Aviation Legislation Training Manual Issue 6 Issue Date 2014 July 21 PDF

Aviation Legislation
In accordance with Part-66
TRAINING MANUAL
ISSUE 6, 2014 July 21 Page 1 of 201

Table of Contents Sub Part B - Type Certification................................................................ 127

Sub Part E – Supplemental Type Certification ........................................ 132
Module 10.1 Regulatory Framework .............................................................. 3
(b) Documents ........................................................................................ 133
Role of International Civil Aviation Organisation ......................................... 3
Sub Part H - Certificate of Airworthiness ................................................. 134
Role of European Commission ................................................................... 8
Sub Part J - Noise Certificate .................................................................. 137
Role of EASA ............................................................................................. 9
Weight and Balance................................................................................ 138
Role of Member States and National Aviation Authorities ......................... 12
Module 10.6 Continuing Airworthiness ....................................................... 140
Relationships between the various Annexes (Parts) such as Part-21, Part-
Annex l to Regulation (EC) No. 2042/2003 (Part-M) ............................... 140
M, Part-145, Part-147 and EU-OPS (IR-OPS). ......................................... 19
SECTION A - Technical Requirements .................................................. 143
Module 10.2 Certifying Staff - Maintenance .................................................. 20
Sub Part B - Accountability ..................................................................... 143
Introduction............................................................................................... 20
Sub Part C - Continuing Airworthiness .................................................... 147
SECTION A – Technical Requirements .................................................... 20
Sub Part D - Maintenance Standards...................................................... 154
SECTION B – Procedures for competent Authorities ................................ 40
Sub Part E – Components ...................................................................... 157
SUBPART A ............................................................................................. 40
Sub Part G Continuous Airworthiness Management Organisation (CAMO)
SUBPART B ............................................................................................. 42
............................................................................................................... 159
SUBPART C ............................................................................................. 42
Sub Part H - Certificate of Release to Service ........................................ 172
SUBPART D ............................................................................................. 43
Sub Part I - Aircraft Airworthiness Review and Airworthiness Review
SUBPART E ............................................................................................. 43
Certificate ............................................................................................... 174
SUBPART F ............................................................................................. 44
SECTION B - Procedures for competent authorities ............................... 176
Appendix I -The Pages of the Licence ...................................................... 45
Subpart A ............................................................................................... 176
Module 10.3 Approved Maintenance Organisations ..................................... 46
Subpart B ............................................................................................... 177
General .................................................................................................... 46
Subpart C ............................................................................................... 177
SECTION A – Technical Requirements .................................................... 46
Subpart F - maintenance organisation (small aircratf) ............................. 178
SECTION B - procedure for competent authorities ................................... 82
Subpart G - continuing airworthiness management organisation ............ 180
Extent from Part-M: Appendix IV - Class and Ratings System .................. 87
Subpart I - airworthiness review certificate .............................................. 180
Annex II – The EASA Form 1 ................................................................... 90
Module 10.7 Applicable National and International Requirements (if not
Module 10.4 Air Operations........................................................................ 103
superseded by EU requirements) ............................................................... 181
General .................................................................................................. 103
Approved Maintenance Programs, Checks and Inspections ............................ 182
Air Operators Certificate (AOC) .............................................................. 106
Operator’s responsibilities, in particular regarding continuing airworthiness Airworthiness Directives (ADs) ......................................................................... 184
and maintenance .................................................................................... 109 Service Bulletins, Manufacturers Service Information ..................................... 185
Aircraft Maintenance Programme ........................................................... 110 Modifications and Repairs ................................................................................ 186
MEL//CDL ............................................................................................... 112 Maintenance Documentation ........................................................................... 187
Documents to be carried on board.......................................................... 114 Master Minimum Equipment Lists (MMEL), Minimum Equipment List (MEL),
Aircraft Placarding (Markings) ................................................................ 115 Dispatch Deviation Lists .................................................................................... 189
Module 10.5 Certification of aircraft, parts and appliances ......................... 117 Test Flights ........................................................................................................ 192
Initial Airworthiness................................................................................. 117 Extended Operations (ETOPS) .......................................................................... 193
Sub Part J - Design Organisation Approval (DOA).................................. 122 All Weather Operations .................................................................................... 198
Sub Part G - Production Organisation Approval (POA) ........................... 124 Category 2/3 Operations and Minimum Equipment Requirements ................ 198
Sub Part F - Production without Production Organisation Approval ........ 125
Module 10.1 Regulatory Framework

The American Government recognised this fact and brought together the
References: EASA Regulation (EC) No.216/2008 allied nations in 1944 to discuss the issue. 52 of 55 invited nations attended
EASA Regulation (EC) No.748/2012 these talks in Chicago in November 1944. The outcome of 5 weeks of
EASA Regulation (EC) No.2043/2003 discussion was the Convention on International Civil Aviation. The
http://www.icao.int convention consists of a preface and 96 Articles which was signed on 7th of
http://www.easa.europa.eu December.
http://eur-lex.europa.eu
An organisation was needed to develop these articles and as a result the
Role of International Civil Aviation Organisation ICAO came into existence in 1947, based in Montreal Canada. The ICAO is
one of the many Agencies of the United Nations (UN).
After the Second World War international air travel was in its infancy,
however technological development was moving at a rapid pace, not least Each member country of the ICAO is known as a ‘Contracting State’ due to
because of the development of the Gas Turbine Engine. The opportunity to their contractual commitment to the Chicago Convention.
transport many persons across long distances was becoming a reality, but
there were no common standards between countries.
Figure 1. 1: The ICAO Headquarters in Montreal,

Canada

ICAO Aims and Objectives The Assembly, composed of representatives from all Contracting States,
is the sovereign body of ICAO. It meets every three years, reviewing in
In promulgating safety and airworthiness information internationally, the detail the work of the Organization and setting policy for the coming years.
aims and objectives of the ICAO are to develop the principles and It also votes a triennial budget.
techniques of inter-national air navigation and to foster the planning and
development of international air transport so as to: The Council, the governing body which is elected by the Assembly for a
three-year term, is composed of 36 States. The Assembly chooses the
1. Ensure the safe and orderly growth of international civil aviation Council Member States under three headings: States of chief importance in
throughout the world. air transport, States which make the largest contribution to the provision of
2. Encourage the arts of aircraft design and operation for peaceful facilities for air navigation, and States whose designation will ensure that all
purposes. major areas of the world are represented. As the governing body, the
3. Encourage the development of airways, airports and air navigation Council gives continuing direction to the work of ICAO.
facilities for inter-national civil aviation. Meet the needs of the It is in the Council that Standards and Recommended Practices (SARP‘s)
peoples of the world for safe, regular, efficient and economical air are adopted and incorporated as Annexes to the Convention on
transport. International Civil Aviation. The Council is assisted by the Air Navigation
4. Prevent economic waste caused by unreasonable competition. Commission (technical matters), the Air Transport Committee (economic
5. Ensure that the rights of the Contracting States are fully respected matters), the Committee on Joint Support of Air Navigation Services and
and that every Contracting State has a fair opportunity to operate the Finance Committee.
international airlines.
6. Avoid discrimination between Contracting States. The Secretariat, headed by a Secretary General, is divided into five main
7. Promote safety of flight in international air navigation. divisions: the Air Navigation Bureau, the Air Transport Bureau, the
8. Promote generally the development of all aspects of international Technical Co-operation Bureau, the Legal Bureau, and the Bureau of
civil aeronautics. Administration and Services. In order that the work of the Secretariat shall
reflect a truly international approach, professional personnel are recruited
How it Works on a broad geographical basis.
The constitution of ICAO is the Convention on

International Civil Aviation, drawn up by a
conference in Chicago in November and
December 1944, and to which each ICAO
Contracting State is a party. According to the
terms of the Convention, the Organization is
made up of an Assembly, a Council of limited
membership with various subordinate bodies and
a Secretariat. The chief officers are the President
of the Council and the Secretary General.
Figure 1. 2: The ICAO Logo

ICAO verifies compliance with SARPs through audits of state oversight systems.
Currently there are two audit programmes – USOAP and USAP
USOAP
The ultimate goal of the ICAO Universal Safety Oversight Audit Programme
(USOAP), launched in January 1999 in response to widespread concerns
about the adequacy of aviation safety oversight around the world, is to
promote global aviation safety through the regular auditing of safety
oversight systems in all ICAO Contracting States. Specifically, the USOAP
audits focus on the State's capability for providing safety oversight by
assessing whether the critical elements of a safety oversight system have
been implemented effectively.
What is safety oversight ?

Safety oversight is a function by which Contracting States ensure the
effective implementation of:
 ICAO Standards and Recommended Practices (SARPs);
 the critical elements of a safety oversight system;
and
 relevant safety practices and procedures.
USAP principles and main idea are the same as USOAP, difference is that
USAP aims at Security and USOAP at Safety.

ICAO works in close co-operation with other members of the United Nations Annex 6 Operation of Aircraft - enumerates specifications to ensure a level of
family such as the World Meteorological Organization, the International safety above a prescribed minimum in similar operations
Telecommunication Union, the Universal Postal Union, the World Health throughout the world. The three parts of this Annex are as follows:
Organization and the International Maritime Organization. Non-governmental  Part I. International Commercial Air Transport – Airplanes
organizations which also participate in ICAO's work include the International  Part II. International General Aviation - Airplanes
Air Transport Association, the Airports Council International, the International  Part III. International Operations - Helicopters.
Federation of Air Line Pilots' Associations, and the International Council of
Aircraft Owner and Pilot Associations. Annex 7 Aircraft Nationality and Registration Marks - specifies requirements
for registration and identification of aircraft.
The International Standards
Annex 8 Airworthiness of Aircraft - specifies uniform procedures for
Since its creation the main achievement of ICAO has been to establish a set certification and inspection of aircraft.
of standards in the operation of a safe, regular and efficient service.
Standardisation has been achieved through the creation of 19 Annexes to the Annex 9 Facilitations - provides for the standardization and simplification of
Convention, known as International Standards and Recommended Practices border crossing formalities.
(SARP‘s). The difference between the two is that a standard is essential and
recommended practice is desirable. If a member state has a standard Annex 10 Aeronautical Telecommunications - Volume 1 provides for
different from ICAO then it must inform ICAO of the difference. standardizing communications equipment and systems, Volume 2
standardizes communications
The 19 Annexes are described as follows:
Annex 11 Air Traffic Services - includes information on establishing and
Annex 1 Personnel Licensing - provides information on licensing of flight operating ATC, flight information, and alerting services.
crews, air traffic controllers, and aircraft maintenance personnel,
including medical standards for flight crews and air traffic controllers. Annex 12 Search and Rescue - provides information on organization and
operation of facilities and services necessary for search and rescue
Annex 2 Rules of the Air - contains rules relating to visual and instrument- (SAR).
aided flight.
Annex 13 Aircraft Accident and Incident Investigation - provides for uniformity
Annex 3 Meteorological Service for International Air Navigation - provides in notifying, investigating, and reporting on aircraft accidents.
meteorological services for international air navigation and
reporting of meteorological observations from aircraft. Annex 14 Aerodromes - contains specifications for the design and equipment
of aerodromes.
Annex 4 Aeronautical Charts - contains specifications for the aeronautical
charts used in international aviation. Annex 15 Aeronautical Information Services - includes methods for collecting
and disseminating aeronautical information required for flight
Annex 5 Units of Measurement to be used in Air and Ground Operations - operations.
lists dimensional systems to be used in air and ground operations. Annex 16 Environmental Protection - Volume 1 contains specifications for
aircraft noise certification, noise monitoring, and noise exposure

units for land-use planning, - Volume 2 contains specifications for The Contracting States have issued requirements not strictly copying the
aircraft engine emissions. contents of the Annex, which essentially state some of the principles or
objectives to attain. These national requirements contain the requirements
Annex 17 Security - Safeguarding International Civil Aviation against Acts of used to reach the objectives. Furthermore, while the principles can remain the
Unlawful Interference - specifies methods for safeguarding same, the requirements are often influenced by the state of the art (technical
international civil aviation against unlawful acts of interference. evolution, new technology, and acquired experience), and they are then likely
to be improved and amended.
Annex 18 The Safe Transport of Dangerous Goods by Air - specifies
requirements necessary to ensure hazardous materials are safely The applicable EASA airworthiness standards for the certification of aircraft to
transported in aircraft while providing a level of safety that protects be internationally recognized are issued in accordance with the ICAO
the aircraft and its occupants from undue risk Annexes. Then, from a practical point of view, the certification process is
based on these airworthiness standards rather than (directly) on the ICAO
Annex 19 (since 2013) – Safety Management International Standards.
Because aeronautical technology is continuously developing, the Annexes For the licensed engineer Annex 6 Operation of Aircraft, Annex 8
are constantly reviewed and updated when necessary. The typical content of Airworthiness of Aircraft and Annex 16 Environmental Protection are
an Annex is based upon: particularly relevant.
1. Standards intended as specifications when their application is
considered as necessary for the safety and regularity of international air
navigation.
2. Recommended practices intended as specifications when their
application is considered as a recommendation in the interest of safety,
regularity, and efficiency of international air navigation.
3. Appendices dealing with the preceding points.
4. Definitions of the used terminology.

Role of European Commission
Commission is independent of national governments was set up in the 1950s

under the EU’s founding treaties.
The Commission consists of 27 women and men — one from each EU
country. José Manuel Barroso (Portugal) heads the EU executive as
President of the European Commission (from 2010)
The European Commission has five main roles:

 to set objectives and priorities for action
 to propose legislation to Parliament and the Council;
 to manage and implement EU policies and the budget;
 to enforce European law (jointly with the Court of Justice);
 to represent the European Union on the international stage, for
example by negotiating agreements between the EU and other
countries.
The European Commision adopts the Implementing Rules (proposed by

EASA), to set objectives for action i.a.w Basic regulation on the common
rules in Civil Aviation field. EC issues Implementing Rules (IR’s) as EC
Regulations.
Commission politically accountable to Parliament. Commission is appointed

every five years, within six months of the elections to the European Figure 1. 3: European Commission
Parliament. The day-to-day running of the Commission is done by its Structure
administrative officials, experts, translators, interpreters and secretarial staff.
The Commission’s headquaters is in Brussels (Belgium), it also has offices in
Luxembourg, representations in all EU countries and in many capital cities
around the world.

Role of EASA
Prior to 2003 control of the aviation industry in an ICAO member state was
executed by the National Aviation Authority (NAA) of that state.
EASA was created by the adoption of a European Parliament and Council
Regulation (EC) No 1592/2002 of 15 July 2002. This regulation, now
amended by Regulation (EC) No 216 /2008, put in place a European
Community system of air safety and environmental protection.
Prior to EASA being formed there was a European organization called the
Joint Aviation Authorities (JAA). This was an organization of various
European states that standardized their regulations, in accordance with the
ICAO Annexes. Upon formation of EASA it was stated that EASA would take
over all functions of the JAA. By 2010 the JAA ceased to exist, however all of
the regulations produced by the JAA are incorporated into EASA
regulations.
The JAA was dissolved in June 2009. Therefore the JAA no longer exists,
and all the Joint Aviation Regulations (JARs) have been superseded by
equivalent EASA Regulations.
The major difference between the JAA and EASA is that the JAA regulations
were not legally binding on NAAs. EASA regulations are part of the legally
binding law of the European Parliament, formed by the Treaty of Rome. All
members of the EU are signed up to this treaty; therefore EASA regulations
Figure 1. 4: The EASA office building
have the force of law within member states.
in Cologne
EASA is now fully operational and is based in Cologne, Germany.

Purpose of EASA
The European Aviation Safety Agency is the centrepiece of the European

Union’s strategy for aviation safety. EASA’s mission is to promote the
highest common standards of safety and environmental protection in civil
aviation.
EASA’s tasks are as follows
1. To assist the European Commission in preparing legislation, and

support the Member States and industry in putting the legislation into
effect. (proposed i.a.w rulemaking process)
2. To assist the European Commission in monitoring the application of
European Community legislation.
3. To adopt its own certification specification and guidance material,
conduct technical inspections, and issue certificates where centralized
action is more efficient.
The Agency will develop its know-how in all the fields of aviation safety and
environmental protection in order to assist Community legislators in the
issuing of common rules for: •
 The certification of aeronautical products, parts, and appliances.
 The approval of organizations and personnel engaged in the Figure 1. 5: The EASA administrative structure
maintenance of these products, parts and appliances.
 The approval of air operations.
 The licensing of aircrew.
 The safety oversight of airports and air traffic services operators

Membership of EASA
EASA comprises the 27 European Union (EU) States plus four states from
within Europe who are not EU members, namely Iceland, Norway,
Switzerland and Lichtenstein.
Relationships with Other Organizations
The EASA works closely with representatives of other organizations to ensure

that it takes their views into account. Examples are shown below:
1. Interested parties in industry, which are subject to rules drafted by the

EASA, are pivotal in ensuring the success of civil aviation safety
standards by assisting in the drafting and correct application of
European Community and EASA rules. European aviation authorities
perform a critical role in assisting the EASA with the performance of its
core rulemaking, certification, and standardization functions.
2. International aviation organizations such as the EUROCONTROL, and
the International Civil Aviation Organization work together with the
EASA to promote international civil aviation standards.
3. International aviation authorities such as the Federal Aviation
Administration, Transport Canada, DAC/CTA (Brazil), and the Interstate
Aviation Committee (Russia) work with the EASA to ensure compliance Figure 1. 6: EASA Member States
with international standards and to facilitate trade in aero-nautical
products.
4. Accident investigation bodies issue safety recommendations and
analysis that guide the agency’s safety strategy.

Role of Member States and National Aviation Authorities
The way how the member states deals with the Civial Aviaton bodies -varies
from state to state. (i.e. Directorate General of Civil Aviation at Germany and
Civil Aviation Authority in UK)
The National Aviation Authorities of the EU member states are known as
EASA Competent Authorities (CAs). The Competent Authorities are still
responsible (despite of EASA establishment) for administering and enforcing
the Rules and Regulations produced by EASA. The CAs are also responsible
for maintaining an individual register of aircraft for their state, and a register of
organizations (such as airline companies operating under an Air Operator’s
Certificate (AOC)) situated in their territories.
Furthermore, the Member States remain responsible for the regulation of:
 Aircraft listed under Annex II of the BR (e.g. certain historic aircraft,
experimental aircraft, light unmanned aircraft, etc).
 Operations of aircraft while carrying out military, customs, police,
search and rescue,fire fighting, coastguard or similar activities or
services.
 ATM/ANS, including systems and constituents that are provided or
made available by the military.
 Aerodromes that are controlled and operated by the military.
 Aerodromes below a certain size
Member States are also involved in the process of decision when draft rules
need to be developed. Figure 1. 7: Member States Civil Aviation bodies structure
They play an important role in advising EASA through various bodies and (example)
assisting the Commission.

Figure 1. 8 Scheme of European Civil Aviation

 Aeroplanes, helicopters and powered parachutes having no more than

Aircraft Regulated by EASA two seats, and a maximum take-off mass (MTOM), of between 300 –
495 kg depending on type.
All aircraft are covered by Regulation (EC) 216/2008 (Basic regulation)  Aeroplanes, having the stall speed or the minimum steady flight speed
except for those excluded by Article 1 of 216/2008 which comprises those in landing configuration not exceeding 35 knots calibrated air speed
engaged in military, customs, police or similar services. In addition Appendix (CAS);
II of 216/2008 also excludes historical aircraft which are very few in number,
experimental aircraft, homebuilt aircraft, microlight aircraft, gliders of very light
weight and very light unmanned aircraft.
The definition of the word aircraft is found in article 2 of Regulation (EC) No

2042/2003 as follows:
‘aircraft’ means any machine that can derive support in the atmosphere
from the reactions of the air other than reactions of the air against the
earth’s surface.
Excluded Aircraft
 Aircraft used by the Military, Customs, Police (Government Aircraft)
Appendix II aircraft: • Figure 1. 9: Homebuilt aircraft, like this 90%

scale Spirtfire, are „EASA exempt“ under
 Historic aircraft or aircraft having a historical significance such as Annex II of the Basic Regulation and are
 a participation in a noteworthy historical event, or therefore maintained and flown inder National
 a major step in the development of aviation, or regulations.
 a major role played into the armed forces of a Member State;
 Single and two-seater gyroplanes with a maximum take off mass not
 Aircraft specifically designed or modified for research, experimental or exceeding 560 kg;
scientific purposes, and likely to be produced in very limited numbers;  Gliders with a maximum empty mass, of no more than 80 kg when
single-seat or 100 kg when two-seat, including those which are foot
 Aircraft of which at least 51 % is built by an amateur, or a non-profit launched;
making association of amateurs, for their own purposes and without
any commercial objective; •
 Aircraft that have been in the service of military forces, unless the
aircraft is of a type for which a design standard has been adopted by
the Agency; •

Principle Regulations
EU parliament and Council or European Comission are the EU institutions

that adopt regulations. Once done so, they are written into the Official
Journal of the European Union. This Journal can be viewed online at
http://eur-lex.europa.eu.
The drafting and approval of rules (“rulemaking”) is a lengthy process of

EASA, and involvement of the EU National Aviation Authorities (NAAs) is
maintained throughout via its Advisory Group of National Authorities (AGNA).
Regulation structure:
Regulation consist of preambule, articles and annexes, appendixes to
annexes if applicable.
i.e Regulation 2042/2003 consists of Annexes which are called Parts.
Each Part consists of two sub-sections, A and B.
Sub-section A contains the implementing rules for personnel and

organization.
Sub-section B contains implementing rules to enable the Competent

Authorities of EASA to carryout their duties.
The Sub-section paragraphs can be recognized by the inclusion of the letters

‘A’ or ‘B’ as appropriate in the paragraph number, such as 66.A.15, and
66.B.15.
Figure 1. 10: EC Regulation example

Regulation (EC)No 216/2008 and its implementing rules Regulation (EC)

No 1702 and (EC) No 2042/2003
(Superseeding 1592/2002)
The basic regulation establishes common essential requirements to provide

for a high uniform level of civil aviation safety. It also establishes EASA.
Article 1 and annex ll defines those aircraft (types and roles) not covered by
this regulation.
The amended Regulation (EC) No.216/2008 established regulations

regarding (amongst others): •
-Flight Crew Licensing (EU-FCL)

-Air Operations (IR-OPS)
-Regulation (EC) No 1702/2003 (repealed by 748/2012) - The Implementing
-Regulation for Airworthiness and Certification contains Part-21 the
implementing rules for certification of aircraft and environmental standards.
-Regulation (EC) No 2042/2003 for Continuing Airworthiness.

Figure 1. 11: Basic Regulation structure

Regulation (EC) No. 2042/2003 - The Implementing Regulation for As such published acceptable means of compliance / guidance material are
Continued Airworthiness not the only means to show compliance, the applicant may decide to show
compliance by other means. When so doing it does not need to justify why an
Consists of 4 Annexes: alternative is used, but the burden of proof that the requirement is met relies
entirely with it.
Annex I Part-M Continuing Airworthinnes requiriments
Annex ll Part-145 Maintenance Organisations Approvals Seven (EC) 2042/2003 amendments since now:
Annex lll Part-66 Certifying Staff
 707/2006 of 8 May 2006
Annex lV Part-147 Training Organisations Requiriments
 376/2007 of 30 March 2007
To assist organisations and individuals to comply with this regulation  1056/2008 of 27 October 2008
Acceptable Means of Compliance (AMC) and Guidance Material (GM) is
provided where applicable, relevant to the appropriate annex paragraph. If an  127/2010 of 5 February 2010
organisation wishes to achieve compliance with a regulation by some
alternative to the AMC as published, then it can do so providing it can  962/210 of 26 October 2010
demonstrate that the alternative method of compliance is acceptable to the
relevant National Aviation Authority.  1149/2011 of 21 October 2011
Acceptable Means of Compliance (AMC) and Guidance Material (GM)  593/2012of 5 July 2012
The term Acceptable Means of Compliance (AMC) as referred to in Articles
18 and 19 of the Basic Regulation and its implementing rules is primarily used
to qualify technical interpretative material to be used in the EASA certification
process. In this respect, the AMC serve as means by which the certification
requirements contained in the Basic Regulation, and its implementing rules,
and more specifically in their annexes (also referred as "Parts"), can be met
by the applicant.
Acceptable Means of Compliance (AMC) and Guidance Material (GM)

illustrate a means, but not the only means, by which a requirement contained
in an EASA airworthiness code or an implementing rule of the Basic
Regulation, can be met. An applicant correctly implementing an AMC/GM
issued by EASA is assured of acceptance of compliance.

Relationships between the various Annexes (Parts) such as Part- Explanation:

21, Part-M, Part-145, Part-147 and EU-OPS (IR-OPS).
An owner or a leesor of the aircraft must have a management
The following diagram will assist in understanding how they interrelate. organization approved under Part-M Sub Part G to manage the
airworthiness of his aircraft. The Part-M organization is responsible for
contracting and monitoring the activities of those Part-145 or Part-M
Sub Part F Approved organizations who carry out maintenance on
aircraft and its components.
Part-145 organisations require Licensed Engineers to carry out release to

service functions. These engineers are licensed by Part-66. To achieve the
standards required by Part-66 engineers have to attend training courses of
various standards at Part-147 Approved training schools.
Part-145 and Part-M organizations require liaison with Part-21 Design

organizations to enable repairs to be approved in accordance with
Certification Specification exemplified by CS 25 (large aeroplanes).
Finally flight crews have an airworthiness responsibility under Part-M in that

they can be trained to carry out pre flights, which are a Part-M function.
If the Owner is conducting business in the commercial air transport field then
he must hold an EU-OPS (IR-OPS) approval (also known as an Air Operators
Certificate (AOC)). In this case the Part-M approval is issued in conjunction
with his AOC. He cannot have an AOC without a Part-M.
Figure 1. 12: Regulation relationship
Loss of any associated approval (Part-145 etc) under Part-M would therefore
entail loss of Part-M and his AOC. He would be effectively grounded.

