under this Annex or Annex II (Part-145) and no appropriate certifying staff are available, the owner may authorise any person, with not less than three years of appropriate maintenance experience and holding the proper qualifications, to maintain according to the standards set out in Subpart D of this Annex and release the aircraft. The owner shall in that case: 1. obtain and keep in the aircraft records details of all the work carried out and of the qualifications held by that person issuing the certification; and 2. ensure that any such maintenance is rechecked and released by an appropriately authorised person referred to in point M.A.801(b) or an organisation approved in accordance with Section A, Subpart F of this Annex (Part M), or with Annex II (Part-145) at the earliest opportunity but within a period not exceeding seven days; and 3. notify the organisation responsible for the continuing airworthiness management of the aircraft when contracted in accordance with point M.A.201(e), or the competent authority in the absence of such a contract, within seven days of the issuance of such certification authorisation;
AMC M.A.801 (d) Aircraft certificate of release to service 1. “3 years of appropriate maintenance experience” means 3 years working in an aircraft maintenance environment on at least some of the aircraft type systems corresponding to the aircraft endorsed on the aircraft maintenance license or on the certifying staff authorisation that the person holds. 2. “Holding the proper qualifications” means holding either: a. a valid ICAO Annex 1 compliant maintenance license for the aircraft type requiring certification, or; b. a certifying staff authorisation valid for the work requiring certification, issued by an ICAO Annex 6 approved maintenance organisation. 3. A release in accordance with this paragraph does not affect the controlled environment of the aircraft as long as the M.A.801(d)2 recheck and release has been carried out by an approved maintenance organisation.
(e) In the case of a release to service in accordance with point M.A.801(b)2 or point M.A.801(c), the certifying staff may be assisted in the execution of the maintenance tasks by one or more persons subject to his/her direct and continuous control;
(f) A certificate of release to service shall contain as a minimum: 1. basic details of the maintenance carried out; and 2. the date such maintenance was completed; and 3. the identity of the organisation and/or person issuing the release to service, including: (i) the approval reference of the maintenance organisation approved in accordance with Section A, Subpart F of this Annex (Part M) and the certifying staff issuing such a certificate; or (ii) in the case of point M.A.801(b)2 or M.A.801(c) certificate of release to service, the identity and if applicable licence number of the certifying staff issuing such a certificate; 4. the limitations to airworthiness or operations, if any.
AMC M.A.801 (f) Aircraft certificate of release to service 1. The aircraft certificate of release to service should contain the following statement: (a) 'Certifies that the work specified except as otherwise specified was carried out in accordance with Part-M and in respect to that work the aircraft is considered ready for release to service'. (b) For a Pilot-owner a certificate of release to service should contain the following statement: ‘Certifies that the limited pilot-owner maintenance specified except as otherwise specified was carried out in accordance with Part M and in respect to that work the aircraft is considered ready for release to service’. 2. The certificate of release to service should relate to the task specified in the manufacturer's or operator's instruction or the aircraft maintenance programme which itself may cross-refer to a manufacturer's/operator's instruction in a maintenance manual, service bulletin etc. 3. The date such maintenance was carried out should include when the maintenance took place relative to any life or overhaul limitation in terms of date/flying hours/cycles/Iandings etc., as appropriate. 4. When extensive maintenance has been carried out, it is acceptable for the certificate of release to service to summarise the maintenance so long as there is a unique cross-reference to the work-pack containing full details of maintenance carried out. Dimensional information should be retained in the work-pack record. 5. The person issuing the certificate of release to service should use his normal signature except in the case where a computer release to service system is used. In this latter case the competent authority will need to be satisfied that only the particular person can electronically issue the release to service. One such method of compliance is the use of a magnetic or optical personal card in conjunction with a personal identity number (PIN) known only to the individual, which is keyed into the computer. A certification stamp is optional. 6. At the completion of all maintenance, owners, certifying staff, operators and maintenance organisations should ensure they have a clear, concise, legible record of the work performed. 7. In the case of an M.A.801 (b) 2 release to service, certifying staff should retain all records necessary to prove that all requirements have been met for the issuance of a certificate of release to service.
(g) By derogation from paragraph (b) and notwithstanding the provisions of paragraph (h), when the maintenance prescribed cannot be completed, a certificate of release to service may be issued within the approved aircraft limitations. Such fact together with any applicable limitations of the airworthiness or the operations shall be entered in the aircraft certificate of release to service before its issue as part of the information required in paragraph (f)4;
AMC M.A.801 (g) Aircraft certificate of release to service 1. Being unable to establish full compliance with sub-paragraph M.A.801 (b) means that the maintenance required by the aircraft owner or M.A. Subpart G organisation could not be completed due either to running out of available aircraft maintenance downtime for the scheduled check or by virtue of the condition of the aircraft requiring additional maintenance downtime. 2. The aircraft owner or M.A. Subpart G organisation is responsible for ensuring that all required maintenance has been carried out before flight. Therefore an aircraft owner or M.A. Subpart G organisation should be informed and agree to the deferment of full compliance with M.A. 801(b). The certificate of release to service may then be issued subject to details of the deferment, including the aircraft owner or M.A. Subpart G organisation authorisation, being endorsed on the certificate. 3. If a certificate of release to service is issued with incomplete maintenance a record should be kept stating what action the mechanic, supervisor and certifying staff should take to bring the matter to the attention of the relevant aircraft owner or M.A. Subpart G organisation so that the issue may be discussed and resolved with the aircraft owner or M.A. Subpart G organisation.
(h) A certificate of release to service shall not be issued in the case of any known non-compliance which endangers flight safety.
AMC M.A.801 (h) Aircraft certificate of release to service ‘Endangers flight safety’ means any instance where safe operation could not be assured or which could lead to an unsafe condition. It typically includes, but is not limited to, significant cracking, deformation, corrosion or failure of 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 overdue for compliance is also considered a hazard to flight safety.