Module 10.2 Certifying Staff - Maintenance

SECTION A – Technical Requirements
Introduction
66.A.3 Licence categories
General
AML include the following categories:
Part-66 is the name given to Annex lll of Regulation (EC) 2042/2003 and is
concerned with the licensing of Aircraft Maintenance Engineers (AMEs). Part-  Category A Maintenance Certifying Mechanic
66 came into force on 29 November 2003, but various derogations allowed  Category B1 Maintenance Certifying Technician (Mechanical)
the regulation not to be mandatory until September 2006 for large aircraft  Category B2 Maintenance Certifying Technician (Avionic)
(MTOW > 5700 Kg), or September 2008 for light aircraft (MTOW< 5700Kg).  Category B3 Maintenance Certifying Technician (Light Aircraft)
Part-66 is the Aircraft Maintenance Licence (AML) requirement for all EASA  Category C Base Maintenance Certifying Engineer
member States. All staff issuing Certificates of Release to Service in
accordance with Part 145.A.50 are required to be licensed in accordance with Category A and B1.1 are subdivided into sub-categories relative to
Part-66; combinations of aeroplanes, helicpoters, turbine and piston engines.
These subcategories are::

 A1 abd B1.1 Aeroplanes Turbine
 A2 and B1.2 Aeroplanes Piston
 A3 and B1.3 Helicopters Turbine
 A4 and B1.4 Helicopters Piston

Category B3
The category B3 is applicable to piston-engine non-pressurised aeroplanes of

2000kg MTOM and below.
The regulation introducing this category of license Regulation (EC) No.

1149/2011 allows individuals, companies and national Aviation Authorities
(NAAs) time to implement the B3 scheme (for aircraft not involved in
commercial air trainsport ) as follows:
a Persons holding National light aircraft qualification prior to introduction

of this regulation shall be entitled to immediate conversion, with any
limitation deemed necessary to meet the B3 standard
b The NAA does not have to issue new B3 licenses until 28 September
2012
c Part 145 organisations do not have to have B3 certifying staff until 2014
(hence they can continue to use NAA certification standards)
d. The requirement to have B3 license and certifying staff for ELA 1
aircraft (light aircraft less than 1000kg/balloons and small airships) is
deferred until 2015. In addition the Agency is discussing a new category
of license for such aircraft
Figure 2. 1: Maintenance Staff are Category A, B or C, for the purposes of
maintenance certification

66.A.5 Aircraft groups
For the purpose of ratings on Aircraft maintenance licences, Aircraft shall be

cllasified in the following groups:
1. Group 1: complex motor-powered Aircraft as well s multiple engine

helicopters, aeroplanes with maximum certified operting altitude
exceeding FL290, Aircraft equipped with fly-by-wire systems and other
Aircraft requiring an Aircraft type rating when defined so by the
Agency.
2. Group 2: Aircraft other than those in Group 1 belonging to the

following subgroups:
 Sub-group 2a: single turbo-propeller engine aeroplanes
 Sub-group 2b: single turbine engine helicopters
 Sub-group 2c: single piston engline helicopters
3. Group 3: piston engine aeroplanes other than those in group 1.
Figure 2.2: Boeing 747 (group 1) and Cessna 172 (group 3) aircrafts

66.A.10 Application 66.A.15 Eligibility
So what do you need to do to apply for a basic license or an extension to a The applicant for an Aircraft maintenance licence shall be at least 18 years of
license? The following lists the requiriment for successfull Application for AML age.
i.a.w EASA Part 66 regulations:
 Meet the Basic Knowledge requiriments (Basic training examination Note: The minimum age to certify with it is 21. (Part-145 requiriment)
certificates (NAA or Part-147)
 Gain the experience which should be written up in a manner that the
reader has a reasonable understanding of where, when and what
maintenance constitutes the experience.
(if a reduction based upon completion of Part-147 or technical trining
course is required by the applicant – certificates of recognition or
succesfull completion are mandatory)
 Provide a proof of Identity (Passport or Birth Certificate is preferred).
 Complete Application Form 19 (in a manner established by the
competent authority).
 Type training certificates/OJT logs(if applicable) are required during
endorsment with type rating.
 Submit to your NAA (or it must be submitted by your Part-145 i.a.w
procedures)
 (pay the fee)
When You Have Your License
Upon receipt of a Part-66 basic license it must be signed by the holder and
kept with a visual proof of identity.

Figure 2.3: EASA form 19 (Issue 3)

66.A.20 Privileges Category B2

A category B2 certifying staff authorisation permits the holder to issue
Note: certificates of release to service and to act as B2 support staff for following:
‘Certification Authorisation’ means the authorisation issued to certifying staff - maintenance on avionic and electrical systems.
by the Part 145 or Part M SUBPART F Organisation and which specifies the - electrical and avionic tasks within powerplant and mechanical systems
fact that they may sign certificates of release to service within the limitations (requiring only simple tests to prove serviceability)
stated in such authorisation on behalf of the 145 or M organisation. -to issue certificate of release to service following minor scheduled line
maintenance and simple defect rectification within the limits of tasks
Category A specifically endorsed on the auhorization reffered in 145.a.35. This privilege
A Category A certifying licence permits the holder to issue certificates of shall be restricted to work that the licence holder has personally performed in
release to service following minor scheduled line maintenance and simple the maintenance organisation which issued the authorization and limited to
defect rectification within the limits of tasks specifically endorsed on the the ratings already endorsed on B2 licence.
certification authorisation. The certification privileges are restricted to
maintenance which the authorisation holder has personally performed in a Cat. B2 does not include any A subcategory.
Part-145 organisation (which issued authorization).
Introduced with
A list of typical category A Tasks can be found in the AMC to Part-145
(EC)1149/2011
A.30(g).
Category B3
Category B1 A category B3 certifying staff authorisation permits the holder to issue
A category B1 certifying staff authorisation permits the holder to issue certificates of release to service following maintenance, including aircraft
certificates of release to service and to act as B1 support staff for following: structure, power plants and mechanical and electrical systems. on piston
 maintenance performed on aircraft structure, power plants and engine non pressurised aircraft less than 2000Kg MTOM not involved in
mechanical and electrical systems. Commercial Air Transport Authorisation. Simple tests to prove Avionic system
 work on avionic systems requiring only simple tests to prove their serviceability is also permitted, but not repair thereof.
serviceability (no troubleshooting).
Category C
Cat. B1 includes the corresponding A subcategory. A category C certifying staff authorisation permits the holder to issue
certificates of release to service following base maintenance. The
authorisation is valid for the aircraft, in its entirety, including all systems.

66.A.20 (b) Requiriments to excercise privilleges
The holder of an aircraft maintenance licence may not exercise certification

privileges unless:
1. He/she is in compliance with the applicable requirements of Part-M and/or
Part-145.
2. In the preceding two-year period he/she has, either had six months of
maintenance experience in accordance with the privileges granted by the
aircraft maintenance licence or, met the provision for the issue of the
appropriate privileges.
3. He/she has the adequate competence to certify maintenance - this means

that the licence holder and/or Part145 where she/he employed ensures
that he/she has acquired apropriate knowledge/skills/attitude and
experience to release the Aircraft being maintained.
4. He/she is able to read, write and communicate to an understandable level

in the language(s) in which the technical documentation and procedures
necessary to support the issue of the certificate of release to service are
written.

AML(no type rating endorsed)

=
Basic knowledge Basic experience
+
(66.A.25) (66.A.30)
66.A.25 Basic Knowledge Requirements
Regardless of the method by which a candidate learns the knowledge, in all Extended from 5
cases he/she must pass an examination for those modules in the category years with
he/she is applying for. Upon passing the first module taken there is then a 10 (EC)1149/2011
year window in which all modules must be passed prior to application for
licence.
Details of the modules required, the syllabus for each module and the
knowledge level required are found in Appendix 1 to Part-66.
Extension to the Basic License
A license holder is permitted to extend his basic license to include an

additional category. To achieve this he/she needs to pass those exams or
parts of exams to satisfy the extra license requirement and also show proof of
experience in the new category.
Exemption from Knowledge Requirements (Credits)
Full or partial credit against the basic knowledge requirements and

associated examination shall be given for any other technical qualification
considered by the Competent Authority (CA) to be equivalent to the
knowledge standard of Part-66.

66.A.30 Basic experience requiriments
The Category A License
a. 3 years of practical maintenance experience on operating Aircraft

(with no previoous relevant technical training)
b. 2 years of practical maintenance experience on operating Aircraft and

completion of training considered relevant by a competent authority
(skilled worker in a technical trade)
c. 1 year of practical maintenance experienceon operating Aircraft and

completion of a basic training full course
(at Part-147 approved organisation)
Note:
A course duration approved under Part-147:
 A1 – 800h
 A2 – 650h
 A3 – 800h
 A4 – 800h
There are no TYPE RATINGS on Category A License.

The Category B1 License
For B1.1 and B1.3 The Category B2 License
a. 5 years of practical maintenance experience on operating Aircraft Category B2 (duration identical to B1.1 and B1.3)
a. 5 years of practical maintenance experience on operating Aircraft
b. 3 years of practical maintenance experience on operating Aircraft and (with no previoous relevant technical training)
(skilled worker in a technical trade) b. 3 years of practical maintenance experience on operating Aircraft and
c. 2 year of practical maintenance experienceon operating Aircraft and (skilled worker in a technical trade)
(at Part-147 approved organisationp) c. 2 year of practical maintenance experienceon operating Aircraft and
(at Part-147 approved organisation).
For B1.2 and B1.4 (duration identical to cat. A and B3)
a. 3 years of practical maintenance experience on operating Aircraft Note:

(with no previoous relevant technical training) Course approved durration under Part-147. The course will consist of a
minimum of 2400 hours instruction.
b. 2 years of practical maintenance experience on operating Aircraft and
c. 1 year of practical maintenance experienceon operating Aircraft and

Note:
A Course duration approved under Part-147:
The course will consist of a minimum of 2400 hours.

The Category B3 License The Category C License
For cat. C with respect to large Aircraft:

For B3 (duration identical to cat. A, B1.2 and B1.4)
a. 3 years of experience excercising category B1.1, B1.3 or B2 privileges on
a. 3 years of practical maintenance experience on operating Aircraft large Aircraft or as support staff (or combination of both)
b. 5 years of experienceexcercising category B1.2 or B1.4 privileges on large
b. 2 years of practical maintenance experience on operating Aircraft and Aircraft or as a support staff (or combination of both)
For cat. C with respect to other than large Aircraft:
c. 1 year of practical maintenance experienceon operating Aircraft and a. 3 years of experience excercising category B1 or B2 privileges on other
completion of a basic training full course than large Aircraft or as support staff (or combination of both)
Note: The Graduate Route - A graduate holding a degree in Aeronautical

A Course duration approved under Part-147: Engineering, or a similar discipline that is considered by the CAA relevant to
The course will consist of a minimum of 1000 hours. aircraft maintenance that has been accepted for this purpose by the CAA,
must have at least 3 years experience in a civil aircraft maintenance
environment including 6 months of observation of base maintenance tasks. A
person qualifying for a Category C licence via this route will not be entitled to
There are no TYPE RATINGS on Category B3 License. a Category B1, B2 or B3 licence unless the requirements for those
Categories are also met.

Licence extension 66.A.40 Continued validity of the AML
An applicant for extension to an Aircraft maintenance licence shall have a The Part-66 Aircraft Maintenance License becomes invalid 5 years after its
minimum civil Aircraft maintenance experience requirement appropriate to the last issue or change, unless the holder submits his/her License to the
additional category or subcategory of licence applied for as defined in competent authority that issued it, in order to verify that the information
Appendix IV to Part-66 contained in the license is the same as that contained in the competent
authority records.
Recent Practical Maintenance Experience
All applicants must have gained at least 1 year experience on aircraft typical
of the category or sub-category applied for. (or min. 3 months for extension
with another cat/subcat – dependant upon the difference of
categories/subcategories).
Of this one year’s experience, six months must have been gained in the 12
months immediately before application. The remainder of the recent
experience must have been gained in the 7 years before application.
All experience must have been acquired within the 10 years.
Skilled Worker
A skilled worker is a person who has successfully completed a course of

training, acceptable to the competent authority, involving the manufacture,
repair, overhaul or inspection of mechanical, electrical or electronic
equipment. The training would have included the use of tools and measuring
devices.
Experience outside Civil Aviation
Aircraft maintenance experience gained outside a civil aircraft maintenance

environment can include experience gained in armed forces, coast guards
and police. (when such maintenance is equivalent to that required by Part-66)
However atleast one year of civil experience on aircraft typical of the category
or sub-category for which application is made, is required.

66.A.45 Endorsment with aircraft ratings
General
In order to be entitled to excercise certification privileges on a specific Aircraft

type, the folder of an Aircraft maintenance licence need to have his/her
licence endorsed with the relevant Aircraft ratings:
For B1, B2 or C Category Licenses the relevant ratings are:

 For group 1 – appropriate Aircraft type rating
 For group 2 – appropriate Aircraft type rating, manufacturer sub-group
rating or full sub-group rating
 For group 3 – apropriate Aircraft type rating or full group rating
For B3 Category Licences the relevant rating is:

 „piston-engine non-pressurised aeroplanes of MTOM 2000kg and
below“
For A Category Licences Figure 2. 4: Aircraft Type Training includes classroom and
 no rating required (subject to compliance with the requirements of practical tuition, and is completed by success in the
145.A.35) associated examination and practical assessment
The endorsment of aircraft type ratings requires the satisfactory

completionof the relevant category B1, B2 or C aircraft type training.
Additionaly to the requiriment above, the FIRST Aircraft rating within

the given category/subcategory of AML requires satisfactory
completion of the corresponding On the Job Training (which can be
conducted by Part-145 ONLY).
(Aircraft type ratings within EU can be found at Appendix I to AMC to Part-66)

Group 2/3 and cat B3 endorsment:

For the B3 licence:
For Group 2 and 3 aircraft there are exceptions for endorsment with type
ratings which can also be granted after Type examination as described per The endorsement of the rating ‘piston-engine non-pressurised aeroplanes of
Appendix III to Part 66 (NOT a Type Training Examination) or showing of an 2 000 kg MTOM and below’ requires demonstration of practical experience.
adequate practical experience.
Unless the applicant provides evidence of appropriate experience, the rating
For group 2: shall be subject to the following limitations, which shall be endorsed on the
B1 and C manufacturer sub-groups – must meet requiriments for at least 2 licence:
representative same manufacturer aircrafts. Full sub-group – at lest 3.
 wooden structure aeroplanes
B2 – requires demonstration of practical experiencefor either manufacturer or  aeroplanes with metal tubing structure covered with fabric
full sub-group.  metal structure aeroplanes
 composite structure aeroplanes.
For Group 3:
B1, B2, C Full group rating – practical experience required of at least 3 types
which are representative for category.
For B1 - following limitations available if not appropriate experience shown:

 pressurised aeroplanes
 metal structure aeroplanes
 composite structure aeroplanes
 wooden structure aeroplanes
 aeroplanes with metal tubing structure covered with fabric.

66.A.50 Limitations 66.A.70 Conversion provisions
(a) The holder of a certifying staff qualification valid in a MS, prior to the date of
Limitations introduced on an Aircraft maintenance licence are exclusions from entry into force of Part-66 shall be issued an aircraft maintenance licence by
the certification privileges and affect the Aircraft in its entirety. the competent authority of this Member State without further examination
subject to the conditions specified in Section B Subpart D.
(b) Limitations removed upon: demonstrations of experience or satisfactory
practical assessment by CA. (c) Where necessary, the aircraft maintenance licence shall contain
(appbicable for Group 3 and cat. B3 licences) limitations in accordance with point 66.A.50 to reflect the differences between
(i) the scope of the certifying staff qualification valid in the Member State
(c) before the entry into force of this Regulation and (ii) the basic knowledge
For limitations referred to in 66.A.70, limitations shall be removed upon requirements and the basic examination standards laid down in Appendix I
satisfactory completion of examination on those modules/subjects defined in and II to Part-66.
the applicable conversion report.
(for converted licences) GM 66.A.70
The sentence “the holder of a certifying staff qualification valid in a Member
66.A.55 Evidence of Qualification State” means any person who had a qualification valid in that Member State
allowing that person the performance of activities identical to the privileges of
Personnel excercising certification privileges as well as support staff shall “certifying staff” contained in Regulation (EC) 2042/2003. This means that the
produce their licence, as evidence of qualification, within 24 hours upon signature of that person was sufficient to declare that the maintenance had
request by an authorised person. been properly performed and the aircraft was ready for service and fit for
flight in respect to such maintenance.

Basic training and examination standart

(Appendix I and Appendix II to Part 66)
Basic training
+
Basic examination
Examinations could be taken at Part 147 or NAA without atending any

training (self trained).
Basic examination:
 All basic examination shall be carried out using the multi-choice

question format and essay questions (when applicable).
 Each question shall have 3 alternative answers of which only one is

correct (nominal for answering 1 question – average 75 sec)
 Each essay – 20 minutes of time for written answering. (essays

applicable for – 7A,7B,9A,9B and 10)
 Pass mark for MCQ and ESSAY – 75%
 If either MCQ or ESSAY only failed, neccesary to retake only failed

part (not whole module).
 Failed module not to be retaken for at least 90 days following failure

(except Part 147 retraining, which shortens time to 30 days)
 The maximum number of consecutive attempts for each module is 3.

Further seto f 3 attempts available only after 1 year period.

Type training standart Requiriment for course duration justification using Training Needs Analysis
(Appendix III to Part 66) (TNA) for all aproved Theoretical Type Training courses also introduced with
Commision Regulation No.1149/2011.
Type training comprises of:
The type training must cover all applicable subjects (chapters) per table at
Theoretical Training + exam (3.1 (e)) Appendix III to Part 66. Levels of training are used to determine the
Practical Training + assessment objectives and depth of training. There are 3 levels at type and also basic
OJT isolated from training. The category C gained through academic rout, first type training
On The Job Trainig (supervision/assessment) Practical element must be either B1 or B2.
with 1149/2011 The extract (example) of metioned chart below:
Note:
Type training shall have been started and completed in 3 years preceding the
application for endorsment of type rating.
Theoretical and practical elements must be conducted by Part 147 or directly

by NAA approved organisations, OJT – at Part 145 only.
Theoretical training minimum duration introduced with (EC) 1149/2011:
Figure 2. 5 Minimum course duration table (part only)
Figure 2. 6 Extract from Appendix III to Part-66 (Type training)

Theoretical element examination:

Differences training
After the theoretical portion, a written examination shall be performed, which
shall comply with the following:  Differences training is required in order to cover differences between
 Format of the examination is of the multi-choice type. Each multi- two different Aircraft type ratings of the same manufacturer as
choice question shall have 3 alternative answers of which only one determinde by Agency.
shall be the correct answer. The total time is based on the total
number of questions and the time for answering is based upon a  Differences training has to be defined on a case-to-case basis taking
nominal average of 90 seconds per question. into account the requirements contained in this Appendix III in respect
- The number of questions shall be at least 1 question per hour of of both theoretical and practical elements of type rating training.
instruction. The number of questions for each chapter and level shall be
proportionate to:  A type rating shall only be endorsed on a licence after differences
 the effective training hours spent teaching at that chapter and level, training when the applicant also complies with one of the following
 the learning objectives as given by the training needs analysis. conditions:
 The competent authority of the Member State will assess the  having already endorsed on the licence the aircraft type
number and the level of the questions when approving the course. rating from which the differences are being identified, or
 Pass mark – 75 %  having completed the type training requirements for the
aircraft from which the differences are being identified.
Practical element assessment Standard:
Example of difference training course:
After the practical element of the aircraft type training has been completed, an Boeing 737-300/400/500 differences to Boeing 737-600/700/800/900 subcat.
assessment must be performed, which must comply with the following: B1.1
(a) The assessment shall be performed by designated assessors
appropriately qualified.
(b) The assessment shall evaluate the knowledge and skills of the trainee.

Category A Task training
Even if cat. A is Part-66 related, the description of task training could be

found at Part 145 and is as follows:
145.A.35(n) Certifying staff and support staff

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

Figure 2. 7 Aircraft Rating Requirements

SECTION B – Procedures for competent Authorities

SUBPART A
STRUCTURE
GENERAL
• Section B: Procedures for Authorities (app's)
 Subpart A: General 66.B.10 Competent Authority
 Subpart B: Issue of an AML
 Subpart C: Examinations
 Subpart D: Conversion of national AML (a) General
 Subpart E: Examination Credits The Member State shall designate a competent authority with allocated
 Subpart F: Revocation, suspension or limitation of the aircraft responsibilities for the issuance, continuation, change, suspension or
maintenance licence revocation of aircraft maintenance licences.
• Acceptable Means of Compliance (app's) This competent authority shall establish an adequate organisational structure
to ensure compliance with this Annex (Part-66).
(b) Resources
The competent authority shall be appropriately staffed to ensure the
implementation of the requirements of this Annex (Part-66).
(c) Procedures
The competent authority shall establish documented procedures detailing
how compliance with this Annex (Part-66) is accomplished.
These procedures shall be reviewed and amended to ensure continued
compliance.

66.B.20 Record-keeping 66.B.25 Mutual exchange of information
(a) The competent authority shall establish a system of record-keeping that In order to implement the requirement of this Regulation, the competent
allows adequate traceability of the process to issue, revalidate, change, authorities shall participate in a mutual exchange of information. If there are
suspend or revoke each AML: possible safety threat involving few Member States – NAA‘s must cooperate
in carrying oversight actions.
These records must include:
 Copy of AML
 Corresondence (related)‘
 details of any exemption and enforcement actions
 reports from other competent authorities relating to the licence holder;
 records of exams (by NAA)
 Credit or conversion reports (if applicable)
Records shall be kept for 5 years after end of licence validity (except exams,
credit and conversion reports – which should be archived for unlimite period)

SUBPART B SUBPART C
ISSUE OF AN AIRCRAFT MAINTENANCE LICENCE 66.B.200 Examination by the competent authority
66.B.100 Procedure for the issue of an aircraft maintenance licence by Within this section the Examination carried out by National Aviation
the competent authority Authorities explained in more detail. Tips for questions generation given,
examner required during all exam, new Essay questions required to be raised
As explained earlier, application to get AML must be submitted, the NAA must every 6 months.
take actions as follows: The NAA examinations have no Mutual Recognition (not like Part-147)
(a) On receipt of EASA Form 19 and other required documents NAA verifies
compliance with Part 66.
(b) Examination status must be verified and Credits given (if applicable)
(c) When identity is proven and all requiriments met – AML will be issued.
66.B.105 Procedure for the issue of an aircraft maintenance licence via

Part-145 organisation
A maintenance organisation approved in accordance Part- 145, when

authorised to issue licences by competent authority, may prepare the AML
on behalf of the competent authority or make recommendations to the
competent authority regarding the application from individual. These
Maintenance organisations than shall ensure compliance with all normal
requiriments (66.B.100)
In all cases, the aircraft maintenance licence can only be issued to the
applicant by the competent authority!

SUBPART D SUBPART E
CONVERSION OF CERTIFYING STAFF QUALIFICATIONS EXAMINATION CREDITS
This Subpart provides the procedures for the conversion of certifying staff This Subpart provides the procedures for granting examination credits.
qualifications.
66.B.300 General 66.B.400 General
The competent authority may convert qualifications obtained in the Member The competent authority may only grant credit on the basis of a credit report.
State for which it is competent, without prejudice to bilateral agreements and The credit report shall be either developed by the competent authority
valid prior to the entry into force of the applicable requirements of Part-66. approved by the competent authority to ensure compliance with Part 66.
The competent authority may only perform the conversion in accordance with Credit report must include comparison between the modules, sub-modules,
a conversion report. Conversion reports shall be either developed bythe CAA subjects and knowledge levels contained in Appendix I to this Annex (Part-
ir approved by CAA. 66), as applicable; and the syllabus of the technical qualification concerned
relevant to the particular category being sought.

SUBPART F
CONTINUING OVERSIGHT
66.B.500 Revocation, suspension or limitation of the aircraft

maintenance licence
The competent authority shall suspend, limit or revoke the Aircraft

maintenance licence where it has identified a safety issue or if it has clear
evidence that the person has carried out or been involved in one or more of
the following activities:
1. obtaining the aircraft maintenance licence and/or the certification
privileges by falsification of documentary evidence;
2. failing to carry out requested maintenance combined with failure to
report such fact to the organisation or person who requested the
maintenance;
3. failing to carry out required maintenance resulting from own inspection
combined with failure to report such fact to the organisation or person
for whom the maintenance was intended to be carried out;
4. negligent maintenance;
5. falsification of the maintenance record;
6. issuing a certificate of release to service knowing that the
maintenance specified on the certificate of release to service has not
been carried out or without verifying that such maintenance has been
carried out;
7. carrying out maintenance or issuing a certificate of release to service
when adversely affected by alcohol or drugs;
8. issuing certificate of release to service while not in compliance with
Annex I (Part-M), Annex II (Part-145) or Annex III (Part-66).

Appendix I -The Pages of the Licence
The Licence is issued by the Competent Authority in a hardLicence is officially

known as EASA Form 26. The pages are as follows:
Figure 2. 9 EASA Form 26 (2nd part)

Figure 2. 8 EASA Form 26 (1st part)

Module 10.3 Approved Maintenance Organisations
Applicability
General
Part-145 covers the approval of organisations engaged in the maintenance of
An organisation can be approved to maintain Aircraft, Engines or aircraft or aircraft components used for Commercial Air Transport, and
Components or any combination of the three. Annex ll to Regulation (EC) No. applies to all large aircraft, regardless of use. Part-145 and the Acceptable
2042/2003 - Part-145 (The Part) details the requirements. This section will Means of Compliance and Guidance Material is available on the EASA
discuss these in the order that they are detailed in the Part. Website. For the purpose of this regulation a “large aircraft” means an
aeroplane with a Maximum Take-Off Mass (MTOM) exceeding 5700 kg, or a
Aircraft Maintenance Organisations are approved for either Line or Base multi-engine helicopter. Organisations engaged in the maintenance of aircraft
maintenance or both. with a MTOM not exceeding 5700 kg and single engine helicopters not
engaged in Commercial Air Transport need to be approved in accordance
Part-145 came into effect on 29 November 2003 for the maintenance of all with Part-M Sub Part F. See Module 10.5 for details of the Part-M
EASA aircraft when used for Commercial Air Transport (CAT), and from 28 organisation.
September 2008 to include all large aircraft regardless of use.
SECTION A – Technical Requirements
The Certificate of Release to Service (CRS) required after maintenance of an
aircraft or an aircraft component used on a large aircraft, or any aircraft used 145.A.15 Application
for Commercial Air Transport, can only be issued by an organisation
appropriately approved in accordance with Part-145. Application for Part-145 approval is made to the Competent Authority on
EASA Form-2. The Organisation’s Maintenance Organisation Exposition
Competent Authority (CA) (MOE) forms a part of the application.
For the purpose of Part-145, the competent authority shall be:
1. for organisations having their principal place of business in a Member

State, the authority designated by that Member State, or;
2. for organisations having their principal place of business located in a
country other than an EASA state, EASA (The agency).

145.A.10 – Scope
Maintenance Organisation Exposition (MOE)
To be approved the AMO must submit to the Competent Authority a

document known as the Maintenance Organisation Exposition (MOE). The
document contains full details of how the AMO intends to comply with Part-
145 and the classes and types of equipment it is applying for approval to
service.
Line Maintenance Definition
Line Maintenance should be understood as any maintenance that is carried

out before flight to ensure that the aircraft is fit for the intended flight.
Line Maintenance may include:

 Trouble shooting.
 Defect rectification.
 Component replacement with use of external test equipment if
required.
 Component replacement may include components such as engines
and propellers.
 Scheduled maintenance and/or checks including visual inspections
that will detect obvious unsatisfactory conditions/discrepancies but do
not require extensive in depth inspection. It may also include internal
structure, systems and powerplant items which are visible through
quick opening access panels/doors.
 Minor repairs and modifications which do not require extensive
disassembly and can be accomplished by simple means.
For temporary or occasional cases (ADs, SBs) the Quality Manager may
accept base maintenance tasks to be performed by a line maintenance
organisation provided all requirements are fulfilled as defined by the CA.

Base Maintenance Definition Part-M Subpart F Maintenance Organisation
Base maintenance is defined as scheduled maintenance not included in the Aircraft less than 5700 kg and not used for Commercial Air transport are not
line maintenance definition above. required to be maintained by a 145 Organisation. Instead they can be
maintained by an organisation approved under Part M Sub part F. Essentially
Small Part-145 Organisations the Part-M Subpart F organisation is a scaled down version of a part 145
organisation.
For Maintenance organisation involved in a limited number of light aircraft, or
aircraft components, that is an organisation with a maximum of 10 personnel
actively engaged in maintenance used for commercial air transport do not
demand the same level of resources, facilities or complex maintenance
procedures as the large organisation.
Where only one person is employed (in fact having the certifying function and
others), these organisations approved under Part-145 may use the
alternatives (provided in point 3.1 of GM 145.A.10), but limited to the
following:
 Class A2 Base and Line maintenance of aeroplanes of 5700 kg and

below (piston engines only).
 Class A3 Base and Line maintenance of single engined helicopters of
less than 3175 kg.
 Class A4 Aircraft other than A1, A2 and A3
 Class B2 Piston engines with maximum output of less than 450 HP.
 Class C Components.
 Class D1 Non destructive Testing.

145.A.20 – Terms of approval

C Class Components- Organisation may carry out maintenance on
When an organisation applies for a Part-145 approval it must state which uninstalled components (excluding engines and APUs). The MOE and Part-
category of repair it is applying for. These categories are known as ratings. 145 approval certificate limitation section will specify scope of such
The ratings are grouped into classes. maintenance thereby indicating the extent of the approval C rated
organisation may carry out maintenance on an installed component during
After approval has been granted by the Competent Authority, the Competent base maintenance or at engine/APU maintenance facility subject to a control
Authority will award a Certificate of Approval to the Organisation similar to procedure Such activity has to be detailed in the MOE.
that shown in Figure 3.2.
C ratings are by ATA 2200 Chapter, for example C7 is engine components.
An Approval No will be designated to the Organisation in the form of: For the complete listing of those components approved under this rating the
company has a capability list which is referred to in the MOE.
LT.145.003 – if the awarding authority is a Competent Authority of Amendment to the capability list is the responsibility of the Quality Manager.
EASA member (the LR CAA in this case)
Or
EASA.145.007 – if the awarding authority is the EASA itself.
The last three-digit number is a sequential number applied by the awarding

authority.
Details of approved classes and ratings can be found on Page-2 (the

Approval Schedule) of the EASA approval certificate, EASA Form-3-145.
Classes and Ratings
A class Aircraft - includes engines/APU/components whilst fitted to the

aircraft The approved maintenance organisation may be approved for either
“Base” or “Line” maintenance or both. It should be noted that a “Line” facility
located at a main base facility requires a “Line” maintenance approval.
B Class Engines -Means that organisation may carry out maintenance on an

uninstalled engine or APU and components, only whilst such components are
fitted to engine/APU (unless AMM expressly permits removal to improve Figure 3. 1: Part 145 C rating ATA
access for maintenance). chapters (example - not full)

Figure 3. 2: An example of an EASA Part – 145 Approval Certificate
ISSUE 3, 2014 May 26 Page 50 of 201

145.A.25 – Facility requirements
The organisation has to ensure that facilities are provided appropriate for all The working environment including aircraft hangars, component workshops
planned work, ensuring in particular, protection from the weather elements. and office accommodation is appropriate for the task carried out and in
Specialised workshops and bays are segregated as appropriate, to ensure particular special requirements observed. Unless otherwise dictated by the
that environmental and work area contamination is unlikely to occur. particular task environment, the working environment must be such that the
effectiveness of personnel is not impaired.
The Working Environment
For example:
For base maintenance of aircraft, aircraft hangars are both available and  Temperatures must be maintained such that personnel can carry out
large enough to accommodate aircraft on planned base maintenance. required tasks without undue discomfort.
 Dust and any other airborne contamination are kept to a minimum
For component maintenance, component workshops are large enough to and not be permitted to reach a level in the work task area where
accommodate the components on planned maintenance. Where the hangar visible aircraft/component surface contamination is evident. Where
is not owned by the organisation, it may be necessary to establish proof of dust/other airborne contamination results in visible surface
tenancy. contamination, all susceptible systems are sealed until acceptable
conditions are re-established. Aircraft hangar and component
Office accommodation must be provided for the management of the planned workshop floors should be sealed to minimise dust generation.
work and certifying staff so that they can carry out their designated tasks in a  Lighting is such as to ensure each inspection and maintenance task
manner that contributes to good aircraft maintenance standards. Aircraft can be carried out in an effective manner.
maintenance staff should be provided with an area where they may study  Noise shall not distract personnel from carrying out inspection tasks.
maintenance instructions and complete maintenance records in a proper Where it is impractical to control the noise source, such personnel are
manner. provided with the necessary personal equipment to stop excessive
noise causing distraction during inspection tasks.
For line maintenance of aircraft, hangars are not essential but it is
recommended that access to hangar accommodation be demonstrated for Where a particular maintenance task requires the application of specific
usage during inclement weather for minor scheduled work and lengthy defect environmental conditions different to the foregoing, then such conditions are
rectification. observed. Specific conditions are identified in the maintenance data.

The working environment for line maintenance is such that the particular
maintenance or inspection task can be carried out without undue distraction. Storage Facilities
Therefore where the working environment deteriorates to an unacceptable
level in respect of temperature, moisture, hail, ice, snow, wind, light, Secure storage facilities must be provided for components, equipment, tools
dust/other airborne contamination, the particular maintenance or inspection and material. Storage conditions must ensure segregation of serviceable
tasks must be suspended until satisfactory conditions are re-established. components and material from unserviceable aircraft components, material,
equipment and tools. The conditions of storage are in accordance with the
Protection from the weather elements relates to the normal prevailing local manufacturer's instructions to prevent deterioration and damage of stored
weather elements that are expected throughout any twelve month period. items. Access to storage facilities is restricted to authorised personnel.
Aircraft hangar and component workshop structures should prevent the
ingress of rain, hail, ice, snow, wind and dust etc. For line maintenance of Storage facilities for serviceable aircraft components should be clean, well
aircraft, hangars are not essential but it is recommended that access to ventilated and maintained at a constant dry temperature to minimise the
hangar accommodation be demonstrated for usage during inclement weather effects of condensation. Manufacturer’s storage recommendations should be
for minor scheduled work and lengthy defect rectification. followed for those aircraft components identified in such published
recommendations.
Storage racks should be strong enough to hold aircraft components and

provide sufficient support for large aircraft components such that the
component is not distorted during storage.
All aircraft components, wherever practicable, should remain packaged in

protective material to minimise damage and corrosion during storage.
Figure 3. 3: The maintenance facility

145.A.30 – Personnel to aircraft or component maintenance and demonstrate a working

knowledge of this Part.
(a) The Accountable Manager  Procedures shall make clear who deputises for any particular person
in the case of lengthy absence of the said person.
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 145.A.30 (b)
The Accountable Manager shall:
 Ensure that all necessary resources are available to accomplish Dependent upon the size of the organisation, the Part-145 functions may be
maintenance in accordance with the company procedures that support subdivided under individual managers or combined in any number of ways.
the organisation approval.
 Establish and promote the safety and quality policy specified in The organisation should have, dependent upon the extent of approval, a base
145.A.65 (a). maintenance manager, a line maintenance manager, a workshop manager
 Demonstrate a basic understanding of this Part. and a quality manager, all of whom should report to the accountable manager
except in small Part-145 organisation where any one manager may also be
Note that as the Accountable Manager signs the front page of the Exposition the accountable manager, as determined by the competent authority, he/she
he does not require to be approved by the EASA Form 4 procedure. However may also be the line maintenance manager or the workshop manager.
on receipt of an exposition the CAA can refuse to accept an Accountable
Manager if there is evidence of unacceptable performance in a previous
position.
(b) The Management Team
The organisation shall nominate a person or group of persons, whose

responsibilities include ensuring that the organisation complies with this Part.
Such person(s) shall ultimately be responsible to the Accountable Manager.
These posts are notified for approval to the CA on EASA Form 4
 The person or persons nominated shall represent the maintenance
management structure of the organisation and be responsible for all
functions specified in this Part.
 The person or persons nominated shall be identified and their
credentials submitted in a form and manner established by the
competent authority.
 The person or persons nominated shall be able to demonstrate

relevant knowledge, background and satisfactory experience related

(c) The Quality Manager

2. The maintenance man-hour plan should take into account all maintenance
The Accountable Manager shall appoint a person with responsibility for activities carried out outside the scope of the Part-145 approval.
monitoring the Organisation’s continued compliance with Part-145. This The planned absence (for training, vacations, etc.) should be considered
process includes the associated feedback system as required by 145.A.65 when developing the man-hour plan.
(c). The appointed person shall have direct access to the Accountable
Manager to ensure that the Accountable Manager is kept properly informed 3. The maintenance man-hour plan should relate to the anticipated
on quality and compliance matters. maintenance work load except that when the organisation cannot predict
such workload, due to the short term nature of its contracts, then such plan
AMC 145.A.30 (c) should be based upon the minimum maintenance workload needed for
commercial viability. Maintenance work load includes all necessary work such
Monitoring the quality system includes requesting remedial action as as, but not limited to, planning, maintenance record checks, production of
necessary by the accountable manager and the nominated persons referred worksheets/cards in paper or electronic form, accomplishment of
to in 145.A.30(b). maintenance, inspection and the completion of maintenance records.
(d) Man-hour Plan 4. In the case of aircraft base maintenance, the maintenance man-hour plan
should relate to the aircraft hangar visit plan as specified in AMC 145.A.25(a).
The organisation shall have a maintenance man-hour plan showing that the
organisation has sufficient staff to plan, perform, supervise, inspect and 5. In the case of aircraft component maintenance, the maintenance man-hour
quality monitor the organisation in accordance with the approval. In addition plan should relate to the aircraft component planned maintenance as
the organisation shall have a procedure to reassess work intended to be specified in 145.A.25(a) (2).
carried out when actual staff availability is less than the planned staffing level
for any particular work shift or period. 6. The quality monitoring compliance function man-hours should be sufficient
to meet the requirement of 145.A.65(c) which means taking into account AMC
AMC 145.A.30(d) 145.A.65(c). Where quality monitoring staff perform other functions, the time
allocated to such functions needs to be taken into account in determining
1. Has sufficient staff means that the organisation employs or contracts quality monitoring staff numbers.
competent staff, as detailed in the man-hour plan, of which at least half the
staff that perform maintenance in each workshop, hangar or flight line on any 7. The maintenance man-hour plan should be reviewed at least every 3
shift should be employed to ensure organisational stability. For the purpose of months and updated when necessary.
meeting a specific operational necessity, a temporary increase of the
proportion of contracted staff may be permitted to the organisation by the 8. Significant deviation from the maintenance man-hour plan should be
competent authority, in accordance with an approved procedure which should reported through the departmental manager to the quality manager and the
describe the extent, specific duties, and responsibilities for ensuring adequate accountable manager for review. Significant deviation means more than a
organisation stability. For the purpose of this subparagraph, employed means 25% shortfall in available man-hours during a calendar month for any one of
the person is directly employed as an individual by the maintenance the functions specified in 145.A.30(d).
organisation approved under Part-145, whereas contracted means the person
is employed by another organisation and contracted by that organisation to
the maintenance organisation approved under Part-145.

(e) Personnel Competence

 As a result of this assessment, an individual’s qualification should
The organisation shall establish and control the competence of personnel determine: which level of ongoing supervision would be required or
involved in any maintenance, management and/or quality audits in whether unsupervised work could be permitted.
accordance with a procedure and to a standard agreed by the competent  whether there is a need for additional training.
authority. In addition to the necessary expertise related to the job function,
competence must include an understanding of the application of human A record of such qualification and competence assessment should be kept.
factors and human performance issues appropriate to that person's function This should include copies of all documents that attest to qualification, such
in the organisation. as the licence and/or any authorisation held, as applicable.
For a proper competence assessment of its personnel, the organisation
‘Human factors’ means principles which apply to aeronautical design, should consider that:
certification, training, operations and maintenance and which seek safe 1. In accordance with the job function, adequate initial and recurrent
interface between the human and other system components by proper training should be provided and recorded to ensure continued
consideration of human performance. ‘Human performance’ means human competence so that it is maintained throughout the duration of
capabilities and limitations which have an impact on the safety and efficiency employment/contract.
of aeronautical operations. 2. All staff should be able to demonstrate knowledge of and compliance
with the maintenance organisation procedures, as applicable to their
AMC 1 145.A.30(e) Competence assessment duties.
3. All staff should be able to demonstrate an understanding of human
Competence should be defined as a measurable skill or standard of factors and human performance issues in relation with their job
performance, knowledge and understanding, taking into consideration attitude function and be trained as per AMC 2 145.A.30 (e).
and behaviour. 4. To assist in the assessment of competence and to establish the
The referenced procedure requires amongst others that planners, mechanics, training needs analysis, job descriptions are recommended for each
specialised services staff, supervisors, certifying staff and support staff, job function in the organisation. Job descriptions should contain
whether employed or contracted, are assessed for competence before sufficient criteria to enable the required competence assessment.
unsupervised work commences and competence is controlled on a 5. Criteria should allow the assessment to establish that, among others
continuous basis. (titles might be different in each organisation):
Competence should be assessed by evaluation of:  Managers are able to properly manage the work output, processes,
 on-the-job performance and/or testing of knowledge by appropriately resources and priorities described in their assigned duties and
qualified personnel, and responsibilities in a safe compliant manner in accordance with
 records for basic, organisational, and/or product type and differences regulations and organisation procedures.
training, and  Planners are able to interpret maintenance requirements into
 experience records. maintenance tasks, and have an understanding that they have no
authority to deviate from the maintenance data.
Validation of the above could include a confirmation check with the  Supervisors are able to ensure that all required maintenance tasks are
organisation(s) that issued such document(s). For that purpose, carried out and, where not completed or where it is evident that a
experience/training may be recorded in a document such as a log book or particular maintenance task cannot be carried out to the maintenance
based on the suggested template in GM 3 to 145.A.30(e).

data, then such problems will be reported to the 145.A.30(c) person AMC 2 145.A.30(e) Human Factors
for appropriate action. In respect to the understanding of the application of human factors and
human performance issues, maintenance, management, and quality audit
In addition, for those supervisors, who also carry out maintenance tasks, that personnel should be assessed for the need to receive Initial human factors
they understand such tasks should not be undertaken when incompatible with training, but in any case all maintenance, management, and quality audit
their management responsibilities. personnel should receive human factors continuation training. This should
 Mechanics are able to carry out maintenance tasks to any standard concern to a minimum:
specified in the maintenance data and will notify supervisors of  Post-holders, managers, supervisors;
defects or mistakes requiring rectification to re-establish required  Certifying staff, technicians, and mechanics;
maintenance standards.  Technical support personnel such as, planners, engineers, technical
 Specialised services staff are able to carry out specialised record staff;
maintenance tasks to the standard specified in the maintenance data.  Quality control/assurance staff;
They should be able to communicate with supervisors and report  Specialised services staff;
accurately when necessary.  Human factors staff/ human factors trainers;
 Support staff are able to determine that relevant tasks or inspections  Store department staff, purchasing department staff;
have been carried out to the required standard.  Ground equipment operators;
 Certifying staff are able to determine when the aircraft or aircraft  Contract staff in the above categories.
component is ready to release to service and when it should not be
released to service. Human factors training can be carried out by the organisation or by a Part-
 Quality audit staff are able to monitor compliance with Part-145 147 approved or independent training organisation acceptable to the
identifying non-compliance in an effective and timely manner so that competent authority. The training syllabus for Initial human factors training is
the organisation may remain in compliance with Part-145. found in GM 1 145.A.30 (e).
Competence assessment should be based upon the procedure specified in

GM 2 to 145.A.30(e).

AMC 3 145.A.30(e) FTS (f) 145.A.30 NDT
Additional training in fuel tank safety as well as associated inspection The organisation shall ensure that personnel who carry out and/or control a
standards and maintenance procedures should be required for maintenance continued airworthiness non-destructive test of aircraft structures and/or
organisations’ technical personnel, especially technical personnel involved in components are appropriately qualified for the particular non-destructive test
the compliance of CDCCL tasks. in accordance with the European or equivalent Standard recognised by the
Agency. Personnel who carry out any other specialised task shall be
AMC 4 145.A.30(e) EWIS appropriately qualified in accordance with officially recognised Standards. By
derogation to this paragraph those personnel specified in paragraphs (g) and
Competence assessment should include the verification for the need of (h)(1) and (h)(2), qualified in category B1 or B3 in accordance with Annex III
additional EWIS training when relevant. (Part-66) may carry out and/or control colour contrast dye penetrant tests.
EASA guidance is provided for EWIS training programme to maintenance
organisation personnel in AMC 20-22. AMC 145.A.30 (f)
1. Continued airworthiness non-destructive testing means such testing

specified by the type certificate holder /aircraft or engine or propeller
manufacturer in accordance with the maintenance data as specified in
145.A.45 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 the

European Standard EN 4179 dependant upon the non-destructive testing
function to be carried out.

145.A.30(g) Personnel requirements

145.A.30(j)2
Any organisation maintaining aircraft, except where stated otherwise in point For line maintenance carried out at a line station of an organisation which is
(j), shall in the case of aircraft line maintenance, have appropriate aircraft located outside the Community territory, the certifying staff may be qualified in
rated certifying staff qualified as category B1, B2, B3, as appropriate, in accordance with the national aviation regulations of the State in which the line
accordance with Annex III (Part-66) and point 145.A.35. station is based, subject to the conditions specified in Appendix IV of Part-145
In addition such organisations may also use appropriately task trained
certifying staff holding the privileges described in points 66.A.20(a)(1) and
66.A.20(a)(3)(ii) and qualified in accordance with Annex III (Part-66) and point
145.A.35 to carry out minor scheduled line maintenance and simple defect 145.A.30(j)3
rectification. The availability of such certifying staff shall not replace the need
for category B1, B2, B3 certifying staff, as appropriate. For a repetitive pre-flight airworthiness directive which specifically states that
the flight crew may carry out such airworthiness directive, the organisation
145.A.30(h) may issue a limited certification authorisation to the aircraft commander
and/or the flight engineer on the basis of the flight crew licence held.
Any organisation maintaining aircraft, except where stated otherwise in However, the organisation shall ensure that sufficient practical training has
paragraph (j) shall: been carried out to ensure that such aircraft commander or flight engineer
1.For base maintenance (large ac) – cat. C certifying staff and B1/B2 support can accomplish the airworthiness directive to the required standard.
staff.
Register must be kept of all staff. 145.A.30(j)4
In the case of base maintenance of aircraft other than large aircraft have In the case of aircraft operating away from a supported location the
either: organisation may issue a limited certification authorisation to the commander
 certifying staff qualified as category B1, B2, B3 and/or the flight engineer on the basis of the flight crew licence held subject to
or being satisfied that sufficient practical training has been carried out to ensure
 certifying staff qualified in category C assisted by support staff that the commander or flight engineer can accomplish the specified task to
the required standard. The provisions of this paragraph shall be detailed in an
145.A.30(j)1 exposition procedure.
For organisation facilities located outside the Community territory certifying
staff may be qualified in accordance with the national aviation regulations of
the State in which the organisation facility is registered subject to the
conditions specified in Appendix IV to part-145.

145.A.30(j)5 one-off authorisation
In the following unforeseen cases, where an aircraft is grounded at a location

other than the main base where no appropriate certifying staff are available,
the organisation contracted to provide maintenance support may issue a one-
off certification authorisation:
 -to one of its employees holding equivalent type authorisations on

aircraft of similar technology, construction and systems;
or
 -to any person with not less than five 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 as specified in this subparagraph shall be reported to the

competent authority within seven days of the issuance of such certification
authorisation. The organisation issuing the one-off authorisation shall ensure
that any such maintenance that could affect flight safety is re-checked by an
appropriately approved organisation.

145.A.35 – Certifying Staff and Support Staff  actions to be taken when assessment is not satisfactory,
 recording of assessment results.
Definitions
Adequate Understanding of the Aircraft
Certifying Staff: Category A, B1, B2 or B3 Part-66 authorized personnel for
Line Maintenance approved organization. This means that the person has received training and has relevant
maintenance experience on the product type and associated organisation
Support Staff: Those B1, B2 or B3 staff, holding a Part 66 AML with the procedures such that the person understands how the product functions,
appropriate aircraft Rating or Endorsement, whilst not necessarily holding what are the more common defects with associated consequences.
certification privileges, that sign off tasks in Base Maintenance, thus
supporting the Base Maintenance C license holder. Recency
From the above it can be seen that separate records for base and line All Certifying Staff and Support Staff are required to have ongoing aircraft or
maintenance authorized staff must be kept. There is nothing to stop a staff component maintenance experience. 6 Months in the past 2 years is the
member being approved to certify line maintenance and also act as Support norm.
Staff, providing the organization has line and base maintenance approval.
This means they have worked in an aircraft or component maintenance
Certifying Staff and Support staff need: environment and either exercised the privileges of the Part-145 certification
 an adequate understanding of the aircraft authorisation and/or actually carried out maintenance on at least some of the
o the type of aircraft or component; aircraft type systems specified in the authorisation.
o the differences on:
o the particular model/variant; Organisation may only issue a certification authorisation to certifying staff in
o the particular configuration. relation to the basic categories or subcategories and any type rating listed on
 recency the aircraft maintenance licence as required by Annex III (Part-66), subject to
 continuation training the licence remaining valid throughout the validity period of the authorisation
and the certifying staff remaining in compliance with Annex III (Part-66).
They must also be competency assessed through GM 2 145.A.30 (e).
The organisation should develop a procedure describing the process of The organisation must ensure that all certifying staff and Support Staff
competence assessment of personnel. The procedure should specify: receive sufficient continuation training in each 2 year period to ensure that
 persons responsible for this process, such certifying staff have up-to-date knowledge of relevant technology,
 when the assessment should take place, organisation, procedures and human factor issues. Continuation training
 credits from previous assessments, should be a two way process to ensure feedback on procedures, human
 validation of qualification records, factors and technical knowledge and that the organisation receives feedback
 means and methods for the initial assessment, on the adequacy of its procedures related to organisations relevant QA
 means and methods for the continuous control of competence findings. For this reason Quality Department attendance is encouraged.
including feedback on personnel performance, Continuation training should cover changes in relevant requirements such as
 competences to be observed during the assessment in relation with Part-145, changes in organisation procedures and the modification standard
each job function, of the products being maintained plus human factor issues identified from any

internal or external analysis of incidents. It should also address instances

where staff failed to follow procedures and the reasons why particular The holder of a category B2 aircraft maintenance licence may only exercise
procedures are not always followed. the certification privileges described in point 66.A.20(a)(3)(ii) of Annex III
(Part-66) following the satisfactory completion of
In many cases the continuation training will reinforce the need to follow  the relevant category A aircraft task training and
procedures and ensure that incomplete or incorrect procedures are identified  6 months of documented practical experience covering the scope of the
to the company in order that they can be corrected. This does not preclude authorisation that will be issued.
the possible need to carry out a quality audit of such procedures.
The task training shall include practical hands on training and theoretical
The method of training is intended to be a flexible process and could, for training as appropriate for each task authorised. Satisfactory completion of
example, include a Part-147 continuation training course, aeronautical college training shall be demonstrated by an examination or by workplace
courses, internal short duration courses, seminars, etc. The elements, assessment. Task training and examination/assessment shall be carried out
general content and length of such training should be specified in the by the maintenance organisation issuing the certifying staff authorisation.
maintenance organisation exposition unless such training is undertaken by an The practical experience shall be also obtained within such maintenance
organisation approved under Part 147 when such details may be specified organisation.
under the approval and cross referenced in the maintenance organisation
exposition.
The programme for continuation training should list all certifying staff and
support staff and when training will take place, the elements of such training
and an indication that it was carried out reasonably on time as planned. Such
information should subsequently be transferred to the certifying staff and
support staff record as required by 145.A.35 (j).
Style and scope of authorization document
The certification authorisation must be in a style that makes its scope clear to
the certifying staff and any authorised person who may require to examine
the authorisation. Where codes are used to define scope, the organisation
shall make a code translation readily available. ‘Authorised person’ means
the officials of the competent authorities, the Agency and the Member State
who has responsibility for the oversight of the maintained aircraft or
component.
Certifying staff shall produce their certification authorisation to any authorised

person within 24 hours.
The minimum age for certifying staff and support staff is 21 years.

145.A.40 – Equipment, Tools and Materials
The organisation shall have available and use the necessary equipment, tools All such tools and equipment that require to be controlled in terms of servicing
and material to perform the approved scope of work. or calibration by virtue of being necessary to measure specified dimensions
and torque figures etc, should be clearly identified and listed in a control
Approved Tooling register including any personal tools and equipment that the organisation
agrees can be used.
Where the manufacturer specifies a particular tool or equipment, the
organisation shall use that tool or equipment, unless the use of alternative Inspection, service or calibration on a regular basis should be in accordance
tooling or equipment is agreed by the competent authority via procedures with the equipment manufacturers' instructions except where the organisation
specified in the exposition. can show by results that a different time period is appropriate in a particular
case.
Equipment and tools must be permanently available, except in the case of
any tool or equipment that is so infrequently used that its permanent
availability is not necessary. Such cases shall be detailed in an exposition
procedure.
An organisation approved for base maintenance shall have sufficient aircraft

access equipment and inspection platforms/docking such that the aircraft can
be properly inspected.
Calibration
The organisation shall ensure that all tools, equipment and particularly test
equipment, as appropriate, are controlled and calibrated according to an
officially recognised standard at a frequency to ensure serviceability and
accuracy. A clear system of labelling all tooling, equipment and test
equipment is therefore necessary indicating to users that the item is within
any inspection or service or calibration time-limit, giving information on when
the next inspection or service or calibration is due.
Records of such calibrations and traceability to the standard used shall be

kept by the organisation.