M.A.802 Component certificate of release to service

(a) A certificate of release to service shall be issued at the completion of any maintenance carried out on an aircraft component in accordance with point M.A.502.
(b) The authorised release certificate identified as EASA Form 1 constitutes the component certificate of release to service, except when such maintenance on aircraft components has been performed in accordance with point M.A.502(b), point M.A.502(d) or point M.A.502(e) in which case the maintenance is subject to aircraft release procedures in accordance with point M.A.801
AMC M.A.802 Component certificate of release to service When an approved organisation maintains an aircraft component for use by the organisation an EASA Form 1 may not be necessary depending upon the organisation’s internal release procedures, however all the information normally required for the EASA Form 1 should be adequately detailed in the certificate of release to service.

M.A.803 Pilot-owner authorisation

(a) To qualify as a Pilot-owner, the person must: 1. hold a valid pilot licence (or equivalent) issued or validated by a Member State for the aircraft type or class rating; and 2. own the aircraft, either as sole or joint owner; that owner must be: (i) one of the natural persons on the registration form; or (ii) a member of a non-profit recreational legal entity, where the legal entity is specified on the registration document as owner or operator, and that member is directly involved in the decision making process of the legal entity and designated by that legal entity to carry out Pilot-owner maintenance.
(b) For any privately operated non-complex motor-powered aircraft of 2.730 kg MTOM and below, sailplane, powered sailplane or balloon, the Pilot-owner may issue a certificate of release to service after limited Pilot-owner maintenance as specified in Appendix VIII.
(c) The scope of the limited Pilot-owner maintenance shall be specified in the aircraft maintenance programme referred to in point M.A.302.
(d) The certificate of release to service shall be entered in the logbooks and contain basic details of the maintenance carried out, the maintenance data used, the date on which that maintenance was completed and the identity, the signature and pilot licence number of the Pilot-owner issuing such a certificate.
AMC M.A.803 Pilot-owner authorisation 1. Privately operated means the aircraft is not operated pursuant to M.A.201 (h) and (i). 2. A Pilot-owner may only issue a certificate of release to service for maintenance he/she has performed. 3. In the case of a jointly-owned aircraft, the maintenance programme should list: - The names of all Pilot-owners competent and designated to perform Pilot-owner maintenance in accordance with the basic principles described in Appendix VIII of Part-M. An alternative would be the maintenance programme to contain a procedure to ensure how such a list of competent Pilot-owners should be managed separately and kept current. - The limited maintenance tasks they may perform. 4. An equivalent valid Pilot-owner license may be any document attesting a pilot qualification recognised by the Member State. It does not have to be necessarily issued by the competent authority, but it should in any case be issued in accordance with the particular Member State’s system, awaiting the European pilot licensing system. In such a case, the equivalent certificate or qualification number should be used instead of the pilot's licence number for the purpose of the M.A.801(b)3 (certificate of release to service).