145.A.42 Acceptance of 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.
(a) Component Classification
4. Standard parts used on an aircraft, engine, propeller or other aircraft
All components shall be classified and appropriately segregated into the component when specified in the manufacturer’s illustrated parts
following categories: catalogue and/or the maintenance data.
1. Serviceable Components which are , released on an EASA Form 1 or 5. Material both raw and consumable used in the course of maintenance
equivalent and marked in accordance with Part-21 Subpart Q. when the organisation is satisfied that the material meets the required
specification and has appropriate traceability. All material must be
2. Unserviceable components which shall be maintained in accordance accompanied by documentation clearly relating to the particular
with Part-145 material and containing a conformity to specification statement plus
both the manufacturing and supplier source.
3. Unsalvageable components The following types of components
should typically be classified as unsalvageable: 6. Components referred to in point 21A.307(c) of the Annex (Part-21) to
 Components with non-repairable defects. Regulation (EC) No 748/2012.
 Components that do not meet design specifications, and cannot
be brought into conformity with such specifications;
 Components subjected to unacceptable modification or rework
that is irreversible;
 Certified life-limited parts that have reached or exceeded their
certified life limits, or have missing or incomplete records;
 Components that cannot be returned to airworthy condition due to
exposure to extreme forces, heat or adverse environment;
 Components for which conformity with an applicable airworthiness
directive cannot be accomplished;
 Components for which maintenance records and/or traceability to
the manufacturer can not be retrieved.
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 have resulted in the use of unsalvageable
non-conforming components. Therefore organisations disposing of
unsalvageable aircraft components should consider the possibility of such
components later being misrepresented and sold as serviceable components.

AMC 145.A.42 (a) (b) Eligibility to be Fitted

1. A document equivalent to an EASA Form 1 may be:
(a) a release document issued by an organisation under the terms of a Prior to installation of a component, the organisation shall ensure that
bilateral agreement signed by the European Community; theparticular component is eligible to be fitted when different modification
(b) a release document issued by an organisation approved under the terms and/or airworthiness directive standards may be applicable..
of a JAA bilateral agreement until superseded by the corresponding
agreement signed by the European Community; (c)Locally Manufactured Parts
(c) a JAA Form One issued prior to 28 November 2004 by a JAR 145
organisation approved by a JAA Full Member State; The organisation may fabricate a restricted range of parts to be used in the
(d) in the case of new aircraft components that were released from course of undergoing work within its own facilities provided procedures are
manufacturing prior to the Part-21 compliance date the component should be identified in the exposition.
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 Examples of fabrication under the scope of a Part-145 approval can include,
system; but are not limited to the following:
(e) a JAA Form One issued prior to 28 September 2005 by a production  Fabrication of bushes, sleeves and shims.
organisation approved by a competent authority in accordance with its  Fabrication of secondary structural elements and skin panels.
national regulations;  Fabrication of control cables.
 Fabrication of flexible and rigid pipes.
 Fabrication of electrical cable looms and assemblies.
 Formed or machined sheet metal panels for repairs.
All the above fabricated parts, should be in accordance with data provided in
overhaul or repair manuals, modification schemes and service bulletins,
drawings or otherwise approved by the competent authority.
Note: It is not acceptable to fabricate any item to pattern unless an

engineering drawing of the item is produced which includes any
necessary fabrication processes and which is acceptable to the
Items fabricated by an organisation approved under Part-145 may only be

used by that organisation in the course of overhaul, maintenance,
modifications, or repair of aircraft or components 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.
Fabrication of parts, modification kits etc for onward supply and/or sale may
not be conducted by an organisation approved under Part-145.
(d) Life Expired Parts
Components which have reached their certified life limit or contain a nonbe
classified as unsalvageable and shall not be permitted to resystem unless
certified life limits have been extended or a repair solution has been approved
according to Part-21.
AMC 145.A.42(d)
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;
Figure 3.4: Control of lifed item storage is a Part-145 requirement
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 maintenance records and/or traceability to the
manufacturer can not be retrieved.
(e)
Components referred to in point 21A.307(c) of the Annex (Part-21) to
Regulation (EC) No 748/2012 shall only be installed if considered eligible for
installation by the aircraft owner in its own aircraft.’;

145.A.45 – Maintenance Data

145.A.45(d) states:
General
The organisation may only modify maintenance instructions in accordance
The organisation must hold, and use, up to date maintenance data as with a procedure specified in the maintenance organisation's exposition. With
applicable to the scope of work and capability list of the organisation. respect to those changes, the organisation shall demonstrate that they result
in equivalent or improved maintenance standards and shall inform the type-
Modifications are specifically mentioned as these are not normally covered by certificate holder of such changes. ‘Maintenance Instructions’ for the
maintenance or repair manuals. purposes of this paragraph means instructions on how to carry out the
particular maintenance task: they exclude the engineering design of repairs
If Maintenance data is provided by an operator or customer, the organisation and modifications.
shall hold the data while work is in progress.
The organisation shall have a procedure to report bad data (inaccurate,
Applicable maintenance data is defined as: incomplete or ambiguous) to the author of the data.
1. any applicable requirement, procedure, standard or information issued

by the competent authority
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 standard, such as but not limited to, maintenance
standard practices recognised by the Agency as a good standard for
maintenance;
5. any applicable data issued in accordance with 145.A.45(d)
AMC 145.A.45(b)
Except as specified in sub-paragraph 5, each maintenance organisation

approved under Part-145 should hold and use the following minimum
maintenance data relevant to the organisation’s approval class rating. All
maintenance related Implementing Rules and associated AMCs , approval
specifications and Guidance Material, all applicable national maintenance
requirements and notices which have not been superseded by an Agency
requirement, procedure or directive and all applicable EASA airworthiness
directives plus any non-national airworthiness directive supplied by a
contracted non-EU operator or customer as well as Critical Design
Configuration Control Limitations.

Examples of Applicable Data

Electronic Recording
 AMM
 Structural Repair Manuals Work cards may be computer generated, in that case the database shall be
 Overhaul Manuals (e.g. engines) protected against deterioration, and there shall be adequate safeguards
 Component Maintenance Manuals against unauthorised alteration. A back-up electronic database which shall be
 Wiring Diagram Manuals updated within 24 hours of any entry made to the main electronic database.
 Illustrated Parts Catalogues
 Drawings The AMO must ensure that all applicable maintenance data is readily
 Standard Practices Manuals available for use when required by maintenance personnel and that
 Modifications - Mods maintenance data controlled by the organisation is kept up to date .A
 Airworthiness Directives (ADs) procedure must exist to ensure currency of data amendment status.
 Service Bulletins - SB
 Service Information Letters Data must be available in close proximity to the aircraft being maintained.
 Part 145 Where computer systems are used the number of computer terminals should
 Company Exposition Procedures (MOE) be sufficient in relation to the work programme to enable easy access, unless
 Work orders. the system can generate paper copies (sufficient printers would then be
required).
CDCCL Modifications
145.A.45(g) Maintenance data
Important note: Critical Design Configuration Control Limitations (CDCCL) are
airworthiness limitations. Any modification of the maintenance instructions The organisation shall establish a procedure to ensure that maintenance data
linked to CDCCL constitutes an aircraft modification that should be approved it controls is kept up to date. In the case of operator/customer controlled and
in accordance with Part-21. You will study CDCCL later in this section. provided maintenance data, the organisation shall be able to show that either
it has written confirmation from the operator/customer that all such
Work cards maintenance data is up to date or it has work orders specifying the
amendment status of the maintenance data to be used or it can show that it is
The AMO must provide a common work-card or worksheet system for use on the operator/customer maintenance data amendment list.
throughout all relevant parts of the organisation by transcribing the
maintenance data onto such work cards, or make precise reference to the AMC 145.A.45(g)
particular maintenance data.
It shall transcribe complex tasks onto work cards and sub divide into clear To keep data up to date a procedure should be set up to monitor the
stages to enable a record of accomplishment of the complete maintenance amendment status of all data and maintain a check that all amendments are
task. being received by being a subscriber to any document amendment scheme.
Special attention should be given to TC related data such as certification life
limited parts, airworthiness limitations and Airworthiness Limitation Items
(ALI), etc.

145.A.47 – Production planning hours body cycle) which planners should be aware of when planning work
and shifts
General
Shift/Task Handover
The Part-145 AMO must have a system appropriate to the amount and
complexity of work to plan the availability of all necessary personnel, tools, When shift or task handover are required, a procedure should define how
equipment, material, maintenance data and facilities in order to ensure the relevant information is communicated. A formalized process for exchanging
safe completion of the maintenance work. the information must be documented and contained within the MOE
(Company Procedure). A planned overlap of shifts and a place for handover
The production planning function includes two complimentary elements: is required. In all cases the handover must be written and where possible
 Scheduling the maintenance work ahead, to ensure that it will not verbal. The written record is mandatory.
adversely interfere with other maintenance work as regards the
availability of all necessary personnel, tools, equipment, material,
maintenance data and facilities.
 During maintenance work, organizing maintenance teams and shifts
and provide all necessary support to ensure the completion of
maintenance without undue time pressure.
When establishing the production planning procedure, consideration should

be given to the following:
 logistics,
 inventory control,
 square meters of accommodation,
 man-hours estimation,
 man-hours availability,
 preparation of work,
 hangar availability,
 environmental conditions (access, lighting standards and cleanliness),
 co-ordination with internal and external suppliers, etc.
 scheduling of safety-critical tasks during periods when staff are likely
to be most alert.
Planning for Human Performance Limitation
The planning of maintenance tasks, including the organising of shifts, must

take into account human performance limitations, which, in the context of
planning safety related tasks, refers to the upper and lower limits, and
variations, of certain aspects of human performance (Circadian rhythm / 24- Figure 3.5: Production planning is a Part-145 requirement

The CRS may summarise extensive maintenance, and cross refer to the work
145.A.50 – Certification of Maintenance pack containing full details, dimensional information should be retained in the
work pack record.
Certificate of Release to Service for Class ‘A’ Approved Organisations
New defects or incomplete maintenance work orders identified during the
A certificate of release to service shall be issued by appropriately authorised above maintenance shall be brought to the attention of the aircraft operator
certifying staff on behalf of the organisation when it has been verified that all for the specific purpose of obtaining agreement to rectify such defects or
maintenance ordered has been properly carried out by the organisation in completing the missing elements of the maintenance work order. In the case
accordance with the procedures specified in MOE taking into account the where the aircraft operator declines to have such maintenance carried out
availability and use of the maintenance data and that there are no non- under this paragraph, it may issue a certificate of release to service within the
compliances which are known that hazard seriously the flight safety. approved aircraft limitations. The organisation shall enter such fact in the
aircraft certificate of release to service before the issue of such certificate.
At any scheduled or unscheduled maintenance task carried out to a fuel
system feature classified as a Critical Design Configuration Control 145.A.50(e)
Limitations (CDCCL) and before release to service, the maintenance records
shall reflect that the correct configuration is maintained and ensured. This when the organisation is unable to complete all maintenance ordered, it may
should be done by the marking: “CDCCL task” on the CRS. issue a certificate of release to service within the approved aircraft limitations.
The organisation shall enter such fact in the aircraft certificate of release to
A Certificate of Release to Service shall be issued before flight at the service before the issue of such certificate.
completion of any maintenance. It may be written on the Technical Log-book
for line and base maintenance, or on a specific form for heavy maintenance. AMC 145.A.50(e)
AMC145.A.50 (b) states that the CRS should contain the following 1. Being unable to establish full compliance with sub-paragraph Part-
statement: 145.A.50(a) means that the maintenance required by the aircraft operator
could not be completed due either to running out of available aircraft
“that the work specified except as otherwise specified was carried out maintenance downtime for the scheduled check or by virtue of the condition
in accordance with Part-145, and in respect to that work the of the aircraft requiring additional maintenance downtime.
aircraft/aircraft component is considered ready for release to service".
2. The aircraft operator is responsible for ensuring that all required
The CRS should relate to the Operators instructions or the aircraft maintenance has been carried out before flight and therefore 145.A.50(e)
maintenance programme which itself may cross refer to a requires such operator to be informed in the case where full compliance with
manufacturer’s/operator’s instruction in a maintenance manual, service 145.A.50(a) cannot be achieved within the operators limitations. If the
bulletin etc. operator agrees to the deferment of full compliance, then the certificate of
release to service may be issued subject to details of the deferment, including
The date such maintenance was carried out should include when the the operator’s authority, being endorsed on the certificate.
maintenance took place relative to any life or overhaul limitation in terms of
date/flying hours/cycles/landings etc. as appropriate.

The Certificate of Release to Service for Class ‘B‘ and ‘C‘ Approved
Organisation
The EASA Form 1 (authorised release certificate/ airworthiness approval tag)

constitutes the component CRS. A certificate of release to service shall be
issued at the completion of any maintenance on a component whilst off the
aircraft. EASA Form 1 and details of how to complete it is shown in Appendix
I to Partof your studies.
When an organisation maintains a component for its own use, an EASA

Formnecessary depending upon the organisation's internal release
procedures defined in the exposition.
Notwithstanding 145.A.42 when an aircraft is grounded at a location other

than the main line station or main maintenance base due to the
nonappropriate release certificate, it is permissible to temporarily fit a
component without the appropriate release certificate for a maximum of 30
flight hours or until the aircraft first returns to the main line station or main
maintenance base, whichever is the sooner, subject to the aircraft operator
agreement and said component having a suitable release certificate but
otherwise in compliance with all applicable maintenance and operational
requirements.
Such components shall be removed by the above prescribed time limit unless
an appropriate release certificate has been obtained in the meantime.
Figure 3.6: Certification of maintenance is a Part-145 requirement

145.A.55 – Maintenance Records  Computer backup discs, tapes etc. shall be stored in a different
location from that containing the working discs, tapes etc., in an
General environment that ensures they remain in good condition.
 Where an organisation approved under this Part terminates its
The organisation shall record all details of maintenance work carried out. As a operation, all retained maintenance records covering the last two
minimum, the organisation shall retain records necessary to prove that all years shall be distributed to the last owner or customer of the
requirements have been met for issuance of the certificate of release to respective aircraft or component or shall be stored as specified by the
service, including subcontractor's release documents. competent authority.
The organisation shall provide a copy of each certificate of release to service Record Keeping for Modular Engines
to the aircraft operator, together with a copy of any specific approved
repair/modification data used for repairs/modifications carried out Records for gas turbine engines made of several modules shall be kept for
each module and shall include:
The organisation shall retain a copy of all detailed maintenance records and  total time and cycles in-service
any associated maintenance data for three years from the date the  maintenance records
component was released. The revision status of the data used should be  records of mandatory maintenance requirements
recorded.  engine manual life limited parts replacements
Records shall be stored in a safe way with regard to fire, flood and theft. GM 145.A.55(a)
Computer backup discs, tapes etc. shall be stored in a different location from
that containing the working discs, tapes etc., in an environment that ensures 3. Reconstruction of lost or destroyed records can be done by reference to
they remain in good condition. other records which reflect the time in service, research of records maintained
by repair facilities and reference to records maintained by individual
Where an organisation terminates its operation, all retained maintenance mechanics etc. When these things have been done and the record is still
records covering the last two years shall be distributed to the last owner or incomplete, the owner/operator may make a statement in the new record
customer of the component or shall be stored as specified by the competent describing the loss and establishing the time in service based on the research
authority. and the best estimate of time in service. The reconstructed records should be
submitted to the competent authority for acceptance.
Retention
NOTE: Additional maintenance may be required.
The organisation shall retain a copy of all detailed maintenance records and
1
any associated maintenance data for three years from the date the aircraft or
component to which the work relates was released from the organisation.
 The records under this paragraph shall be stored in a manner that

ensures protection from damage, alteration and theft.
1
Was two years until amended by Regulation (EC) 127/2010 in February 2010
145.A.60 – Occurrence Reporting
External Occurrence Reporting
The organisation shall report to the Competent Authority (CA), the state of
registry and the organisation responsible for the design of the aircraft or
component any condition of the aircraft or component identified by the
organisation that has resulted or may result in an unsafe condition that
hazards seriously the flight safety. Reporting shall be done in a form
acceptable to the CA as soon as practicable, but in any case within 72 hours
of the the condition being found.
Examples of reporting:
The following should be reported: Structural cracks; Distortion, corrosion or

defect to primary structure; Significant leak of hydraulic system Traces of
burn of electrical systems, Emergency system failure. AD not carried out.
Who should the organisation report to?
See AMC 20-8 (Part 21)
Figure 3.7: Report destination

Internal Occurrence Reporting
The organisation shall establish an internal occurrence* reporting system, to:
 enable collection and evaluation of such reports

 identify trends, corrective actions taken to address deficiencies
 include evaluation of all known information related to such
occurrences and circulate the information as necessary.
The aim of occurrence reporting is to identify the factors contributing to

incidents, and to make the system resistant to similar errors. An occurrence
reporting system should enable and encourage free and frank reporting of
any (potentially) safety related occurrence. This will be facilitated by the
establishment of a just culture. An organisation should ensure that personnel
are not inappropriately punished for reporting or co-operating with occurrence
investigations.
Reports shall be made as soon as practicable, but in any case within 72-
hours.
The internal reporting process should be closed-loop, ensuring that actions

are taken internally to address safety hazards. Feedback to reportees, both
on an individual and more general basis, is important to ensure their
continued support for the scheme.

145.A.65 – Safety and Quality Policy, Maintenance Procedures and

Quality Systems
Quality Policy Contents Procedures
The Part-145 approved maintenance organisation must establish a safety and Procedures shall be established to ensure that damage is assessed and
quality policy for the organisation to be included in the exposition. The modifications and repairs are carried out using data specified in point
organisation’s procedures shall ensure good maintenance practices and M.A.304.
compliance with all relevant requirements in Part-145 and taking into account
human factors and human performance. Maintenance procedures should reflect best practice within the organisation.
It is the responsibility of all organisations’ employees to report any differences
The safety and quality policy must include a statement in the MOE committing via their organisation’s internal occurrence reporting mechanisms (See
the AMO to: 145.A.60 (b)).
 • recognise safety as a prime consideration All procedures, and changes to those procedures, should be verified and
 • apply human factors principles validated before use where practicable.
 • encourage employees to report errors/incidents/failures (hazards)
 • recognise that compliance with procedures, quality standards, All technical procedures should be designed and presented in accordance
safety standards and regulation is the duty of all personnel, with good human factors principles. Procedures should be established to
 • Recognise the need for all maintenance staff to co-operate with the detect and rectify maintenance errors, The following maintenance tasks
quality auditors. should primarily be reviewed to assess their impact on safety: Installation,
rigging and adjustments of flight controls, installation of aircraft engines,
Critical Systems propellers and rotors, Overhaul, calibration or rigging of components such as
engines, propellers, transmissions and gearboxes.
With regard to aircraft line and base maintenance, the organisation shall
establish procedures to minimise the risk of multiple errors and capture errors
on critical systems, and to ensure that no person is required to carry out and
inspect in relation to a maintenance task involving some element of
disassembly/ reassembly of several components of the same type fitted to
more than one system on the same aircraft during a particular maintenance
check.
However, when only one person is available to carry out these tasks then the
organisation’s work card or worksheet shall include an additional stage for
reinspection of the work by this person after completion of all the same tasks.

CDCCL Tasks
The Maintenance Organisation should ensure that when carrying out a

modification, repair or maintenance, Critical Design Configuration Control
Limitations are not compromised; this will require the development of
appropriate procedures where necessary by the maintenance organisation.
Maintenance organisations can prevent adverse effects associated with

wiring changes by standardising maintenance practices through training,
rather than by periodic inspection. Training should be provided to end
indiscriminate routing and splicing of wire and to provide comprehensive
knowledge of critical design features of fuel tank systems that would be
controlled by a Critical Design Configuration Control Limitation.
The exposition should contain information as applicable, on how the

maintenance organisation complies with Critical Design Configuration Control
Limitations (CDCCL) instructions. The exposition should state how the
completion of CDCCL is traced.
Currently the only CDCCL task is Fuel Tank Safety.

Figure 3.8: Quality Control is a Part-145 requirement
Fuel Tank Safety (FTS) training is described in Appendix IV to AMC to
145.A.30(e) and 145.B.10(3)
Signoffs
To ensure the task or group of tasks is completed it should only be signed-off

Quality System
after completion. Work by unauthorised personnel (for example temporary
staff, trainee) should be checked by authorised personnel before they sign-
The Part-145 approved maintenance organisation must establish a quality
off. The grouping of tasks for the purpose of signing-off should allow critical
system that includes;
steps to be clearly identified.
 Independent audits in order to monitor compliance with required
A “sign-off” is a statement by the competent person performing or supervising
aircraft/ aircraft component standards and adequacy of the
the work, that the task or group of tasks has been correctly performed. A
procedures to ensure that such procedures invoke good maintenance
sign-off relates to one step in the maintenance process and is therefore
practices and airworthy aircraft / aircraft components
different to the release to service of the aircraft. “Authorised personnel”
 A quality feedback reporting system to the organisations management
means; personnel formally authorised by the maintenance organisation
personnel, and ultimately to the Accountable Manager that ensures
approved under Part-145 to sign-off tasks. “Authorised personnel” are not
proper and timely corrective action is taken in response to audit
necessarily “certifying staff”.
reports.

The primary objectives of the quality system are to enable the organisation to
ensure that it can deliver a safe product and that it remains in compliance
with the requirements The independent audit is an objective process of
routine sample checks of all aspects of the organisation’s ability to carry out
all maintenance to the required standards and includes some product
sampling (an objective overview of the complete maintenance related
activities) The audit is intended to complement the Part-145.50 (a) certifying
staff inspection and should include a percentage of random audits carried out
on a sample basis when maintenance is being carried out (overtime /
nightshift).
Product sampling should be completed on each product line every 12 months

as a demonstration of the effectiveness of maintenance procedures
compliance.
It is recommended that procedure and product audits be combined by

selecting a product, and auditing all applicable procedures to ensure that the
end result should be an airworthy product.

Product Sampling Who can carry out audits?
The sample check of a product means to witness any relevant testing and Personnel not responsible for the function, procedure or product can carry out
visually inspect the product and associated documentation. The sample audits. A large AMO should have a dedicated quality audit group, whose sole
check should not involve repeat disassembly or testing. function is to conduct audits,
For the purpose of the independent audit a product line includes any product In medium size AMO, it is acceptable that audits be conducted by competent
under an approval class rating as specified in the approval schedule issued to personnel not responsible for the function, procedure or process (less than
the particular organisation. 500 employees).
It therefore follows for example that a maintenance organisation approved In smallest organisation such audits may be contracted (less than 10
under Part-145 with a capability to maintain aircraft, repair engines, brakes employees) - 2 audits in 12-months.
and autopilots would need to carry out 4 complete audit sample checks each
year. The Accountable Manager shall hold regular meetings with senior staff to
check progress on rectifications. In large organisations such meetings may be
An essential element of the quality system is the quality feedback system. delegated to the quality manager subject to the AM meeting at least twice per
The principal function of the quality feedback system is to ensure that all year with senior staff and receiving at least a half yearly report on findings.
findings resulting from quality audits are properly investigated and corrected
in a timely manner and to enable the Accountable Manager to be kept All records of audits shall be retained at least 2 years after the date of
informed of any safety issues and the extent of compliance with Part-145. clearance of the finding.

Administration of Part-145
145.A.70 – Maintenance Organisation Exposition (MOE)

5. an organisation chart showing associated chains of responsibility
“Maintenance Organisation Exposition (MOE)” means the document or
documents that contain the material specifying the scope of work deemed to 6. a list of certifying staff and support staff;
constitute approval and showing how the organisation intends to comply with
this Part. 7. a general description of manpower resources;
The organisation shall provide the Competent Authority with a MOE 8. a general description of the facilities located at each address specified in
maintenance organisation exposition, containing the information summarised the organisation's approval certificate;
in AMC 145.A.70 (a).
9. a specification of the organisation's scope of work relevant to the extent of
The MOE may be electronically processed. Minor amendment may be approval;
approved through an indirect approval. Indirect approval consists of
delegated approval from the CA to the Quality Manager of the approved 10. the notification procedure for organisation changes;
organisation. The limits of indirect approval will be contained in a MOE
procedure. 11. the maintenance organisation exposition amendment procedure;
12. the procedures and quality system established by the organisation;

The organisation shall provide the competent authority with a maintenance
organisation exposition (MOE), containing the following information: 13. a list of commercial operators, where applicable, to which the organisation
provides an aircraft maintenance service;
1. A statement signed by the accountable manager confirming that the
maintenance organisation exposition and any referenced associated manuals 14. a list of subcontracted organisations, where applicable;
define the organisation's compliance with this Part and will be complied with
at all times. When the accountable manager is not the chief executive officer 15. a list of line stations, where applicable;
of the organisation then such chief executive officer shall countersign the
statement; 16. a list of contracted organisations, where applicable.
2. the organisation's safety and quality policy
3. the title(s) and name(s) of the nominated persons
4. the duties and responsibilities of the nominated persons

(including matters on which they may deal directly with the competent
authority on behalf of the organisation);

The Maintenance Organisation Exposition should contain the information, as

applicable, specified in the AMC of Part 145. The information, may be PART 5
presented in any subject order as long as all applicable subjects are covered. 5.1 Sample of documents.
However crossrefference must be included. 5.2 List of Sub-contractors as per 145.A.75 (b).
5.3 List of Line maintenance locations as per 145.A.75 (d).
The MTOE structure i.a.w AMC to Part 145: 5.4 List of contracted organisations as per 145.A.70(a)(16).
PART 0 GENERAL ORGANISATION PART 6 OPERATORS MAINTENANCE PROCEDURES

(Operators within the European Union) This section is reserved for those maintenance organisations approved under
This section is reserved for those maintenance organisations approved under Part-145 who are also operators.
Part-145 who are also operators within the European Union.
PART 7 FAA SUPPLEMENTARY PROCEDURES FOR A FAR PART-145
PART 1 MANAGEMENT REPAIR STATION
PART 2 MAINTENANCE PROCEDURES PART 8 TRANSPORT CANADA CIVIL AVIATION (TCCA)

SUPPLEMENTARY PROCEDURES FOR A TCCA AM573 MAINTENANCE
PART 3 QUALITY SYSTEM PROCEDURES ORGANISATION
PART 4
4.1 Contracting operators.
4.2 Operator procedures and paperwork.
4.3 Operator record completion.