Appendix VIII Limited Pilot Owner Maintenance

Has Pilot Owner Maintenance been performed and reported to CAMO?
Appendix VIII Limited Pilot Owner Maintenance In addition to the requirements laid down in Annex I (Part M), the following basic principles are to be complied with before any maintenance task is carried out under the terms of Pilot-owner maintenance: (a) Competence and responsibility 1. The Pilot-owner is always responsible for any maintenance that he performs. 2. Before carrying out any Pilot-owner maintenance tasks, the Pilot-owner must satisfy himself that he is competent to do the task. It is the responsibility of Pilot-owners to familiarize themselves with the standard maintenance practices for their aircraft and with the aircraft maintenance programme. If the Pilot-owner is not competent for the task to be carried out, the task cannot be released by the Pilot-owner. 3. The Pilot-owner (or his contracted continuing airworthiness management organisation referred to in Subpart G, Section A of this Annex) is responsible for identifying the Pilot-owner tasks according to these basic principles in the maintenance programme and for ensuring that the document is updated in a timely manner. 4. The approval of the maintenance programme has to be carried out in accordance with point M.A.302. (b) Tasks The Pilot-owner may carry out simple visual inspections or operations to check for general condition and obvious damage and normal operation of the airframe, engines, systems and components. Maintenance tasks shall not be carried out by the Pilot-owner when the task: 1. is critically safety related, whose incorrect performance will drastically affect the airworthiness of the aircraft or is a flight safety sensitive maintenance task as specified in point M.A.402(a) and/or; 2. requires the removal of major components or major assembly and/or; 3. is carried out in compliance with an Airworthiness Directive or an Airworthiness Limitation Item, unless specifically allowed in the AD or the ALI and/or; 4. requires the use of special tools, calibrated tools (except torque wrench and crimping tool) and/or; 5. requires the use of test equipments or special testing (e.g. NDT, system tests or operational checks for avionic equipment) and/or; 6. is composed of any unscheduled special inspections (e.g. heavy landing check) and/or; 7. is effecting systems essential for the IFR operations and/or; 8. is listed in Appendix VII or is a component maintenance task in accordance with points M.A.502(a), (b), (c) or (d). The criteria 1 to 8 listed above can not be overridden by less restrictive instructions issued in accordance with “M.A.302(d) Maintenance Programme”. Any task described in the aircraft flight manual as preparing the aircraft for flight (Example: assembling the glider wings or pre-flight), is considered to be a pilot task and is not considered a Pilot-owner maintenance task and therefore does not require a Certificate of Release to Service. (c) Performance of the maintenance Pilot-owner tasks and records The maintenance data as specified in point M.A.401 must be always available during the conduct of Pilot-owner maintenance and must be complied with. Details of the data referred to in the conduct of Pilot-owner maintenance must be included in the Certificate of Release to Service in accordance with point M.A.803(d). The Pilot-owner must inform the approved continuing airworthiness management organisation responsible for the continuing airworthiness of the aircraft (if applicable) not later than 30 days after completion of the Pilot-owner maintenance task in accordance with point M.A.305(a).’
AMC to Appendix VIII “Limited Pilot Owner Maintenance” 1. The lists here below specify items that can be expected to be completed by an owner who holds a current and valid pilot licence for the aircraft type involved and who meets the competence and responsibility requirements of Appendix VIII to Part-M. 2. The list of tasks may not address in a detailed manner the specific needs of the various aircraft categories. In addition, the development of technology and the nature of the operations undertaken by these categories of aircraft cannot be always adequately considered. 3. Therefore, the following lists are considered to be the representative scope of limited Pilot-owner maintenance referred to in M.A.803 and Appendix VIII: • Part A applies to aeroplanes; • Part B applies to rotorcraft; • Part C applies to sailplanes and powered sailplanes; • Part D applies to balloons and airships. 4. Inspection tasks/checks of any periodicity included in an approved maintenance programme can be carried out providing that the specified tasks are included in the generic lists of Parts A to D of this AMC and remains compliant with Part-M Appendix VIII basic principles. The content of periodic inspections/checks as well as their periodicity is not regulated or standardised in an aviation specification. It is the decision of the manufacturer/Type Certificate Holder (TCH) to recommend a schedule for each specific type of inspection/check. For an inspection/check with the same periodicity for different TCHs, the content may differ, and in some cases may be critically safety-related and may need the use of special tools or knowledge and thus would not qualify for Pilot-owner maintenance. Therefore, the maintenance carried out by the Pilot-owner cannot be generalised to specific inspections such as 50 Hrs, 100 Hrs or 6 Month periodicity. The Inspections to be carried out are limited to those areas and tasks listed in this AMC to Appendix VIII; this allows flexibility in the development of the maintenance programme and does not limit the inspection to certain specific periodic inspections. A 50 Hrs/6 Month periodic inspection for a fixed wing aeroplane as well as the one-year inspection on a glider may normally be eligible for Pilot-owner maintenance. TABLES Note: Tasks in Part A or Part B shown with ** exclude IFR operations following Pilot-owner maintenance. For these aircraft to operate under IFR operations, these tasks should be released by an appropriate licensed engineer. (Tabeller kan ses i Part M)