145.A.75 – Privileges of the organisation
The Part-145 approved maintenance organisation may only carry out the
following tasks as permitted by and in accordance with the MOE.
 Maintain any aircraft or component for which it is approved at the

locations identified in the approval certificate and in the Part-145
approved maintenance organisation exposition.
 Arrange for maintenance of any aircraft component for which it is
approved using a sub-contractor.
Working under the quality system of an organisation appropriately approved

under Part-145 (sub contracting) refers to the case of one organisation, not
itself appropriately approved to Part-145 that carries out aircraft line
maintenance or minor engine maintenance or maintenance of other aircraft
components or a specialised service as a subcontractor for an organisation
appropriately approved under Part-145. To be appropriately approved to
subcontract the organisation should have a procedure for the control of such
subcontractors
 Maintain any aircraft or any component for which it is approved at any

location subject to the need for such maintenance arising either from
the unserviceability of the aircraft or from the necessity of supporting
occasional line maintenance, subject to the conditions specified in the
exposition.
 Aircraft line maintenance at locations listed in the MOE.
 Issue certificates of release to service in respect of above on
completion of maintenance in accordance with Part-145.50.
145.A.80 – Limitations of the Organisation
The approved maintenance organisation shall only maintain an aircraft or an

aircraft component for which it is approved when all required facilities,
equipment, tooling, material, maintenance data and certifying staff are
available.

145.A.85 – Changes to the Organisation When during audits or by other means evidence is found showing non-
compliance with the requirements of Part-145, the competent authority shall
The organisation shall notify the competent authority of any of the following take the following actions:
changes before such changes take place:
For level 1 findings: immediate action shall be taken by the competent
 Change in the name of the organisation. authority to revoke, limit or suspend in whole or in part, depending upon the
 Main location. extent of the level 1 finding, the maintenance organisation approval, until
 Additional locations approved in the MOE. successful corrective action has been taken by the organisation.
 Change of the accountable manager, or any person designated in
145A.30(b)(Form 4 Post Holders). For level 2 findings: the corrective action period granted by the competent
 Change in the facilities, material, tools, procedures, scope of work or authority must be appropriate to the nature of the finding but in any case
certifying staff which could affect the approval. initially must not be more than three months. In certain circumstances and
subject to the nature of the finding the competent authority may extend the
145.A.90 - Continued Validity of Approval three month period subject to a satisfactory corrective action plan agreed by
the competent authority.
An EASA Part-145 approval shall be issued for an unlimited duration subject
to the authority being satisfied that the organisation remains in compliance Action shall be taken by the competent authority to suspend in whole or part
with this Part-145, subject to the authority keeping open access to the the approval in case of failure to comply within the timescale granted by the
organisation and the certificate not being surrendered or revoked. competent authority.
145.A.95 – Findings
In the event that the CA has cause for concern about the product or the
continued compliance to Part-145 they can issue findings which are shown
below. Note that Level 3 Comments are no longer permitted.
 A level 1 finding is any significant non-compliance with Part-145

requirements which lowers the safety standard and hazards seriously
the flight safety.
 A level 2 finding is any non-compliance with the Part-145
requirements which could lower the safety standard and possibly
hazard the flight safety.
 After receipt of notification of findings according to 145.B.50, the
holder of the maintenance organisation approval shall define a
corrective action plan and demonstrate corrective action to the
satisfaction of the CA within a period agreed with this authority.

SECTION B - procedure for competent authorities 145.B.20 Initial approval
145.B.10 Competent authority The competent authority shall verify that the procedures specified in the MOE
comply with Part-145 and verify that the accountable manager signs the
General commitment statement.
The Member State shall designate a competent authority with allocated The competent authority shall verify that the organisation is in compliance
responsibilities for the issuance, continuation, change, suspension or with the requirements.
revocation of a maintenance approval. This competent authority shall A meeting with the accountable manager shall be convened at least once
establish documented procedures and an organisational structure. during the investigation for approval.
The competent authority shall record all findings, closure actions (actions
Resources required to close a finding) and recommendations. For initial approval all
The number of staff must be appropriate to carry out the requirements as findings must be corrected before the approval can be issued.
detailed in this section.
145.B.30 Continuation of an approval
Qualification and training
All staff involved in Part-145 approvals must: The competent authority shall keep and update a program listing the
(a) be appropriately qualified and have all necessary knowledge, experience approved maintenance organisations under its supervision, the dates when
and training to perform their allocated tasks. audit visits are due and when such visits were carried out.
(b) have received training/continuation training on Part-145 where relevant,
including its intended meaning and standard. Each organisation must be completely reviewed for compliance with Part-145
at periods not exceeding 24 months.
Procedures
The competent authority shall establish procedures detailing how compliance A meeting with the accountable manager shall be convened at least once
with this Section B is accomplished. every 24 months to ensure he/she remains informed of significant issues
The procedures must be reviewed and amended to ensure continued arising during audits.
compliance.
145.B.15 Organisations located in several Member States
Where maintenance facilities are located in more than one Member State the
investigation and continued oversight of the approval must be carried out in
conjunction with the competent authorities from the Member States in whose
territory the other maintenance facilities are located.
(Line stations in different EU countries i.e)

145.B.35 Changes 145.B.50 Findings
1. The competent authority shall receive notification from the organisation of When during audits or by other means evidence is found showing non-
any proposed change as listed in 145.A.85. compliance with the requirements of Part-145, the competent authority shall
The competent authority shall comply with the applicable elements of the take the following actions:
initial process paragraphs for any change to the organisation. 1. For level 1 findings, immediate action shall be taken by the competent
2. The competent authority may prescribe the conditions under which authority to revoke, limit or suspend in whole or in part, depending upon the
organisation may operate during such changes unless it determines that the extent of the level 1 finding, the maintenance organisation approval, until
approval should be suspended. successful corrective action has been taken by the organisation.
Examples of level 1 findings:

145.B.40 Changes to the MOE − Failure to gain access to the organisation during normal operating hours of
the organisation after two written requests.
For any change to the Maintenance Organisation Exposition (MOE): − If the calibration control of equipment had previously broken down on a
1. In the case of direct approval of the changes in accordance with point particular type product line such that most “calibrated” equipment was
145.A.70(b), the competent authority shall verify that the procedures specified suspect from that time then that would be a level 1 finding.
in the exposition are in compliance with Annex II (Part-145) before formally
notifying the approved organisation of the approval. 2. For level 2 findings, the corrective action period granted by the competent
2. In the case an indirect approval procedure is used for the approval of the authority must be appropriate to the nature of the finding but in any case
changes in accordance with point 145.A.70(c), the competent authority shall initially must not be more than three months. In certain circumstances and
ensure (i) that the changes remain minor and (ii) that it has an adequate subject to the nature of the finding the competent authority may extend the
control over the approval of the changes to ensure they remain in compliance three month period subject to a satisfactory corrective action plan agreed by
with the requirements of Annex II (Part-145). the competent authority.
145.B.45 Revocation, suspension and limitation of approval If the timescale granted by CA is failed to comply, action shall be taked to
suspend in whole of part of the approval.
The competent authority shall:
(a) suspend an approval on reasonable grounds in the case of potential
safety threat; or
(b) suspend, revoke or limit an approval pursuant to 145.B.50.

145.B.55 Record-keeping
The competent authority shall establish a system of record-keeping with

minimum retention criteria that allows adequate traceability of the process to
issue, continue, change, suspend or revoke each individual organisation
approval.
145.B.60 Exemptions
All exemptions granted in accordance with Article 10(3) of the basic
Regulation shall be recorded and retained by the competent authority.

Annex 1 – Class rating Limitation
Figure 3.9.1: Class ratings (Part1)

Class rating Limitation (cont.)
Figure 3.9.2: Class ratings (Part2)

The following table idetifies the ATA Specification 2200 chapter for the
category C component Rating
Figure 3.10: ATA 2200 specification for cat. C component rating

Extent from Part-M: Appendix IV - Class and Ratings System 6. A category C class rating means that the Part-145 approved
maintenance organisation may carry out maintenance on uninstalled
1. Except as stated otherwise for the smallest organisation in paragraph components (excluding engines and APUs) intended for fitment to the
12, Table 1 outlines the full extent of approval possible under Part-145 aircraft or engine/APU. The limitation section will specify the scope of
in a standardised form. An organisation must be granted an approval such maintenance thereby indicating the extent of approval. A Part-145
ranging from a single class and rating with limitations to all classes and approved maintenance organisation with a category C class rating may
ratings with limitations. also carry out maintenance on an installed component during base and
2. In addition to Table 1 the Part-145 approved maintenance organisation line maintenance or at an engine/APU maintenance facility subject to a
is required by 145.A.20 to indicate scope of work in the maintenance control procedure in the maintenance organisation exposition. The
organisation exposition. See also paragraph 11. maintenance organisation exposition scope of work shall reflect such
3. Within the approval class(es) and rating(s) granted by the Member activity where permitted by the Member State.
State, the scope of work specified in the maintenance organisation 7. A category D class rating is a self contained class rating not necessarily
exposition defines the exact limits of approval. It is therefore essential related to a specific aircraft, engine or other component. The D1 —
that the approval class(es) and rating(s) and the organisation's scope of Non-Destructive Testing (NDT) rating is only necessary for a Part-145
work are compatible. approved maintenance organisation that carries out NDT as a particular
4. A category A class rating means that the Part-145 approved task for another organisation. A Part-145 approved maintenance
maintenance organisation may carry out maintenance on the aircraft organisation with a class rating in A or B or C category may carry out
and any component (including engines/APUs) only whilst such NDT on products it is maintaining subject to the maintenance
components are fitted to the aircraft except that such components can organisation exposition containing NDT procedures, without the need
be temporarily removed for maintenance when such removal is for a D1 class rating.
expressly permitted by the aircraft maintenance manual to improve 8. Category A class ratings are subdivided into ‘Base’ or ‘Line’
access for maintenance subject to a control procedure in the maintenance. A Part-145 approved maintenance organisation may be
maintenance organisation exposition acceptable to the Member State approved for either ‘Base’ or ‘Line’ maintenance or both. It should be
The limitation section will specify the scope of such maintenance noted that a ‘Line’ facility located at a main base facility requires a ‘Line’
thereby indicating the extent of approval. maintenance approval.
5. A category B class rating means that the Part-145 approved 9. The ‘limitation’ section is intended to give the Member State maximum
maintenance organisation may carry out maintenance on the flexibility to customise the approval to a particular organisation. Table 1
uninstalled engine/APU (‘Auxiliary Power Unit’) and engine/APU specifies the types of limitation possible and whilst maintenance is
components only whilst such components are fitted to the engine/APU listed last in each class rating it is acceptable to stress the maintenance
except that such components can be temporarily removed for task rather than the aircraft or engine type or manufacturer, if this is
maintenance when such removal is expressly permitted by the more appropriate to the organisation. An example could be avionic
engine/APU manual to improve access for maintenance. The limitation systems installations and maintenance.
section will specify the scope of such maintenance thereby indicating
the extent of approval. A Part-145 approved maintenance organisation
with a category B class rating may also carry out maintenance on an
installed engine during ‘base’ and ‘line’ maintenance subject to a control
procedure in the maintenance organisation exposition. The
maintenance organisation exposition scope of work shall reflect such
activity where permitted by the Member State.
10. Table 1 makes reference to series, type and group in the limitation
section of class A and B. Series means a specific type series such as
Airbus 300 or 310 or 319 or Boeing 737-300 series or RB211-524
series etc. Type means a specific type or model such as Airbus 310-
240 type or RB 211-524 B4 type etc. Any number of series or types
may be quoted. Group means for example Cessna single piston
engined aircraft or Lycoming non-supercharged piston engines etc.
11. When a lengthy capability list is used which could be subject to frequent
amendment, then such amendment shall be in accordance with a
procedure acceptable to the Member State and included in the
maintenance organisation exposition. The procedure shall address the
issues of who is responsible for capability list amendment control and
the actions that need to be taken for amendment. Such actions include
ensuring compliance with Part-145 for products or services added to
the list.

Annex II – The EASA Form 1
Figure 3.11 EASA FORM 1

PURPOSE AND USE 2.8. Limit the use of abbreviations to a minimum, to aid clarity.
1.1 The primary purpose of the Certificate is to declare the airworthiness of 2.9. The space remaining on the reverse side of the Certificate may be used
maintenance work undertaken on products, parts and appliances by the originator for any additional information but must not include any
(hereafter referred to as “item(s)”). certification statement. Any use of the reverse side of the Certificate
1.2. Correlation must be established between the Certificate and the item(s). must be referenced in the appropriate block on the front side of the
The originator must retain a Certificate in a form that allows verification Certificate.
of the original data.
1.3. The Certificate is acceptable to many airworthiness authorities, but may COPIES
be dependent on the existence of bilateral agreements and/or the policy 3.1. There is no restriction in the number of copies of the Certificate sent to
of the airworthiness authority. The “approved design data” mentioned in the customer or retained by the originator.
this Certificate then means approved by the airworthiness authority of
the importing country. ERROR(S) ON A CERTIFICATE
1.4. The Certificate is not a delivery or shipping note. 4.1. If an end-user finds an error(s) on a Certificate, he must identify it/them in
1.5. Aircraft are not to be released using the Certificate. writing to the originator. The originator may issue a new Certificate only
1.6. The Certificate does not constitute approval to install the item on a if the error(s) can be verified and corrected.
particular aircraft, engine, or propeller but helps the end user determine 4.2. The new Certificate must have a new tracking number, signature and
its airworthiness approval status. date.
1.7. A mixture of production released and maintenance released items is not 4.3. The request for a new Certificate may be honoured without re-verification
permitted on the same Certificate. of the item(s) condition. The new Certificate is not a statement of current
condition and should refer to the previous Certificate in block 12 by the
GENERAL FORMAT following statement; “This Certificate corrects the error(s) in block(s) [enter
2.1 The Certificate must comply with the format attached including block block(s) corrected] of the Certificate [enter original tracking number] dated
numbers and the location of each block. The size of each block may [enter original issuance date] and does not cover conformity/condition/release
however be varied to suit the individual application, but not to the extent to service”. Both Certificates should be retained according to the retention
that would make the Certificate unrecognisable. period associated with the first.
2.2. The Certificate must be in “landscape” format but the overall size may be
significantly increased or decreased so long as the Certificate remains
recognisable and legible. If in doubt consult the Competent Authority.
2.3. The User/Installer responsibility statement can be placed on either side
of the form.
2.4. All printing must be clear and legible to permit easy reading.
2.5. The Certificate may either be pre-printed or computer generated but in
either case the printing of lines and characters must be clear and
legible and in accordance with the defined format.
2.6. The Certificate should be in English, and if appropriate, in one or more
other languages.
2.7. The details to be entered on the Certificate may be either
machine/computer printed or hand-written using block letters and must
permit easy reading.

COMPLETION OF THE CERTIFICATE BY THE ORIGINATOR

Block 8 Part Number
Block 1 Approving Competent Authority/Country Enter the part number as it appears on the item or tag/packaging. In case of
State the name and country of the competent authority under whose an engine or propeller the type designation may be used.
jurisdiction this Certificate is issued. When the competent authority is the
Agency, only “EASA” must be stated. Block 9 Quantity
State the quantity of items.
Block 2 EASA Form 1 header
“AUTHORISED RELEASE CERTIFICATE Block 10 Serial Number
EASA FORM 1” If the item is required by regulations to be identified with a serial number,
enter it here. Additionally, any other serial number not required by regulation
Block 3 Form Tracking Number may also be entered. If there is no serial number identified on the item, enter
Enter the unique number established by the numbering system/procedure of “N/A”.
the organisation identified in block 4; this may include alpha/numeric
characters. Block 11 Status/Work
The following describes the permissible entries for block 11. Enter only one of
Block 4 Organisation Name and Address these terms – where more than one may be applicable, use the one that most
Enter the full name and address of the approved organisation (refer to EASA accurately describes the majority of the work performed and/or the status of
form 3) releasing the work covered by this Certificate. Logos, etc., are the article.
permitted if the logo can be contained within the block. (i) Overhauled. Means a process that ensures the item is in complete
conformity with all the applicable service tolerances specified in the type
Block 5 Work Order/Contract/Invoice certificate holder’s, or equipment manufacturer’s instructions for continued
To facilitate customer traceability of the item(s), enter the work order number, airworthiness, or in the data which is approved or accepted by the Authority.
contract number, invoice number, or similar reference number. The item will be at least disassembled, cleaned, inspected, repaired as
necessary, reassembled and tested in accordance with the above specified
Block 6 Item data.
Enter line item numbers when there is more than one line item. This block (ii) Repaired. Rectification of defect(s) using an applicable standard (*).
permits easy cross-referencing to the Remarks block 12. (iii) Inspected/Tested. Examination, measurement, etc. in accordance with an
applicable standard (*) (e.g. visual inspection, functional testing, bench
Block 7 Description testing etc.).
Enter the name or description of the item. Preference should be given to the (iv) Modified. Alteration of an item to conform to an applicable standard (*).
term used in the instructions for continued airworthiness or maintenance data
(e.g. Illustrated Parts Catalogue, Aircraft Maintenance Manual, Service
Bulletin, Component Maintenance Manual).

Block 14a
Block 12 Remarks Mark the appropriate box(es) indicating which regulations apply to the
Describe the work identified in Block 11, either directly or by reference to completed work. If the box “other regulations specified in block 12” is marked,
supporting documentation, necessary for the user or installer to determine the then the regulations of the other airworthiness authority(ies) must be
airworthiness of item(s) in relation to the work being certified. If necessary, a identified in block 12. At least one box must be marked, or both boxes may be
separate sheet may be used and referenced from the main EASA Form 1. marked, as appropriate.
Each statement must clearly identify which item(s) in Block 6 it relates to. For all maintenance carried out by maintenance organisations approved in
Examples of information to be entered in block 12 are: accordance with Section A, Subpart F of Annex I (Part M) to Regulation (EC)
(i) Maintenance data used, including the revision status and reference. No 2042/2003, the box “other regulation specified in block 12” shall be ticked
(ii) Compliance with airworthiness directives or service bulletins. and the certificate of release to service statement made in block 12. In that
(iii) Repairs carried out. case, the certification statement “unless otherwise specified in this block” is
(iv) Modifications carried out. intended to address the following cases:
(v) Replacement parts installed. (a) Where the maintenance could not be completed.
(vi) Life limited parts status. (b) Where the maintenance deviated from the standard required by Annex I
(vii) Deviations from the customer work order. (Part-M).
(viii) Release statements to satisfy a foreign Civil Aviation Authority (c) Where the maintenance was carried out in accordance with a requirement
maintenance requirement. other than that specified in Annex I (Part-M). In this case block 12 shall
(ix) Information needed to support shipment with shortages or re-assembly specify the particular national regulation. For all maintenance carried out by
after delivery. maintenance organisations approved in accordance with Section A of Annex
(x) For maintenance organisations approved in accordance with Subpart F of II (Part-145) to Regulation (EC) No 2042/2003, the certification statement
Annex I (Part-M), the component certificate of release to service statement “unless otherwise specified in block 12” is intended to address the following
referred to in point M.A.613: cases:
“Certifies that, unless otherwise specified in this block, the work identified in (a) Where the maintenance could not be completed.
block 11 and described in this block was accomplished in accordance to the (b) Where the maintenance deviated from the standard required by Annex II
requirements of Section A, Subpart F of Annex I (Part-M) to Regulation (EC) (Part-145).
No 2042/2003 and in respect to that work the item is considered ready for (c) Where the maintenance was carried out in accordance with a requirement
release to service. THIS IS NOT A RELEASE UNDER ANNEX II (PART-145) other than that specified in Annex II (Part-145). In this case block 12 shall
TO REGULATION (EC) NO 2042/2003.” specify the particular national regulation.
If printing the data from an electronic EASA Form 1, any appropriate data not
fit for other blocks should be entered in this block.
Block 13a-13e
General Requirements for blocks 13a-13e: Not used for maintenance release.
Shade, darken, or otherwise mark to preclude inadvertent or unauthorised
use.

Block 14b Authorised Signature User/Installer Responsibilities

This space shall be completed with the signature of the authorised person. Place the following statement on the Certificate to notify end users that they
Only persons specifically authorised under the rules and policies of the are not relieved of their responsibilities concerning installation and use of any
Competent Authority are permitted to sign this block. To aid recognition, a item accompanied by the form:
unique number identifying the authorised person may be added. “THIS CERTIFICATE DOES NOT AUTOMATICALLY CONSTITUTE
AUTHORITY TO INSTALL.
Block 14c Certificate/Approval Number WHERE THE USER/INSTALLER PERFORMS WORK IN ACCORDANCE
Enter the Certificate/Approval number/reference. This number or reference is WITH REGULATIONS OF AN AIRWORTHINESS AUTHORITY DIFFERENT
issued by the Competent Authority. THAN THE AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1, IT IS
ESSENTIAL THAT THE USER/INSTALLER ENSURES THAT HIS/HER
Block 14d Name AIRWORTHINESS AUTHORITY ACCEPTS ITEMS FROM THE
Enter the name of the person signing block 14b in a legible form. AIRWORTHINESS AUTHORITY SPECIFIED IN BLOCK 1.
STATEMENTS IN BLOCKS 13A AND 14A DO NOT CONSTITUTE
Block 14e Date INSTALLATION CERTIFICATION. IN ALL CASES AIRCRAFT
Enter the date on which block 14b is signed, the date must be in the format MAINTENANCE RECORDS MUST CONTAIN AN INSTALLATION
dd = 2 digit day, mmm = first 3 letters of the month, yyyy = 4 digit year CERTIFICATION ISSUED IN ACCORDANCE WITH THE NATIONAL
REGULATIONS BY THE USER/INSTALLER BEFORE THE AIRCRAFT MAY
BE FLOWN.”

In the figures below you can see the example of EASA form 3-145, where the
capabilities and limitations of Part-145 organization is specified.
Figure 3.12.1: Example of EASA form 3-145 (Part1)

Figure 3.12.2: Example of EASA form 3-145 (Part2

Part-M Sub Part F
Non-Commercial Air Transport Maintenance Organisations
This Sub Part of Part-M 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 M.A.201 (f) and (g).
(Which means maintenance of large aircraft, aircraft used for commercial air
transport and components thereof must be carried out by a Part-145
approved organisation).
This sub-part identifies the requirements to be met by an organisation to

qualify for the approval to certify the maintenance of small and non-CAT
aircraft.
The requirements mirror those contained in Part-145, however they have

been adjusted to reflect the complexity of the equipment and scale of the
operations supported.
The following diagram shows the two paths whereby a certificate of

airworthiness is achieved. It can be seen that for non-CAT the Sub Part F
route is more suitable
Figure 3.13: Part-145 and Part-M Sub Part F
To be able to function as a non-CAT maintenance organisation, an

organisation must have a Part-M Sub Part F approval.
Application for Part F approval is made on EASA Form-2

Therefore a Sub Part F maintenance organisation is one that has the

approval for particular types and groups of small aircraft. MOM or MOE?
The Appendix IV to Part-M defines all classes and ratings possible under 1. Less than 10 maintenance staff – MOM
M.A. Sub Part F.
2. More than 10 maintenance staff – MOE
In addition an approved maintenance organisation may fabricate, in
conformity with maintenance data, a restricted range of parts for the use in M.A.605 Facilities
the course of undergoing work within its own facilities, as identified in the
maintenance organisation manual. The organisation shall ensure that:
M.A.604 Maintenance Organisation Manual (MOM) (a) Facilities are provided for all planned work, specialised workshops and
bays are segregated as appropriate, to ensure protection from
(a) The maintenance organisation shall provide a manual containing at contamination and the environment.
least the following information: (b) Office accommodation is provided for the management of all planned
 a statement signed by the accountable manager to confirm that the work including in particular, the completion of maintenance records.
organisation will continuously work in accordance with Part-M and (c) Secure storage facilities are provided for components, equipment, tools
the manual at all times, and; and material.
 the organisation's scope of work, and; square4 the title(s) and
name(s) of person(s) referred to in M.A.606(b), and; Storage conditions shall ensure segregation of unserviceable components
 an organisation chart showing associated chains of responsibility and material from all other components, material, equipment and tools.
between the person(s) referred to in M.A.606(b), and;
 a list of certifying staff, and; Storage conditions shall be in accordance with the manufacturers'
 a general description and location of the facilities, and; instructions and access shall be restricted to authorised personnel.
 procedures specifying how the maintenance organisation ensures
compliance with this Part, and;
 the maintenance organisation manual amendment procedure(s).
(b) The maintenance organisation manual and its amendments shall be

approved by the competent authority.
(c) Notwithstanding paragraph (b) minor amendments to the manual may

be approved through a procedure (hereinafter called indirect approval).

M.A.606 Personnel requirements

AMC M.A.606 (f) NDT qualification
(a) The organisation shall appoint an Accountable Manager, who has
corporate authority for ensuring that all maintenance required by the 1. Continued airworthiness non-destructive testing means such testing
customer can be financed and carried out to the standard required by specified by the type certificate holder of the aircraft, engine or propeller in
Part 145. 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
(b) A person or group of persons shall be nominated with the responsibility safely.
of ensuring that the organisation is always in compliance with this
Subpart. Such person(s) (the quality manager) shall be ultimately 2. Appropriately qualified means to Level 1, 2 or 3 as defined by the
responsible to the Accountable Manager. European Standard EN 4179 dependant upon the non-destructive testing
function to be carried out.
(c) All paragraph (b) persons shall be able to show relevant knowledge,
background and appropriate experience related to aircraft and/or 3. Notwithstanding the fact that level 3 personnel may be qualified via EN
component maintenance. 4179 to establish and authorise methods, techniques, etc., this does not
permit such personnel to deviate from methods and techniques published by
(d) The organisation shall have appropriate staff for the normal expected the type certificate holder/manufacturer in the form of continued airworthiness
contracted work. The use of temporarily subcontracted staff is permitted data, such as in non-destructive test manuals or service bulletins, unless the
in the case of higher than normally expected contracted work and only manual or service bulletin expressly permits such deviation.
for personnel not issuing a certificate of release to service.
4. Notwithstanding the general references in EN 4179 to a national aerospace
(e) The qualification of all personnel involved in maintenance shall be NDI board, all examinations should be conducted by personnel or
demonstrated and recorded. organisations under the general control of such a board. In the absence of a
national aerospace NDI board, examinations should be conducted by
(f) Personnel who carry out specialised tasks such as welding, non- personnel or organisations under the general control of the NDI board of a
destructive testing/inspection other than colour contrast shall be Member State designated by the competent authority.
qualified in accordance with an officially recognised standard.
5. Particular non-destructive test means any one or more of the following: dye
(g) The maintenance organisation shall have sufficient certifying staff to penetrant, magnetic particle, eddy current, ultrasonic and radiographic
issue M.A.612 and M.A.613 certificates of release to service for aircraft methods including X ray and gamma ray.
and components. They shall comply with the requirements of Part-66.

M.A.607 Certifying Staff
(a) In addition to M.A.606(g), certifying staff can only exercise their

privileges, if the organisation has ensured:
 •that certifying staff can demonstrate that in the preceding two-year
period they have either had six months of relevant maintenance
experience or, met the provision for the issue of the appropriate
privileges; and,
 •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:
 •to one of its employees holding type qualifications on aircraft of
similar technology, construction and systems; or
 •to any person with not less than five 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 authorisation shall ensure that
any such maintenance that could affect flight safety is re-checked.
(c) The approved maintenance organisation shall record all details

concerning certifying staff and maintain a current list of all certifying
staff.
ISSUE 3, 2014 May 26 Page 100 of 201

M.A.608 Components, Equipment and Tools M.A.612 Aircraft certificate of release to service
(a) The organisation shall: At the completion of all required aircraft maintenance in accordance with this
 • hold the equipment and tools specified in the M.A.609 maintenance Subpart an aircraft certificate of release to service shall be issued according
data or verified equivalents as listed in the maintenance organisation to M.A.801.
manual as necessary for day-to-day maintenance within the scope of
the approval; and, M.A.613 Component certificate of release to service
 • demonstrate that it has access to all other equipment and tools
used only on an occasional basis. (a) At the completion of all required component maintenance in accordance
(b) Tools and equipment shall be controlled and calibrated to an officially with this Subpart a component certificate of release to service shall be
recognised standard. Records of such calibrations and the standard issued according to M.A.802, EASA Form-1 shall be issued except for
used shall be kept by the organisation. those components fabricated in accordance with M.A.603 (b).
(c) The organisation shall inspect, classify and appropriately segregate all
incoming components. (b) The component certificate release to service document, EASA Form-1
may be generated from a computer database.
M.A.609 Maintenance data
The approved maintenance organisation shall hold and use applicable current M.A.614 Maintenance records
maintenance data specified in M.A.401 in the performance of maintenance
including modifications and repairs. In the case of customer provided The approved maintenance organisation shall record all details of work
maintenance data, it is only necessary to have such data when the work is in carried out. Records necessary to prove all requirements have been met for
progress. issuance of the certificate of release to service including the sub-contractor's
release documents shall be retained.
M.A.610 Maintenance work orders
Organisatin shall provide copy of each CRS to the Aircraft owner together
Before the commencement of maintenance a written work order shall be with related data.
agreed between the organisation and the customer to clearly establish the
maintenance to be carried out. Copys of all records and data should by kept for 3 years from release.
(secure manner must be ensured for such records)
M.A.611 Maintenance standards
All maintenance shall be carried out in accordance with the requirements of

M.A. Subpart D.
ISSUE 3, 2014 May 26 Page 101 of 201

M.A.615 Privileges of the organisation M.A.617 Changes to the approved maintenance organisation
The MO approved in accordance, Subpart F of Part M, may: In order to enable the competent authority to determine continued compliance
 maintain any Aircraft and or component for which it is approved (at with this Part, the approved maintenance organisation shall notify it of any
locations per MOM). proposal to carry out any of the following changes, before such changes take
(or at any other location subject to the need of such maintenance arising place:
either from unserviceability of the AC or to support occasional maintenance) 1. the name of the organisation;
2. the location of the organisation;
 arrange performance of specialized services i.a.w MOM procedures 3. additional locations of the organisation;
(work carried out by another org. which is not approved under Subpart F or 4. the accountable manager;
Part 145 to carry out such tasks i.e NDT, surface treatment, welding, minor 5. any of the persons specified in paragraph M.A.606(b);
modifications etc.) 6. the facilities, equipment, tools, material, procedures, work scope and
certifying staff that could affect the approval.
 issue certificates of release to service on completion of maintenance, In the case of proposed changes in personnel not known to the management
beforehand, these changes shall be notified at the earliest opportunity.
M.A.616 Organisational review
M.A.618 Continued validity of approval
To ensure that the approved maintenance organisation continues to meet the
requirements of this Subpart, it shall organise, on a regular basis, An approval shall be issued for an unlimited duration. It shall remain valid if:
organisational reviews. 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,
AMC M.A.616 and;
Primary objective – to ensure that in compliance with requiriments and can 2. the competent authority being granted access to the organisation to
deliver safe product. determine continued compliance with this Part, and;
Following must be identified: 3. the approval not being surrendered or revoked;
 Person responsible for the frequency, scope of content
 persons accomplishing the reviews Upon surrender or revocation, the approval certificate shall be returned to the
 Procedure fopr planning/carrying out corrective actions competent authority.
The organisation quality system as specified in Part-145 provides an M.A.619 Findings

acceptable basic structure for the organisational review system for
organisations with more than 10 maintenance staff, dependent upon the Level 1 – significant non-compliance with Part-M requiriments
complexity of the organisation.
Level 2 finding is any non-compliance with the Part-M requirements
Organisation must prepare corrective actions plan and must provide evidence
of implemented corrective actions to CA. (as agreed with CA)
ISSUE 3, 2014 May 26 Page 102 of 201

Module 10.4 Air Operations

All the new Air Operations Regulation structure is based on following
General classification and definitions:
28 October 2012 marked the entry into force of the new European rules for
Air Operations. The new Regulation was adopted by the European
Commission on 5 October 2012 and published on 25 October 2012 in the
Official Journal of the European Union as Commission Regulation (EU) No
965/2012.
The new Regulation creates harmonised requirements at the European level

for commercial air transport operations of airplanes and helicopters, ensuring
also continuity with the previous rules: for aeroplanes operators, the new
rules recognise the privileges of the existing certificate holders, whereas for
helicopters, the new Regulation builds on JAR-OPS 3, replacing the different
national rules and facilitating the cross-border operations in the future.
This new regulation, which is generally known as IR-OPS (Implementing

Rules – Operations), replaces EU-OPS (Regulation (EC) 859/2008) and is
intended to harmonise with ICAO Ops provisions.
IR-OPS applies from 28 October 2012, however, Member States may decide
not to apply the provisions until 28 October 2014. It is understood that all
EASA Member States have decided to delay implementation until 2014.
Figure 4.1: IR-OPS classification
ISSUE 3, 2014 May 26 Page 103 of 201

In accordance wtih IR-OPS: For EU 965/2012 EASA already applied their future plans where each new
regulation follows the same structure:
An operator shall not operate an aircraft for the purpose of Commercial Air
Transportation (CAT) other than in accordance with Regulation 965/2012. -Each regulation can have annexes so-called “PARTS”;
-Each regulation will contain a minimum of three PARTS:
Commission Regulation (EU) 965/2012, consists of 8 Annexes, also named *PART AUTHORITY
Parts (see figure 4.2). *PART ORGANISATION
*TECHNICAL PARTS
Each part is divided into SUBPARTS. The first SUBPART of a specific PART
is usually SUBPART GEN that details general requirements.
-A SUBPART is then divided into different SECTIONS.
-SECTIONS are made of different CHAPTERS.
For example, looking for the requirement to be followed by a CAA in order to

certify an operator is displayed in fig. 4.3.
Figure 4.2: Annexes of (EU) 965/2012
Figure 4.3: Navigating in IR-OPS
ISSUE 3, 2014 May 26 Page 104 of 201

Full titles of each Annex (Part) is detailed in the table below. Not all the parts were introduced with initial issue of EU 965/2012. The
document was ammended 4 times (till revision date of this training manual),
DEF Definitions for terms used in Annexes II-VIII changes introduced not only new parts, but also subparts and other changes
inside the regulation. All the ammendments are listed and briefly described
PART-ARO AUTHORITY REQUIREMENTS FOR AIR OPERATIONS below:
PART-ORO ORGANISATION REQUIREMENTS FOR AIR OPERATIONS
PART-CAT COMMERCIAL AIR TRANSPORT OPERATIONS 1st ammendment: Commission Regulation (EU) No 800/2013 of 14/08/2013
(Presents particular aspects related to non-commercial operations.)
PART-SPA SPECIFIC APPROVALS
NON-COMMERCIAL AIR OPERATIONS WITH COMPLEX 2nd ammendment: Commission Regulation (EU) No 71/2014 of 27/01/2014
PART-NCC
MOTOR-POWERED AIRCRAFT (Changes related to introduction of Operational Suitability Data which, in
NON-COMMERCIAL AIR OPERATIONS WITH OTHER- perspective of operations, is related to MMEL/MEL and Flight and cabin crew
PART-NCO
THAN- COMPLEX MOTOR-POWERED AIRCRAFT training)
PART-SPO SPECIALISED OPERATIONS
3rd ammendment: Commission Regulation (EU) No 83/2014 of 29/01/2014
(Subpart FLIGHT AND DUTY TIME LIMITATIONS AND REST
REQUIREMENTS (FTL) is added to Annex III (Part-ORO))
4th ammendment: Commission Regulation (EU) No 379/2014 of 24/04/2014

(Rules for specialised operations with aeroplanes, helicopters balloons and
sailplanes are included)
ISSUE 3, 2014 May 26 Page 105 of 201

Air Operators Certificate (AOC)

The requirements for Air Operator Certification in 965/2012 are described in:
Prior to commencing commercial air operations, the operator shall apply for
Part-ORO (ORGANISATION REQUIREMENTS FOR AIR OPERATIONS)
and obtain an air operator certificate (AOC) issued by the competent
authority.
SUBPART AOC
(Regarding validity of „old“ AOC‘s) - In accordance with Article 7 of
965/2012: „AIR OPERATOR CERTIFICATION“
Air operator certificates (AOCs) issued by a Member State to CAT operators It includes these sections:
of aeroplanes before this Regulation (965/2012) applies are still valid.
-ORO.AOC.100 Application for an air operator certificate
However, no later than 28 October 2014: -ORO.AOC.105 Operations specifications and privileges of an AOC holder
-ORO.AOC.110 Leasing agreement
a) operators shall adapt their management system, training programmes, -ORO.AOC.115 Code-share agreements
procedures and manuals to new rules. -ORO.AOC.120 Approvals to provide cabin crew training and to issue cabin
crew attestations
(b) the AOC shall be replaced (i.a.w IR-OPS) -ORO.AOC.125 Non-commercial operations of aircraft listed in the operations
specifications by the holder of an AOC
-ORO.AOC.130 Flight data monitoring — aeroplanes
-ORO.AOC.135 Personnel requirements
-ORO.AOC.140 Facility requirements
-ORO.AOC.150 Documentation requirements
ISSUE 3, 2014 May 26 Page 106 of 201

Application: The operator must satisfy the authority that:
The application for an operator certificate or an amendment to an existing -they comply with all the applicable requirements of Annex IV to Regulation
certificate shall be made in a form and manner established by the competent (EC) No 216/2008 (Basic Regulation) and all applicable IR-OPS
authority. requirements;
An applicant for an AOC must provide: -all aircraft operated have a certificate of airworthiness (CofA);
(1) the official name and business name, address, and mailing address of the -its organisation and management are suitable and properly matched to the
applicant; scale and scope of the operation.
(2) a description of the proposed operation, including the type(s), and number Successfull application will be awarded the Air Operator Certificate (EASA
of aircraft to be operated; Form for this purpose in fig. 4.4).
(3) a description of the management system, including organisational

structure;
(4) the name of the accountable manager;
(5) the names of the nominated persons together with their qualifications and
experience
(6) a copy of the operations manual
(7) a statement that all the documentation sent to the competent authority
have been verified by the applicant and found in compliance with the
applicable requirements.
AMC: The application for the initial issue of an AOC should be submitted at
least 90 days before the intended start date of operation. The operations
manual may be submitted later, but in any case not later than 60 days before
the intended start date of operation.
ISSUE 3, 2014 May 26 Page 107 of 201

Figure 4.4: Air Operator Certificate EASA Form 138 (first page only)
ISSUE 3, 2014 May 26 Page 108 of 201

Operator’s responsibilities, in particular regarding continuing Basic regulation (216/2008) lays down major operators responsibilities
airworthiness and maintenance regarding continuing airworthiness and maintenance:
In accordance with ORO.GEN.110, Operator responsibilities are: The aircraft must not be operated unless:
The operator is responsible for the operation of the aircraft in accordance with (i) the aircraft is in an airworthy condition;
Annex IV to Regulation (EC) No 216/2008 (Basic Regulation), applicable (ii) the operational and emergency equipment necessary for the
(EC) 965/2012 (IR-OPS) requirements and it‘s operators certificate (AOC). intended flight is serviceable;
(iii) the airworthiness document of the aircraft is valid;
This section of Part-ORO details many responsibilities for operators. Some of (iv) the maintenance of the aircraft is performed in accordance with its
the most important are listed below: Maintenance programme.
-all flights must be i.a.w operations manual;
-Before each flight or consistent series of consecutive flights, the aircraft must
-the crew must be qualified and operations performed i.a.w area where be inspected, through a pre-flight check, to determine whether it is fit for the
operations performed requirements; intended flight.
-the aircraft is equiped as specified in requirements;
Additional requirements for operation for commercial purposes and
-all staff assigned to operation duties shall be aware about the rules and laws operation of complex motor-powered aircraft:
applicable to their duties and operations;
-the checklists must be prepared for flight crew; -the operator must establish a Minimum equipment list (MEL) or equivalent
document;
-flight planning procedures must be specified;
-management system shall be established; Note: More details regarding continuing airworthiness are provided in EC
2042/2003 (Part-M).
-contracted activities must be controlled;
-acceptable facilities must be available for staff;
-operator must keep records;
ISSUE 3, 2014 May 26 Page 109 of 201

Aircraft Maintenance Programme

The aircraft maintenance programme shall contain details, including
The regulations for Aircraft Maintenance Programme (AMP) are specified in frequency, of all maintenance to be carried out, including any specific tasks
EC 2042/2003, Annex I (Part-M). linked to the type and the specificity of operations.
M.A.302 Aircraft Maintenance Programme Acceptable Means of Compliance (AMC) - An owner or operator’s
maintenance programme should normally be based upon the maintenance
Maintenance of each aircraft shall be organised in accordance with an aircraft review board (MRB) report where applicable, the maintenance planning
maintenance programme (AMP). document (MPD), the relevant chapters of the maintenance manual or any
other maintenance data containing information on scheduling
AMC M.A.302
The term “maintenance programme” is intended to include scheduled For large aircraft, when the maintenance programme is based on
maintenance tasks the associated procedures and standard maintenance maintenance steering group logic or on condition monitoring, the aircraft
practises. The term “maintenance schedule” is intended to embrace the maintenance programme shall include a reliability programme.
scheduled maintenance tasks alone.
The aircraft maintenance programme shall be subject to periodic reviews and
The aircraft should only be maintained to one approved maintenance amended accordingly when necessary. AMC - The maintenance programme
programme at a given point in time! details should be reviewed at least annually
The AMP and any subsequent amendments shall be approved by the

competent authority. (also may be approved by indirect approval – for
CAMO).
The aircraft maintenance programme must establish compliance with:

- instructions issued by the competent authority;
Also instructions for continuing airworthiness:

-issued by the holders of the type-certificate (manufacturers) or STC.
-additional or alternative instructions proposed by the owner or the continuing
airworthiness management organisation (CAMO).
ISSUE 3, 2014 May 26 Page 110 of 201

Figure 4.5: Maintenance Programme Example
ISSUE 3, 2014 May 26 Page 111 of 201

MEL//CDL
Minimum Equipment List (MEL) and Configuration Deviation List (CDL)
Master Minimum Equipment List (MMEL), Minimum Equipment List
(MEL) and Configuration Deviation List (CDL) The MEL is a list which provides for the operation of aircraft, under specified
conditions, with particular instruments, items of equipment or functions
MMEL, MEL and CDL are documents used by the operator to perform inoperative at the commencement of flight. This list is prepared by the
commercial flight operations even when some systems, components or other operator for his own particular aircraft taking account of their aircraft definition
requirements do not function or correspond with the defined standard of and the relevant operational and maintenance conditions in accordance with
functionality. a procedure approved by the authority.
Master Minimum Equipment List (MMEL) An operator shall establish, for each aircraft, a MEL approved by the
authority. The MEL shall be based upon, but no less restrictive than, the
The Master Minimum Equipment List/MMEL is a master list appropriate to an relevant MMEL. All items related to the airworthiness of the aircraft and not
aircraft type which determines those instruments, items of equipment or included in the list are automatically required to be operative. Non-safety
functions that, while maintaining the level of safety intended in the applicable related items such as galley equipment, passenger convenience items, need
regulation, may temporarily be inoperative either due to the inherent not be listed. Operators shall establish an effective decision making process
redundancy of the design, and/or due to specified operational and for failures that are not listed to determine if they are related to airworthiness
maintenance procedures, conditions and limitations, and in accordance with and required for safe operation.
the applicable procedures for continued airworthiness.
The MEL may contain additional advisory material or modified operational
All items related to the airworthiness of the aircraft and not included in the list and maintenance procedures. The MEL may include additional operator’s
are automatically required to be operative. Non-safety-related equipment, requirements; however they may not be less stringent than the MMEL.
such as galley equipment, passenger convenience items, need not be listed.
Operators shall take operational and maintenance procedures referenced in
the MMEL into account when preparing an MEL. These procedures shall be
referenced in the MEL and published concurrently with the MEL as a guide
for operators.
Rules for MEL in EU are described per EU 965/2012 Part-ORO, Section -

ORO.MLR.105 Minimum equipment list.
ISSUE 3, 2014 May 26 Page 112 of 201

Configuration Deviation List
A configuration deviation list (CDL) is a list established by the organization

responsible for the type design with the approval of the State of Design which
identifies any external parts of an aircraft type which may be missing at the
commencement of a flight, and which contains, where necessary, any
information on associated operating limitations and performance correction.
(ICAO Annex 6: Operation of Aircraft).
The CDL is usually prepared by the aircraft manufacturer and is part of

the Aircraft Flight Manual.
The CDL should not be confused with the Minimum Equipment List (MEL)!
MELs are associated with inoperative equipment and systems. They define a
safe deviation from the certified configuration.
Items listed in the CDL, however, define a new certificated airplane
configuration.
ISSUE 3, 2014 May 26 Page 113 of 201

Documents to be carried on board
The documents that must be on board during flight (for Commercial Air (13) procedures and visual signals information for use by intercepting and
Transport) are detailed in Annex IV Part-CAT of EU 965/2012. intercepted aircraft;
CAT.GEN.MPA.180 Documents, manuals and information to be carried (14) information concerning search and rescue services for the area of the
intended flight, which shall be easily accessible in the flight crew
The following documents, manuals and information shall be carried on each compartment;
flight, as originals or copies:
(15) the current parts of the operations manual that are relevant to the duties
(1) the aircraft flight manual (AFM), or equivalent document(s); of the crew members, which shall be easily accessible to the crew members;
(2) the original certificate of registration; (16) the MEL;
(3) the original certificate of airworthiness (CofA); (17) appropriate notices to airmen (NOTAMs) and aeronautical information
service (AIS) briefing documentation;
(4) the noise certificate, including an English translation, where one has been
provided by the authority responsible for issuing the noise certificate; (18) appropriate meteorological information;
(5) a certified true copy of the air operator certificate (AOC); (19) cargo and/or passenger manifests, if applicable;
(6) the operations specifications relevant to the aircraft type, issued with the (20) mass and balance documentation;
AOC;
(21) the operational flight plan, if applicable;
(7) the original aircraft radio licence, if applicable;
(22) notification of special categories of passenger (SCPs) and special loads,
(8) the third party liability insurance certificate(s); if applicable; and
(9) the journey log, or equivalent, for the aircraft; (23) any other documentation that may be pertinent to the flight or is required
by the States concerned with the flight.
(10) the aircraft technical log
(11) details of the filed ATS flight plan, if applicable; Note: For operations under visual flight rules (VFR) by day with other-than-
complex motor-powered aircraft, the list of documents to be on board is
(12) current and suitable aeronautical charts for the route of the proposed limited to 8 items. Refer to CAT.GEN.MPA.180.
flight and all routes along which it is reasonable to expect that the flight may
be diverted;
ISSUE 3, 2014 May 26 Page 114 of 201

Aircraft Placarding (Markings)
Ref. CS-25, Subpart G, CS-25.1541 (for Large aircraft) Instrument markings:
The aircraft must contain: When markings are on the cover glass of the instrument, there must be
 The specified markings and placards means to maintain the correct alignment of the glass cover with the face of
 Any information, instrument markings and placards required for the the dial.
safe operation if there are unusual design, operating or handling
characteristics. Each instrument marking must be clearly visible to the appropriate crew
member.
Each marking and placard prescribed above must be displayed in a
conspicuous place; and may not be easily erased, disfigured, or obscured.
Figure 4. 6: Markings and plackards
ISSUE 3, 2014 May 26 Page 115 of 201

SUBPART D
INSTRUMENTS, DATA, EQUIPMENT
CAT.IDE.A.260 Marking of break-in points
If areas of the aeroplane’s fuselage suitable for break-in by rescue crews in

an emergency are marked, such areas shall be marked as shown in Figure
4.7.
Figure 4. 7: Break-In Points requirements
ISSUE 3, 2014 May 26 Page 116 of 201

Module 10.5 Certification of aircraft, parts and appliances
Initial Airworthiness
The Commission Regulation (EC) No. 1702/2003 dated 24 September 2003

lays down implementing rules for the airworthiness and environmental
certification of aircraft and related products, parts and appliances, as well as
for the certification of design and production organisations. This regulation is
part of the set of regulations that govern airworthiness and environmental
certification for the entire life of the product.
1. On 21 August of 2012, the European Commission published Regulation

748/2012 of 3 August 2012. This new Regulation is replacing Regulation (EC)
1702/2003, which includes Part-21. It is a consolidation of the initial version of
1702/2003 together with seven subsequent stand-alone amendments,
changes resulting from four Agency Opinions, and further changes introduced
by the Commission. This new Regulationl entered into force on 10 September
2012.
2. The Basic Regulation and the Implementing Rule on Initial Airworthiness

are amended by Commission Regulations N°6/2013 and N°7/2013,
respectively. As the consequence of the adoption by ICAO Council on 4
March 2011 of the recommended amendments to Annex 16 of the Chicago
Convention by ICAO 8th Committee on Aviation Environmental Protection
ISSUE 3, 2014 May 26 Page 117 of 201

Initial Airworthiness Regulation lays down, in accordance with Article 5(4) and
6(3) of the basic Regulation, common technical requirements and
administrative procedures for the airworthiness and environmental
certification of products, parts and appliances specifying:
 The issue of type-certificates, restricted type-certificates,

supplemental type-certificates and changes to those certificates
 The issue of certificates of airworthiness, restricted certificates of

airworthiness, permits to fly and authorised release certificates;
 The issue of repair design approvals;
 The showing of compliance with environmental protection

requirements;
 The issue of Noise Certificates.
 The identification of products, parts and appliances;
 The certification of certain parts and appliances;
 The certification of design and production organisations;
 The issue of airworthiness directives.
The Annex 1 to this regulation is known as ‘Part-21’. This number is used as

the contents were previously contained within JAR 21 which has been
superceded by Regulation 1702/2003. Part-21 now contains requirements
and procedures for the certification of aircraft and related products, parts and
appliances, and of design and production organisations.
ISSUE 3, 2014 May 26 Page 118 of 201

Part-21 Certification of Aircraft and Related Products, Parts and

Appliances, and of Design and Production Organisations
Part-21 Contents by Section
 Subpart A General provision
 Subpart B Type-certificates and restricted type certificates
 Subpart D Changes to type-certificates and restricted type-certificates
 Subpart E Supplemental type-certificates
 Subpart F Production without Production Organisation Approval
 Subpart G Production Organisation Approval
 Subpart H Airworthiness Certificates
 Subpart I Noise Certificates
 Subpart J Design Organisation Approval
 Subpart K Parts And Appliances
 Subpart-M Repairs
 Subpart O European Technical Standard Order Authorisations
 Subpart P Permit To Fly
 Subpart Q Identification of Products, Parts and Appliances
Reference will be made to the appropriate Subpart of Part-21, as we refer to

individual topics further on in this section.
ISSUE 3, 2014 May 26 Page 119 of 201

 AMC-20 (General Acceptable Means of Compliance for Airworthiness

Certification Specifications (CS) and Airworthiness Codes
of Products, Parts and Appliances)
Certification Specifications are those specifications to which designers are
required to demonstrate that their new products comply with.
All such ‘airworthiness codes’ are directly derived from the JARs. The JAR
denomination has been changed to Certification Specification (CS).
Currently, the airworthiness codes are the following:
 CS-22 (Sailplanes and Powered Sailplanes)

 CS-23 (Normal, Utility, Aerobatic and Commuter Aeroplanes)
 CS-25 (Large Aeroplanes)
 CS-27 (Small Rotorcraft)
 CS-29 (Large Rotorcraft)
 CS-31GB (Gas Balloons)
 CS-31HB (Hot Air Balloons)
 CS-34 (Aircraft Engine Emissions and Fuel Venting)
 CS-36 (Aircraft Noise)
 CS-APU (Auxiliary Power Units) Figure 5. 1: Aircraft are designed, manufactured and certified to the
 CS-AWO (All Weather Operations) Certification Specification „Airwothiness Codes“
 CS-E (Engines)
 CS-ETSO (European Technical Standard Orders)
 CS-FSTD(A) (Aeroplane Flight Simulation Training Devices)
 CS-FSTD(H) (Helicopter Flight Simulation Training Devices)
 CS-Definitions (Definitions and Abbreviations)
 CS-LSA (Light Sport Aeroplanes)
 CS-P (Propellers)
 CS-VLA (Very Light Aeroplanes)
 CS-VLR (Very Light Rotorcraft)
ISSUE 3, 2014 May 26 Page 120 of 201

Certification of Parts  Subpart E: Power Plant. This Subpart contains the requirements for
power plant installations and related systems (like fuel, oil, exhaust
Some parts are made for fitment to various aircraft and equipments; for systems, etc.). Power plant controls, accessories, and fire protection
example a hydraulic non-return valve could have many applications, but only are also considered.
has to be certified once. These parts may be certified in one of three ways:
 European Technical Standard Order authorization (ETSO) (Part-21  Subpart G: Operating Limitations and Information. This Subpart
Subpart Q). provides requirements for all the information that must be available to
 Specifications written in the aircraft certification process. the pilot and other personnel for correct aircraft operations: from
 Standard parts in accordance with officially recognized standards. marking and placards, to the flight manual content.
Structure of Aircraft Certification Specifications  Appendices These documents are of various natures; they can
If you look at the airworthiness standards for aircraft certification (CS 23, 25, provide simplified design load criteria, test procedures for assessment
27 or 29 for example) you will find a common structure. The Structure is as of material flammability, instructions for continued airworthiness, and
follows: other information.
 Subpart A: General. This Subpart provides information about the

types and categories of aircraft to which the standard is applicable.
 Subpart B: Flight. This Subpart deals with the flight tests to be

carried out to show compliance with the requirements for
performance, controllability and manoeuvrability, stability, etc.
This Subpart does not exclusively cover certification flight tests; other
Subparts contain some requirements that must be complied with
through flight tests.
 Subpart C: Structure. This Subpart contains the requirements for

flight and ground load assessment, and for structural design of
airframes, control systems, landing gears, and other components.
Crashworthiness and fatigue requirement parameters are also
provided.