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M.1

M.A.101 Scope

M.A.201 Responsibilities - (CAME Part 0.3.2, 0.3.4, 1.9, 1.11, 2.4)

M.A.202 Occurrence reporting

M.A.401 Maintenance data

M.A.402 Performance of maintenance - (CAME Part 2.2)

M.A.403 Aircraft defects - (CAME Part 2.2)

M.A.501 Installation

M.A.502 Component maintenance

M.A.503 Service life limited components

M.A.504 Control of unserviceable components

M.A.601 Scope

M.A.602 Application

M.A.603 Extent of approval

M.A.604 Maintenance organisation manual

M.A.605 Facilities

M.A.606 Personnel requirements

M.A.607 Certifying staff

M.A.608 Components, equipment and tools

M.A.609 Maintenance data

M.A.610 Maintenance work orders

M.A.611 Maintenance standards

M.A.612 Aircraft certificate of release to service

M.A.613 Component certificate of release to service

M.A.614 Maintenance records

M.A.615 Privileges of the organisation

M.A.616 Organisational review

M.A.617 Changes to the approved maintenance organisation

M.A.618 Continued validity of approval

M.A.619 Findings

M.A.801 Aircraft certificate of release to service

M.A.802 Component certificate of release to service

M.A.803 Pilot-owner authorisation

Appendix VIII Limited Pilot Owner Maintenance

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M.1

M.A.101 Scope

M.A.201 Responsibilities - (CAME Part 0.3.2, 0.3.4, 1.9, 1.11, 2.4)

M.A.202 Occurrence reporting

M.A.401 Maintenance data

M.A.402 Performance of maintenance - (CAME Part 2.2)

M.A.403 Aircraft defects - (CAME Part 2.2)

M.A.501 Installation

M.A.502 Component maintenance

M.A.503 Service life limited components

M.A.504 Control of unserviceable components

M.A.601 Scope

M.A.602 Application

M.A.603 Extent of approval

M.A.604 Maintenance organisation manual

M.A.605 Facilities

M.A.606 Personnel requirements

M.A.607 Certifying staff

M.A.608 Components, equipment and tools

M.A.609 Maintenance data

M.A.610 Maintenance work orders

M.A.611 Maintenance standards

M.A.612 Aircraft certificate of release to service

M.A.613 Component certificate of release to service

M.A.614 Maintenance records

M.A.615 Privileges of the organisation

M.A.616 Organisational review

M.A.617 Changes to the approved maintenance organisation

M.A.618 Continued validity of approval

M.A.619 Findings

M.A.801 Aircraft certificate of release to service

M.A.802 Component certificate of release to service

M.A.803 Pilot-owner authorisation

Appendix VIII Limited Pilot Owner Maintenance

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