 Subpart D: Design and Construction. This Subpart deals with the
design technique, materials, safety factors, control system and landing
gear design, structural tests to be carried out, cockpit and passenger
cabin design, fire protection and flutter requirements, etc.
ISSUE 3, 2014 May 26 Page 121 of 201

Sub Part J - Design Organisation Approval (DOA)
Design Organisation Approval (DOA) is controlled by Part-21 Sub Part J.
The main duties and responsibilities of a design organization are:
 To design.
 To demonstrate compliance with the applicable requirements.
 To independently check the statements of compliance.
 To provide items for continued airworthiness.
 To check the job performed by partners/subcontractors:
 To independently monitor the above functions.
 To provide the authority with the compliance documentation.
 To allow the authority to make any inspection and any flight and
ground tests necessary to check the validity of the statements of
compliance.
A crucial point, besides the normal design organization, is the institution of a

Design Assurance System (DAS) for control and supervision of the design,
and design changes to the product covered by the application. This includes
all the activities for the achievement of the type certificate, the approval of
changes, and the maintenance of continued airworthiness.
In particular, the DAS should include an organizational structure to:
 Control the design.

 Show compliance with the applicable certification standard and
environmental requirements.
 Show compliance with protection requirements.
 Independently check this compliance.
 Liaise with the Agency.
 Continuously evaluate the design organization.
 Control subcontractors.
A DOA is for a particular part or product. It should be noted that an

aircraft or engine manufacturer will normally have both DOA and POA
approvals.
ISSUE 3, 2014 May 26 Page 122 of 201

Figure 5. 2: An EASA Part-21 Design Organisation Approval (DOA)
ISSUE 3, 2014 May 26 Page 123 of 201

Sub Part G - Production Organisation Approval (POA)

Approval Requirements
Part-21 Sub Part G details the issuance of a production organisation approval
for a production organisation showing conformity of products, parts and The production organisation must demonstrate, that:
appliances with the applicable design data.
(a) with regard to general approval requirements, facilities, working
To satisfy the requirements the applicant has to justify that, for a defined conditions, equipment and tools, processes and associated materials,
scope of work, an approval under this Subpart is appropriate for the purpose number and competence of staff, and general organisation are adequate
of showing conformity with a specific design; and hold or have applied for an to discharge obligations
approval of that specific design; or have ensured, through an appropriate
arrangement with the applicant for, or holder of, an approval of that specific (b) with regard to all necessary airworthiness, noise, fuel venting and exhaust
design, satisfactory coordination between production and design. emissions data:
POA Quality System  The production organisation is in receipt of such data from the
Agency, and from the holder of, or applicant for, the type-
The production organisation must demonstrate that it has established and is certificate, restricted type-certificate or design approval, to
able to maintain a quality system. The quality system shall be documented. determine conformity with the applicable design data.
This quality system shall be such as to enable the organisation to ensure that  The production organisation has established a procedure to
each product, part or appliance produced by the organisation or by its ensure that airworthiness, noise, fuel venting and exhaust
partners, or supplied from or subcontracted to outside parties, conforms to emissions data are correctly incorporated in its production data.
the applicable design data and is in condition for safe operation.  Such data are kept up to date and made available to all personnel
who need access to such data to perform their duties.
The control procedures need to include specific provisions for any critical
parts.
An independent quality assurance function is to monitor compliance with, and

adequacy of, the documented procedures of the quality system. This
monitoring will include a feedback system ultimately to the Accountable
Manager, to ensure, as necessary, corrective action.
ISSUE 3, 2014 May 26 Page 124 of 201

Sub Part F - Production without Production Organisation

Approval
Issue of a letter of Agreement
Subpart F establishes the procedure for demonstrating the conformity with
the applicable design data of a product, part and appliance that is intended to The applicant is entitled to have a letter of agreement issued by the
be manufactured without a production organisation approval under Subpart Competent Authority agreeing to the showing of conformity of individual
G. products, parts and appliances under this Subpart, after:
This Subpart establishes the rules governing the obligations of the (a) having established a production inspection system that ensures that
manufacturer of a product, part, or appliance being manufactured under this each product, part or appliance conforms to the applicable design data
Subpart. and is in condition for safe operation.
Any person may apply to show conformity of individual products, parts or (b) providing a manual that contains:
appliances under this Subpart, if:
 a description of the production inspection system required under
 it holds or has applied for an approval covering the design of that paragraph (a),
product, part or appliance, or
 it has ensured satisfactory coordination between production and  a description of the means for making the determinations of the
design, through an appropriate arrangement with the applicant for, or production inspection system,
holder of, an approval of such a design.
 a description of the tests carried out to determine conformance
An application must contain evidence which demonstrate, where applicable,
that: (c) demonstrating that it is able to provide assistance in accordance with
21A.3 and 21A.129(d).
(i) the issuance of a production organisation approval under Subpart G
would be inappropriate;
or
(ii) the certification or approval of a product, part or appliance under this

Subpart is needed pending the issuance of a production organisation
approval under Subpart G.
ISSUE 3, 2014 May 26 Page 125 of 201

The letter of agreement is issued for a limited duration not exceeding one
year. It remains valid unless:
 The holder of the letter of agreement fails to demonstrate compliance

with the applicable requirements of this Subpart; or
 There is evidence that the manufacturer cannot maintain satisfactory

control of the manufacture of products, parts, or appliances under the
agreement; or
 The manufacturer no longer meets the requirements of 21A.122; or
 The letter of agreement has been surrendered, revoked under

21B.145, or has expired. .
ISSUE 3, 2014 May 26 Page 126 of 201

Type Certificates and Restricted Type Certificates

Sub Part B - Type Certification
This Subpart establishes the procedure for issuing type certificates for
Type certification is required for any Aircraft, Engine (including APUs) or products and restricted type certificates for aircraft, and establishes the rights
Propeller. and obligations of the applicants for, and holders of, those certificates.
Upon certification the Type Certificate is issued. Note that a type certificate Demonstration of Capability
is not authority to fly. A valid Certificate of Airworthiness is required for
each aircraft for which the type certificate is issued before that aircraft can go Any organisation applying for a type-certificate or restricted type-certificate
into service. The type-certificate for the aircraft type design is a pre-requisite shall demonstrate its capability by holding a Part-21 Sub part J Design
for each series aircraft Certificate of Airworthiness issue. Organisation Approval.
The manufacturer of the aircraft is normally the applicant for a type certificate. Compliance with the Type-Certification Basis and Environmental
Any manufacturer within the EU must apply directly to EASA for type Protection Requirements
approval.
 The applicant for a type-certificate or a restricted type-certificate shall
Example: show compliance with the applicable type certification basis and
Note that of Airbus A380 the engines are made by Rolls Royce and RR will environmental protection requirements and shall provide to the
have had to obtain a type approval for the Trent 900 engines fitted in addition Agency the means by which such compliance has been shown.
to Airbus applying for the Aircraft type Certificate with Trent 900 fitted. A
second type certificate is required for the A380 when fitted with the Engine  The applicant shall declare that it has shown compliance with all
Alliance GP 7200. applicable type certification basis and environmental protection
requirements.
It is normal for bilateral agreements to be in place to recognise type
certificates from, amongst others, the USA, Canada and Brazil.  Where the applicant holds an appropriate design organisation
approval, the declaration of paragraph (b) shall be made according to
Sometimes the manufacturer is not the type-certificate holder. This would be the provisions of Subpart J.
the case if the manufacturer has gone out of business, or the manufacturer
no longer produces the product and may sell the type-certificate to another
organisation who wishes to specialise in the manufacture of spare parts for
those products still in service. For this reason, the owner of the type-
certificate is generally referred to as the Type-Certificate Holder (TCH).
Part-21 Sub part B deals with type certificates; extracts are shown below:
ISSUE 3, 2014 May 26 Page 127 of 201

of the aircraft, and with the applicable environmental protection

Issue of a Type Certificate requirements;
 expressly stating that it is prepared to comply with 21A. 44 which
The applicant shall be entitled to have a product type certificate issued by effectively says that all requirements of Part-21 have been complied
EASA (the agency) after: with.
 demonstrating its capability in accordance with 21A.14;
 submitting the declaration referred to in 21A. 20( b); and it is shown b) The engine or propeller installed in the aircraft, or both, shall:
that:
1) have a type-certificate issued or determined in accordance with
 The product to be certificated meets the applicable type this Regulation;
certification basis and environmental protection requirements
designated. This is usually provided by the issue of a or
Certificate of Design for the aircraft type, by the design
organisation. The Certificate of Design states that the aircraft 2) have been shown to be in compliance with the certification
meets current stated design requirements. specifications necessary to ensure safe flight of the aircraft.
 Any airworthiness provisions not complied with are
compensated for by factors that provide an equivalent level of
safety;
 No feature or characteristic makes it unsafe for the uses for
which certification is requested; and
 The type-certificate applicant has expressly stated that it is
prepared to comply with 21A.44 which effectively says that all
requirements of Part-21 have been complied with.
In the case of an aircraft type certificate, the engine or propeller, or both, if

installed in the aircraft, have a type certificate issued or determined in
accordance with this Regulation.
Issue of a Restricted Type-Certificate
a) For an aircraft that does not meet the provisions of 21A.21 ( c), ie an
aircraft that is not of normal design for which a normal type certificate
may be issued, the applicant shall be entitled to have a restricted type
certificate issued by the Agency after:
 complying with the appropriate type certification basis established by

the Agency ensuring adequate safety with regard to the intended use
ISSUE 3, 2014 May 26 Page 128 of 201

Figure 5. 3: A typical Type Certificate
ISSUE 3, 2014 May 26 Page 129 of 201

Type Design Manuals
The type design shall consist of: The holder of a type-certificate or restricted type-certificate shall produce,
maintain and update master copies of all manuals required by the applicable
 The drawings and specifications, and a listing of those drawings and type-certification basis and environmental protection requirements for the
specifications, necessary to define the configuration and the design product, and provide copies, on request, to the Agency.
features of the product shown to comply with the applicable type-
certification basis and environmental protection requirements; Instructions for Continued Airworthiness
 Information on materials and processes and on methods of The holder of the type-certificate or restricted type-certificate shall furnish at
manufacture and assembly of the product necessary to ensure the least one set of complete instructions for continued airworthiness, comprising
conformity of the product; descriptive data and accomplishment instructions prepared in accordance
 An approved airworthiness limitations section of the instructions for with the applicable type-certification basis, to each known owner of one or
continued airworthiness as defined by the applicable Certification more aircraft, engine or propeller upon its delivery or upon issue of the first
Specification; and certificate of airworthiness for the affected aircraft, whichever occurs later and
 Any other data necessary to allow by comparison, the determination thereafter make those instructions available on request to any other person
of the airworthiness, the characteristics of noise, fuel venting, and required to comply with any of the terms of those instructions.
exhaust emissions (where applicable) of later products of the same
type. The availability of some manual or portion of the instructions for continued
airworthiness, dealing with overhaul or other forms of heavy maintenance,
Each type design shall be adequately identified. may be delayed until after the product has entered into service, but shall be
available before any of the products reaches the relevant age or flight-hours/
Type Certificate cycles.
The type-certificate and restricted type certificate are both considered to In addition, changes to the instructions for continued airworthiness shall be
include the type design, the operating limitations, the type certificate data made available to all known operators of the product and shall be made
sheet for airworthiness and emissions, the applicable type-certification basis available on request to any person required to comply with any of those
and environmental protection requirements with which the Agency records instructions. A programme showing how changes to the instructions for
compliance, and any other conditions or limitations prescribed for the product continued airworthiness are distributed shall be submitted to the Agency.
in the applicable certification specifications and environmental protection
requirements.
The aircraft type certificate and restricted type certificate, in addition, both
include the type certificate data sheet for noise. The engine type certificate
data sheet includes the record of emission compliance.
ISSUE 3, 2014 May 26 Page 130 of 201

Changes in Type Design
We have previously seen that all deviations from a type design are ‘changes’
that have to be approved by the authority (in a direct or indirect way).
Because these deviations can range, for example, from a simple correction of
a drawing to the opening of a large door in the fuselage of an aircraft for
conversion in a cargo aircraft, EASA Part-21 considers two kinds of changes:
Minor changes are those that have no appreciable effect on the mass,
balance, structural strength, reliability, operational characteristics (noise, fuel
venting, exhaust emission),” or other characteristics affecting the
airworthiness of the product.
Minor changes in a type design are approved by the Agency, or by

appropriately approved design organization under a procedure agreed with
the Agency.
Major changes are all other changes. These must be approved by the
Agency.
 For aircraft, an application for a new TC is required if the proposed

change is:
 In the number of engines or rotors.

 To engines or rotors using different principles of operation.
 For an engine, an application for a new TC is required if the proposed

change is in the principle of operation.
 For a propeller an application for a new TC is required if the proposed
change is in the number of blades or principle of pitch change
operation.
ISSUE 3, 2014 May 26 Page 131 of 201

Sub Part E – Supplemental Type Certification
We have so far implied that changes are designed by the Type Certificate
Holder (TCH).
Nevertheless, another possibility does exist, and it is provided by any person

who alters a product by introducing a major change, not sufficient to require a
new application for a type certificate (see previous paragraph), shall apply to
the authority for a Supplemental Type Certificate (STC)
To provide just a couple of the countless possible examples: a design

organization (other than the TCH) can design an agricultural system for crop
spraying to be installed on a type certificated aircraft; in a similar way, a
passenger transport aeroplane can be transformed into a cargo aeroplane.
Any organization applying for a EASA STC shall demonstrate its capability by
holding a Design Organization Approval (DOA) or, by way of derogation,
alternative procedures setting out the specific design practices, resources,
and sequence of activities necessary to comply with the applicable
requirements.
Because the STC is the approval of a major change in type design, what
we have discussed about the ‘change in type design’ is entirely applicable.
The certification process of an STC is similar to the type certification process

of a product (aircraft, engine, or propeller).
In relation to the practical introduction of an STC, a person may change an

aircraft, engine, propeller or appliance based on an existing STC only if the
person requesting the change is the holder of the STC or has permission
from the holder to make the change.
ISSUE 3, 2014 May 26 Page 132 of 201

(b) Documents
Certificate of Registration
The Certificate of Registration is issued by the EU States’ National Aviation

Authority, since each EU state has its own register.
The certificate of registration must be accessible and stored with other

airworthiness certificates in the cockpit in accordance with EU-OPS
regulations. Each aircraft must have its own aircraft registration based on
rules and regulation of the respective country of registration.
EU States’ precise requirements may differ slightly.
ISSUE 3, 2014 May 26 Page 133 of 201

Sub Part H - Certificate of Airworthiness Basic documents required for a Certificate of Airworthiness are:
The Certificate of Airworthiness (C of A) must be accessible and stored with  A Certificate of Registration from the member state issuing the C of A
other airworthiness certificates in the cockpit accordance with EU-OPS  A Type Certificate including type certificate data sheet
regulations.  An approved Aircraft Flight Manual (AFM)
 A Weight and Balance Report with a loading schedule.
For each aircraft to be legally operated, the competent authority must issue a  Radio License and Radio Installation approval
certificate of airworthiness, which is valid for an unlimited period subject to a  A recommendation for the issue of an ARC (note that the technical
valid Airworthiness Review Certificate (ARC) issued by a Part-M and certification history of the aircraft shall have been verified during
organisation, being attached. the Airworthiness Review process in addition to a physical aircraft
survey)
Airworthiness certificates are classified as follows:
Additionally:
(a) Certificates of Airworthiness shall be issued to aircraft which conform
to a type-certificate that has been issued in accordance with this Part. For used aircraft imported to a member state:
An export certificate of airworthiness from the previous state of
(b) Restricted Certificates of Airworthiness shall be issued to aircraft registration.
which conform to a restricted type-certificate that has been issued in
accordance with this Part; or which have been shown to the Agency to For a new aircraft:
comply with specific certification specifications ensuring adequate A statement of conformity issued under 21A.163(b), or 21A.130 and
safety. validated by the Competent Authority
(c) Permits to Fly shall be issued to aircraft that do not meet, or have not With regard to used aircraft:
been shown to meet, applicable certification specifications but are Originating from a Member State, an Airworthiness Review Certificate
capable of safe flight under defined conditions. (ARC) issued in accordance with Part-M.
ISSUE 3, 2014 May 26 Page 134 of 201

Import of aircraft into an EU Member State (M.A.904)

Originating from a non-member State:
 a statement by the competent authority of the State where the aircraft When importing an aircraft onto a member state register from a third country,
is, or was, registered, reflecting the airworthiness status of the aircraft the applicant shall:
on its register at time of transfer.  apply to the member state of registry for the issue of a new
 a weight and balance report with a loading schedule. Airworthiness Certificate, in accordance with Part-21
 the flight manual when such material is required by the applicable  have an airworthiness review carried out by an appropriately approved
airworthiness code for the particular aircraft. Sub-part G organization
 historical records to establish the production, modification, and  have all maintenance as requested by the Continued Airworthiness
maintenance standard of the aircraft, including all limitations Management Organisation carried out
associated with a restricted certificate of airworthiness  When satisfied, send a recommendation to the CA
 a recommendation for the issuance of a certificate of airworthiness or  The owner must allow access to the CA for inspection
restricted certificate of airworthiness and an airworthiness review  A new Airworthiness Certificate and ARC will be issued by the CA
certificate following an Airworthiness review in accordance with Part- when satisfied that the requirements of Part-21 have been met
M.
 An airworthiness check flight shall be required using a pilot agreed by
(A check flight is not required for aircraft imported from within the EU.)
Note: A CofA is not valid if a valid ARC is not attached. See Part-M Sub
part I.
Transfer of an aircraft registration within the EU (M.A.901)
When transferring an aircraft with the EU the applicant shall:

 Inform the former member state, in which it was registered and
 Apply to the new member state for the issue of an Airworthiness
Certificate, in accordance with Part-21
The ARC shall remain valid until its expiry date.
ISSUE 3, 2014 May 26 Page 135 of 201

The following Statement appears at the bottom of all EASA CofAs:
“This Certificate of Airworthiness is issued pursuant to the Convention on

International Civil Aviation dated 7 December 1944, and Regulation (EC)
No.1592/2002, Article 5(3)(c) in respect of the abovementioned aircraft which
is considered to be airworthy when maintained and operated in accordance
with the foregoing and the pertinent operating limitations.
A current Airworthiness Review Certificate shall be attached to this

certificate.”
Note that Regulation (EC) No.1592/2002 has been repealed and replaced by
Regulation (EC) No.216/2008.
ISSUE 3, 2014 May 26 Page 136 of 201

Sub Part J - Noise Certificate
The Noise Certificate must be accessible and stored with other airworthiness
certificates in the cockpit accordance with EU-OPS regulations. Any aircraft
registered in an EU Member State, shall have a Noise Certificate. An
aeroplane, when flight-tested in accordance with the requirements of CS-36
and operated within the limits of the type certificate, shall not exceed the
noise levels specified in CS-36.140.
Application
An application for a Noise Certificate shall be made in a form and manner

established by the competent authority of the Member State of registry.
ISSUE 3, 2014 May 26 Page 137 of 201

 An operator must determine the mass of the fuel load by using the
Weight and Balance actual density or, if not known, the density calculated in accordance
with a method specified in the operations manual.
Weight and Balance Schedule
Weight and Centre-of-Gravity Schedule
An operator shall specify, in the operations manual, the principles and
methods involved in the loading and in the mass and balance system that The format of a Weight and Centre-of-Gravity Schedule is defined under
meet the requirements of EU-OPS 1.605. This system must cover all types of National regulations.
intended operations. Each weight change has to be recorded and registered
in the weight and balance sheet of the aircraft. A scheduled aircraft weighing
has to be established. For every flight a weight calculation (load sheet) must
be performed and signed by the pilot.
 An operator shall ensure that during any phase of operation, the

loading, mass and centre of gravity of the aeroplane complies with the
limitations specified in the approved aeroplane flight manual, or the
operations manual if more restrictive.
 An operator must establish the mass and the centre of gravity of any
aeroplane by actual weighing prior to initial entry into service and
thereafter at intervals of 4-years if individual aeroplane masses are
used and 9-years if fleet masses are used. The accumulated effects of
modifications and repairs on the mass and balance must be
accounted for and properly documented. Furthermore, aeroplanes
must be reweighed if the effect of modifications on the mass and
balance is not accurately known.
 An operator must determine the mass of all operating items and crew
members included in the aeroplane dry operating mass by weighing or
by using standard masses. The influence of their position on the
aeroplane centre of gravity must be determined.
 An operator must establish the mass of the traffic load, including any
ballast, by actual weighing or determine the mass of the traffic load in
accordance with standard passenger and baggage masses as
specified in EU-OPS 1.620.
ISSUE 3, 2014 May 26 Page 138 of 201

Weight and Centre-of-Gravity Definitions Aircraft Radio Station Licence and Approval
Basic Weight Basic Weight is the weight of the aircraft and all its basic The aircraft radio station licence must be accessible and stored with other
equipment, plus that of the declared quantity of unusable fuel and unusable airworthiness certificates in the cockpit in accordance with EU-OPS
oil. In the case of turbine-engined aircraft the Maximum Total Weight regulations.
Authorized of which does not exceed 5700 kg, it may also include the weight
of usable oil. The Application for a Certificate of Approval of Radio Installation is
defined under National regulations.
Basic Equipment Basic Equipment is the unconsumable fluids, and the
equipment which is common to all roles for which the Operator intends to use
the aircraft.
Variable Load Variable Load is the weight of the crew, of items such as the
crew’s baggage, removable units, and other equipment, the carriage of which
depends upon the role for which the Operator intends to use the aircraft for
the particular flight.
Disposable Load Disposable Load is the weight of all persons and items of
load, including fuel and other consumable fluids, carried in the aircraft, other
than the Basic Equipment and Variable Load.
Total Loaded Weight The sum of the Basic Weight and the weights of those
Variable and Disposable Load items which are to be carried for the particular
role for which the aircraft is to be used.
APS Weight Aircraft Prepared for Service Weight – The same as Total
Loaded Weight
ISSUE 3, 2014 May 26 Page 139 of 201

Module 10.6 Continuing Airworthiness

EU-OPS (the replacement for JAR-OPS) now contains a much reduced Sub
References: Regulation (EC) No.2043/2003 Annex I (Part-M) and its Part-M. All previous contents of Sub Part-M has been transferred to Part-M,
associated AMC/GM the subject of this chapter.
Annex l to Regulation (EC) No. 2042/2003 (Part-M)
Part-M concerns the airworthiness management of aircraft registered in an

EU member state. All applicable aircraft have been subject to its provisions
since September 28 2008. Prior to this date JAR-OPS Sub Part-M contained Where Part-M Fits Within Regulation (EC) No. 2042/2003
a lot of this detail. Where Part-M differs is that it now also contains regulations
for independent Continuing Aircraft Management Organisations (CAMO) What is Part-M?
and introduces the concept of the non-expiring Certificate of Airworthiness
and the Airworthiness Review Certificate (ARC).
Figure 6. 1: The Objectives of Part-M – Continuing Airwothiness
ISSUE 3, 2014 May 26 Page 140 of 201

Part-M In Relation To Maintenance of Aircraft
Part-M is Annex l to EASA Regulation (EC) No.2042/2003. It regulates the

matters required for aircraft to remain continuously airworthy. In particular it
manages maintenance with special regard to contracts let for maintenance to
Part-145 companies.
Figure 6. 2: Part-M in Relation to Maintenance of Aircraft
From the above you can see that the Part-M Sub Part G Continuing
Airworthiness Management Organisation (CAMO) is the interface between
the owner and any Part 145 organisation that it may let a contract to. In the
event the Part-145 organisation is internal then a service level agreement
must be included within the Part-M Exposition. In the case of one-off tasks
(e.g. to recover an aircraft) individual work orders can be used.
ISSUE 3, 2014 May 26 Page 141 of 201

Relationship between CAMO, Operator and Maintenance organisation Instructions for Continued Airworthiness
The relationships between CAMO, Operator and the Part-145 organisations The holder of the type-certificate or restricted type-certificate shall furnish at
are almost limitless, but the following should be noted. least one set of complete instructions for continued airworthiness, comprising
descriptive data and accomplishment instructions prepared in accordance
 In the event of an operator seeking an EU-OPS approval he must with the applicable type-certification basis, to each known owner of one or
simultaneously submit a Part-M exposition. CAT operators cannot more aircraft, engine or propeller upon its delivery or upon issue of the first
have EU-OPS without Part-M. certificate of airworthiness for the affected aircraft, whichever occurs later and
 The CAT operator must have his own CAMO. thereafter make those instructions available on request to any other person
 Private owners of large aircraft (> 5700Kg MTOW) can contract a required to comply with any of the terms of those instructions.
CAMO to act on their behalf. The CAMO shall be approved under
Part-M Sub Part G.
 All CAT aircraft, Twin Engine Helicopters and Large Aircraft must be
managed by a CAMO approved in accordance with Part-M Sub Part
G.
 Light Non CAT aircraft must be managed for airworthiness in
accordance with Part-M Sub Part C this can be carried out by the
Owner, A licensed engineer or a CAMO.
 The owner or operator of an aircraft is responsible for its
airworthiness, but it is acceptable for contracts to be raised to show
that the licensed engineer (for light aircraft) or the CAMO is assuming
responsibility for airworthiness.
Relationship between Part 21 Design and Production Organisations and

the Operator and his Part M/Part145 organisation
Part 21 requires that DOAs and POAs design and build in accordance with
the certification standards within Part 21 (Certification Specifications (CS)
‘codes’). In addition they also are required to provide sufficient information
and support to the operator to ensure continued airworthiness
ISSUE 3, 2014 May 26 Page 142 of 201

SECTION A - Technical Requirements
Sub Part B - Accountability
M.A.201
The owner/lessee is responsible for the continuing airworthiness of an aircraft

and shall ensure that no flight takes place unless:
 The aircraft is in an airworthy condition

 Operational and emergency equipment installed and serviceable
 The airworthiness certificate remains valid
 Maintenance performed in accordance with maintenance programme
When the aircraft is leased the responsibility of the owner is transferred to the
lessee if:
 the lessee is stipulated on the registration document;

or;
 detailed in the leasing contract
For simplicity in these training notes we shall refer to the operator, who may
be the owner or the lessee, except when extra clarity is required.
Any person or organisation performing maintenance shall be responsible for

the tasks performed.
Pre-flight Inspection
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.
ISSUE 3, 2014 May 26 Page 143 of 201

Contracting of CAMO Organisations by owners
Non CAT:
In order to satisfy his responsibilities the owner of an aircraft (non CAT) may CAT:
contract the tasks associated with continuing airworthiness to an approved In the case of commercial air transport the operator is responsible for the
CAMO as specified in M.A. Sub Part G In this case, the continuing continuing airworthiness of the aircraft it operates and shall:
airworthiness management organisation assumes responsibility for the proper be approved, as part of the air operator certificate issued by the competent
accomplishment of these tasks. authority, pursuant to M.A. Subpart G for the aircraft it operates (this approval
does not prevent the operator subcontracting certain continuing airworthiness
An owner who decides to manage the continuing airworthiness of the aircraft management tasks to competent persons or organisations; this activity is
under its own responsibility, without a contract in accordance with Appendix I, considered as an integral element of the operator’s M.A. Subpart G approval;
may nevertheless make a limited contract with a continuing airworthiness the regulatory monitoring is exercised through the operator’s M.A. Subpart G.
management organisation approved in accordance with Section A, Subpart G Approval; the contracts should be acceptable to the competent authority).
of this Annex (Part M), for the development of the maintenance programme Guidance for cotract can be found in Appendix II to M.A. 201 (h) 1 Sub-
and its approval in accordance with point M.A.302. In that case, the limited contracting of continuing airworthiness management tasks
contract transfers the responsibility for the development and approval of the be approved in accordance with Part-145 or contract such an organisation
maintenance programme to the contracted continuing airworthiness
management organisation. Maintenance of large aircraft, aircraft used for commercial air transport and
components thereof shall be carried out by a Part-145 approved maintenance
In the case of large aircraft the owner of an aircraft shall ensure that the tasks organisation.
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.
ISSUE 3, 2014 May 26 Page 144 of 201

Additional Information – Responsibilities work if he wishes to do so to satisfy his responsibility for the
airworthiness of the aircraft.
AMC M.A.201 (h) AMC M.A.201 (h) 1
1. Reference to aircraft includes the components fitted to or intended to be
fitted to the aircraft 1. An operator only needs to be approved for the management of the
continuing airworthiness of the aircraft listed on its Air Operators
2. The performance of ground de-icing and anti-icing activities does not Certificate (AOC). The approval to carry out airworthiness reviews is
require a Part-145 approval. optional.
3 The requirement means that the operator is responsible for determining 2. This approval does not prevent the operator subcontracting certain
what maintenance is required, when it has to be performed and by whom continuing airworthiness management tasks to competent persons or
and to what standard, in order to ensure the continued airworthiness of organisations. This activity is considered as an integral element of the
the aircraft being operated. operator’s M.A. Sub Part G approval. The regulatory monitoring is
exercised through the operator’s M.A. Sub Part G. approval. The
4. An operator should therefore have adequate knowledge of the design
contracts should be acceptable to the competent authority.
status (type specification, customer options, airworthiness directives
3. The accomplishment of continuing airworthiness activities forms an
(AD), modifications, operational equipment) and required and performed
important part of the operator’s responsibility with the operator remaining
maintenance. Status of aircraft design and maintenance should be
accountable for satisfactory completion irrespective of any contract that
adequately documented to support the performance of the quality
may be established.
system.
5. An operator should establish adequate co-ordination between flight 4. Part-M does not provide for organisations to be independently approved
operations and maintenance to ensure that both will receive all to perform continuing airworthiness management tasks on behalf of
information on the condition of the aircraft necessary to enable both to commercial air transport operators. The approval of such activity is
perform their tasks. vested in the operator’s air operator’s certificate (AOC). The sub-
contracted organisation is considered to perform the continuing
6. The requirement does not mean that an operator himself performs the airworthiness management tasks as an integral part of the operator's
maintenance (this is to be done by a maintenance organisation approved continuing airworthiness management system, irrespective of any other
under Part-145) but that the operator carries the responsibility for the approval held by the subcontractor including a M.A. Sub Part G approval.
airworthy condition of aircraft it operates and thus should be satisfied
before the intended flight that all required maintenance has been properly 5. The operator is ultimately responsible and therefore accountable for the
carried out. airworthiness of its aircraft. To exercise this responsibility the operator
should be satisfied that the actions taken by sub-contracted
7. When an operator is not appropriately approved in accordance with Part- organisations meet the standards required by M.A. Sub Part G. The
145, the operator should provide a clear work order to the maintenance operator's management of such activities should therefore be
contractor. The fact that an operator has contracted a maintenance accomplished
organisation approved under Part-145 should not prevent it from (a) by active control through direct involvement and/or
checking at the maintenance facilities on any aspect of the contracted (b) by endorsing the recommendations made by the sub-contracted
organisation
ISSUE 3, 2014 May 26 Page 145 of 201

. 6. In order to retain ultimate responsibility the operator should limit sub- The operator should then inform its competent authority. Failure to do so
contracted tasks to the activities specified below: may invalidate the competent authority acceptance of the contract.
 airworthiness directive analysis and planning M.A.202 – Occurrence Reporting

 service bulletin analysis
 planning of maintenance Occurrence reporting for Part-M requirements are exactly the same as for
 reliability monitoring, engine health monitoring Part 145. They are repeated below:
 maintenance programme development and amendments
 any other activities which do not limit the operators responsibilities  Any person or organisation responsible under M.A.201 shall report to
as agreed by the State of registry, the organisation responsible for the type design
 the competent authority. or supplemental type design and, if applicable, the Member State of
operator, any identified condition of an aircraft or component that
7. The operator's management controls associated with sub-contracted hazards seriously the flight safety.
continuing airworthiness management tasks should be reflected in the
associated written contract and be in accordance with the operator's  Reports shall be made in a manner established by the Agency and
policy and procedures defined in his continuing airworthiness contain all pertinent information about the condition known to the
management exposition. When such tasks are sub-contracted the person or organisation.
operator's continuing airworthiness management system is considered to
be extended to the subcontracted organisation.  Where the person or organisation maintaining the aircraft is
contracted by an owner or an operator to carry out maintenance, the
8. With the exception of engines and auxiliary power units contracts would person or the organisation maintaining the aircraft shall also report to
normally be limited to one organisation per aircraft type for any the owner, the operator or the continuing airworthiness management
combination of the activities. Where arrangements are made with more organisation any such condition affecting the owner's or the operator's
than one organisation the operator should demonstrate adequate co- aircraft or component.
ordination controls are in place and that the individual responsibilities are
clearly defined in related contracts.  Reports shall be made as soon as practicable, but in any case within
72-hours of the person or organisation identifying the condition to
9. Contracts should not authorise the sub-contracted organisation to sub- which the report relates.
contract together organisational 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.
ISSUE 3, 2014 May 26 Page 146 of 201

Sub Part C - Continuing Airworthiness 6. The accomplishment of modifications and repairs in accordance with
M.A.304;
Later in this section you will see how management of airworthiness is
achieved in different ways for large and small organisations, to suit their 7. For non-mandatory modifications and/or inspections, for all large
business. In any case they must always carry out certain airworthiness tasks. aircraft or aircraft used for commercial air transport the establishment
Part-M lists those tasks in M.A.301 of an embodiment policy;
M.A.301 Continuing Airworthiness Tasks 8. Maintenance check flights when necessary.
The aircraft continuing airworthiness and the serviceability of both operational

and emergency equipment shall be ensured by:
1. The accomplishment of pre-flight inspections (see Figure 6.3)
2. The rectification to an officially recognised standard of any defect and

damage affecting safe operation taking into account, for all large
aircraft or aircraft used for commercial air transport, the Minimum
Equipment List (MEL) and Configuration Deviation List (CDL) if
applicable to the aircraft type;
3. The accomplishment of all maintenance, in accordance with the

M.A.302 approved aircraft maintenance programme;
4. For all large aircraft or aircraft used for commercial air transport the
analysis of the effectiveness of the M.A.302 approved maintenance
programme, with regard to spares, established defects, malfunctions
and damage, and to amend the programme as necessary.
5. The accomplishment of any applicable:
 Airworthiness directive.
 Operational directive with a continuing airworthiness impact, i.e.
ETOPS ; RVSM; AWOPS
 Continued airworthiness requirement established by the Agency, e.g.
CDCCL requirements.
 Measures mandated by the competent authority in immediate reaction
to a safety problem;
ISSUE 3, 2014 May 26 Page 147 of 201

Figure 6. 3: The Pre-flight Inspection
Pre-flight is a Part-M function. It may be carried out by the flight crew or

persons nominated by the CAMO. Training procedures for performing pre-
flight inspection should be described in the operators Continuing
Airworthiness Management Exposition (CAME).
ISSUE 3, 2014 May 26 Page 148 of 201

M.A.302 Aircrat Maintenance Programme The maintenance programme shall contain details, including frequency, of all
maintenance to be carried out, including any specific tasks linked to specific
Every aircraft shall be maintained in accordance with a maintenance operations.
programme approved by the competent authority, which shall be periodically
reviewed and amended accordingly. The programme must include a reliability programme when the maintenance
programme is based on Maintenance Steering Group logic, or mainly on
The maintenance programme and any subsequent amendments shall be condition monitoring.
approved by the competent authority.
AMC M.A.302(f)
Notwithstanding this previous sentence, when the aircraft continuing
airworthiness is managed by a CAMO approved under Part-M Sub Part G the The purpose of a reliability programme is to ensure that the aircraft
maintenance programme and its amendments may be approved through a maintenance programme tasks are effective and their periodicity is adequate.
maintenance programme procedure established by such organisation
(hereinafter called indirect approval). The reliability programme may result in the escalation or deletion of a
maintenance task, as well as the de-escalation or addition of a maintenance
The maintenance programme must establish compliance with: task.
1. instructions issued by the competent authority, A reliability programme provides an appropriate means of monitoring the
effectiveness of the maintenance programme.
2. instructions for continuing airworthiness:
- issued by the holders of the type certificate, restricted typecertificate,
supplemental type-certificate, major repair design approval, ETSO
authorisation or any other relevant approval issued under Regulation
(EC) No 748/2012 and its Annex (Part-21), and
- included in the certification specifications referred to in point 21A.90B
or 21A.431B of the Annex (Part-21) to Regulation (EC) No 748/2012, if
applicable;
3. additional or alternative instructions proposed by the owner or the

continuing airworthiness management organisation once approved in
accordance with point M.A.302, except for intervals of safety related
tasks referred in paragraph (e), which may be escalated, subject to
sufficient reviews carried out in accordance with paragraph (g) and only
when subject to direct approval in accordance with point M.A.302(b).
ISSUE 3, 2014 May 26 Page 149 of 201

AMC M.A.302 An owner or operator’s maintenance programme should normally be based

upon the maintenance review board (MRB) report where applicable, the
1. The term “maintenance programme” is intended to include scheduled maintenance planning document (MPD), the relevant chapters of the
maintenance tasks the associated procedures and standard maintenance manual or any other maintenance data containing information
maintenance practises. The term “maintenance schedule” is intended to on scheduling. Furthermore, an owner or operator’s maintenance programme
embrace the scheduled maintenance tasks alone. should also take into account any maintenance data containing information
on scheduling for components.
2. The aircraft should only be maintained to one approved maintenance
programme at a given point in time. Where an owner or operator wishes M.A.303 Airworthiness Directives
to change from one approved programme to other, a transfer check or
inspection may need to be performed in order to implement the change. Any applicable airworthiness directive must be carried out within the
requirements of that airworthiness directive, unless otherwise specified by the
3. The maintenance programme details should be reviewed at least Agency.
annually. As a minimum revisions of documents affecting the
programme basis need to be considered by the owner or operator for M.A.304 Data for Modifications and Repairs
inclusion in the maintenance programme during the annual review.
Applicable Mandatory requirements for compliance with Part-21 should Damage shall be assessed and modifications and repairs carried out using as
be incorporated into the owner or operator’s maintenance programme appropriate:
as soon as possible. (a) data approved by the Agency; or
(b) data approved by a Part-21 design organisation; or
4. The aircraft maintenance programme should contain a preface which (c) data contained in the certification specifications referred to in point
will define the maintenance programme contents, the inspection 21A.90B or 21A.431B of the Annex (Part-21) to Regulation (EC) No
standards to be applied, permitted variations to task frequencies and 748/2012.
where applicable, any procedure to manage the evolution of
established check or inspection intervals. Appendix 1 to AMC M.A.302 M.A.305 Aircraft Continuing Airworthiness Record System
provides detailed information on the contents of an approved aircraft
maintenance programme. (a) At the completion of any maintenance, the associated M.A.801 or Part
145.A.50 required certificate of release to service, shall be entered in the
5. The approved aircraft maintenance programme should reflect aircraft continuing airworthiness records. Each entry shall be made as soon
applicable mandatory regulatory requirements addressed in documents as practicable but in no event more than 30 days after the day of
issued by the TC holder to comply with Part-21.A.61. maintenance action.
6. Repetitive maintenance tasks derived from modifications and repairs (b) The aircraft continuing airworthiness records shall consist of, as
should be incorporated into the approved maintenance programme. appropriate, an aircraft logbook, engine logbook(s) or engine module log
cards, propeller logbook(s) and log cards, for any service life limited
component and the operator's technical log. When required for CAT by Part
ISSUE 3, 2014 May 26 Page 150 of 201

M or commercial operations other than CAT by Member State- the operator’s (b) master drawing or drawing list, production drawings, and installation
technical log. instructions; and,
(c) engineering reports (static strength, fatigue, damage tolerance, fault
(c) The aircraft type and registration mark, the date, together with total analysis, etc.); and,
flight time and/or flight cycles and/or landings, as appropriate, shall be (d) ground and flight test programme and results; and,
entered in the aircraft logbooks. (e) mass and balance change data; and,
(f) maintenance and repair manual supplements; and,
(d) The aircraft continuing airworthiness records shall contain the current: (g) maintenance programme changes and instructions for continuing
airworthiness; and,
 Status of airworthiness directives and measures mandated by the (h) aircraft flight manual supplement.
competent authority in immediate reaction to a safety problem;
 Status of modifications and repairs; (e) In addition to the authorised release document, EASA Form-1 or
 Status of compliance with maintenance programme; equivalent, the following information relevant to any component
 Status of service life limited components; installed shall be entered in the appropriate engine or propeller
 Mass and balance report; logbook, engine module or service life limited component log card:
 List of deferred maintenance.
 Identification of the component.
AMC M.A.305(d)  The type, serial number and registration of the aircraft to which
the particular component has been fitted, along with the reference
The current status of AD should identify the applicable AD including revision to the installation and removal of the component.
or amendment numbers. Where an AD is generally applicable to the aircraft  The particular component accumulated total flight time and/or
or component type but is not applicable to the particular aircraft or flight cycles and/or landings and/or calendar time, as appropriate.
component, then this should be identified. The AD status includes the date  The current paragraph (d) information applicable to the
when the AD was accomplished, and where the AD is controlled by flight component.
hours or flight cycles it should include the aircraft or engine or component
total flight hours or cycles, as appropriate. For repetitive ADs, only the last M.A.305(f)
application should be recorded in the AD status. The status should also
specify which part of a multi-part directive has been accomplished and the The person responsible for the management of continuing airworthiness tasks
method, where a choice is available in the AD. pursuant to M.A. Subpart B, shall control the records as detailed in this
The status of current modification and repairs means a list of embodied paragraph and present the records to the competent authority upon request.
modification and repairs together with the substantiating data supporting
compliance with the airworthiness requirements. This can be in the form of a M.A.305(g)
Supplemental Type Certificate (STC), SB, Structural Repair Manual (SRM) or
similar approved document. All entries made in the aircraft continuing airworthiness records shall be clear
and accurate. When it is necessary to correct an entry, the correction shall be
The substantiating data may include: made in a manner that clearly shows the original entry.
(a) compliance programme; and,
ISSUE 3, 2014 May 26 Page 151 of 201

 details of current modifications and repairs to the aircraft, engine(s),

propeller(s) and any other component vital to flight safety, at least 12
months after they have been permanently withdrawn from service.
M.A.305(h)
An owner or operator shall ensure that a system has been established to AMC M.A.305(h)
keep the following records for the periods specified:
 all detailed maintenance records in respect of the aircraft and any Keeping continuing airworthiness records in a form acceptable to the
service life-limited component fitted thereto, until such time as the competent authority normally means in paper form or on a computer
information contained therein is superseded by new information database or a combination of both methods. Records stored in microfilm or
equivalent in scope and detail but not less than 36 months after the optical disc form are also acceptable. All records should remain legible
aircraft or component has been released to service; throughout the required retention period.
 the total time in service (hours, calendar time, cycles and landings) of Paper systems should use robust material, which can withstand normal
the aircraft and all service lifelimited components, at least 12 months handling and filing.
after the aircraft or component has been permanently withdrawn from
service; Computer systems should have at least one backup system, which should be
updated at least within 24 hours of any maintenance. Each terminal is
 and the time in service (hours, calendar time, cycles and landings) as required to contain programme safeguards against the ability of unauthorised
appropriate, since last scheduled maintenance of the component personnel to alter the database.
subjected to a service life limit, at least until the component scheduled
maintenance has been superseded by another scheduled Continuing airworthiness records should be stored in a safe way with regard
maintenance of equivalent work scope and detail; to damage, alteration and theft. Computer backup discs, tapes etc., should be
stored in a different location from that containing the current working discs,
 the current status of compliance with maintenance programme such tapes, etc. and in a safe environment.Reconstruction of lost or destroyed
that compliance with the approved aircraft maintenance programme records can be done by reference to other records which reflect the time in
can be established, at least until the aircraft or component scheduled service, research of records maintained by repair facilities and reference to
maintenance has been superseded by other scheduled maintenance records maintained by individual mechanics etc. When these things have
of equivalent work scope and detail; and been done and the record is still incomplete, the owner/operator may make a
statement in the new record describing the loss and establishing the time in
 the current status of airworthiness directives applicable to the aircraft service based on the research and the best estimate of time in service. The
and components, at least 12 months after the aircraft or component reconstructed records should be submitted to the competent authority for
has been permanently withdrawn from service; and details of current acceptance. The competent authority may require the performance of
modifications and repairs to the aircraft, engine(s), propeller(s) and additional maintenance if not satisfied with the reconstructed records.
any other component vital to flight safety, at least 12 months after
they have been permanently withdrawn from service.
ISSUE 3, 2014 May 26 Page 152 of 201

M.A.306 Operator's Technical Log System M.A.307 Transfer of Aircraft Continuing Airworthiness Records
(a) In the case of commercial air transport, in addition to the requirements (a) The owner or operator shall ensure when an aircraft is permanently
of M.A.305, an operator shall use an aircraft technical log system transferred from one owner or operator to another that the M.A.305
containing the following information for each aircraft: continuing airworthiness records and, if applicable, M.A.306 operator's
technical log is also transferred.
 information about each flight, necessary to ensure continued flight
safety, and; (b) The owner shall ensure, when he contracts the continuing
 the current aircraft certificate of release to service, and; airworthiness management tasks to a continuing airworthiness
 the current maintenance statement giving the aircraft management organisation, that the M.A.305 continuing airworthiness
maintenance status of what scheduled and out of phase records are transferred to the organisation.
maintenance is next due except that the competent authority may
agree to the maintenance statement being kept elsewhere, and; (c) The time periods prescribed for the retention of records shall continue
 all outstanding deferred defects rectifications that affect the to apply to the new owner, operator or continuing airworthiness
operation of the aircraft, and; management organisation.
 any necessary guidance instructions on maintenance support
arrangements.
(b) The aircraft technical log system and any subsequent amendment shall
be approved by the competent authority.
(c) An operator shall ensure that the aircraft technical log is retained for
36 months after the date of the last entry.
For commercial air transport the operator’s aircraft technical log is a system
for recording defects and malfunctions during the aircraft operation and for
recording details of all maintenance carried out on an aircraft between
scheduled base maintenance visits. In addition, it is used for recording flight
safety and maintenance information the operating crew need to know.
Cabin or galley defects and malfunctions that affect the safe operation of the
aircraft or the safety of its occupants are regarded as forming part of the
aircraft log book where recorded by another means.
The operator’s aircraft technical log system may range from a simple single
section document to a complex system containing many sections but in all
cases it should include the information specified in AMC.M.A.306.
ISSUE 3, 2014 May 26 Page 153 of 201

Sub Part D - Maintenance Standards (d) the appropriate sections of the aircraft maintenance programme, aircraft
maintenance manual, repair manual, supplementary structural inspection
This sub-part identifies maintenance standards for all EU aircraft (excluding document, corrosion control document, service bulletins, service sheets
historic, military, police and homebuilt aircraft). Be aware that the CAMO for a modification leaflets, non destructive inspection manual, parts catalogue, type
particular aircraft is not carrying out the maintenance, but ensuring that those certificate data sheets as required for the work undertaken and any other
contracted part 145 companies are complying with the standards shown specific document issued by the type certificate or supplementary type
below. For those studying Part-145, you will notice that there is some certificate holder’s maintenance data, except that in the case of operator or
duplication, but that is inevitable as to comply with Sub Part D you must have customer provided maintenance data it is not necessary to hold such
those standards within your Part-145 organisation. provided data when the work order is completed.
M.A.401 Maintenance Data In addition, for components each organisation performing aircraft
maintenance should hold and use the appropriate sections of the vendor
The person or organisation maintaining an aircraft shall have access to and maintenance and repair manual, service bulletins and service letters plus any
use only applicable current maintenance data in the performance of document issued by the type certificate holder as maintenance data on
maintenance including modifications and repairs. whose product the component may be fitted when applicable, except that in
the case of operator or customer provided maintenance data it is not
For the purposes of this Part, applicable maintenance data is: necessary to hold such provided data when the work order is completed.
 any applicable requirement, procedure, standard or information issued Applicable maintenance data must be current and readily available for use,
by the competent authority, before maintaining an aircraft or component. A work sheet or work card
 any applicable airworthiness directive, system required. The data must be either accurately transcribed onto the
 applicable instructions for continuing airworthiness, issued by type work sheets or they should make precise reference to the tasks in the
certificate holders, supplementary type certificate maintenance data.
 holders and any other organisation that publishes such data in
accordance with Part 21. M.A.402 Performance of Maintenance
 any applicable data issued in accordance with 145.A.45 (d). - locally
approved instructions that improve the method of doing the task (not All maintenance shall be performed by qualified personnel, following the
design changes). methods, techniques, standards and instructions specified in the M.A.401
maintenance data.
AMC M.A.401(b)
All maintenance shall be performed by qualified personnel, following the
(a) all maintenance related Parts and associated AMC’s, together with the methods, techniques, standards and instructions specified in the M.A.401
maintenance related guidance material, maintenance data. Furthermore, an independent inspection shall be
(b) all applicable maintenance requirements and notices such as competent carried out after any flight safety sensitive maintenance task unless
authority standards and specifications that have not been superseded by a otherwise specified by Part-145 or agreed by the competent authority.
requirement, procedure or directive,
(c) all applicable airworthiness directives, All maintenance shall be performed using the tools, equipment and material
specified in the M.A.401 maintenance data unless otherwise specified by
ISSUE 3, 2014 May 26 Page 154 of 201

Part-145. Where necessary, tools and equipment shall be controlled and Independent Inspections
calibrated to an officially recognised standard. The area in which
maintenance is carried out shall be well organised and clean in respect of dirt An Independent inspection must be carried out after any flight safety sensitive
and contamination. maintenance task when determining the need for an independent inspection
the manufacturer instructions for continued airworthiness should be followed.
All maintenance shall be performed within any environmental limitations In the absence of manufacturers’ instructions an independent check is
specified in the M.A.401 maintenance data. In case of inclement weather or required after maintenance tasks that involve the assembly or any
lengthy maintenance, proper facilities shall be used. After completion of all disturbance of a control system that, if errors occurred, could result in a
maintenance a general verification must be carried out to ensure the aircraft failure, malfunction, or defect endangering the safe operation of 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. 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.
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 carryout the inspection.
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.
Refer to AMC 145.A.50(a), 145.A.65(b)3
ISSUE 3, 2014 May 26 Page 155 of 201

M.A.403 Aircraft Defects AMC M.A.403(d)
Any aircraft defect that hazards seriously the flight safety shall be rectified All deferred defects should be made known to the pilot/flight crew, whenever
before further flight. possible, prior to their arrival at the aircraft.
Deferred defects should be transferred on to worksheets at the next
Only the authorised certifying staff, according to M.A.801 (b) 1, M.A.801 (b) 2 appropriate maintenance check, and any deferred defect which is not rectified
or Part-145 can decide, using M.A.401 maintenance data, whether an aircraft during the maintenance check, should be re-entered on to a new deferred
defect hazards seriously the flight safety and therefore decide when and defect record sheet. The original date of the defect should be retained.
which rectification action shall be taken before further flight and which defect The necessary components or parts needed for the rectification of defects
rectification can be deferred. However, this does not apply when: should be made available or ordered on a priority basis, and fitted at the
earliest opportunity.
 The approved minimum equipment list as mandated by the competent
authority is used by the pilot; or,
 Aircraft defects are defined as being acceptable by the competent
authority.
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. Any defect
not rectified before flight shall be recorded in the M.A.305 aircraft
maintenance record system or operator's technical log system as applicable.
AMC M.A.403(b)
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.
M.A.403(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.
ISSUE 3, 2014 May 26 Page 156 of 201

Sub Part E – Components

M.A.501(b)
This sub-part now identifies component standards for all EU aircraft
(excluding historic, military, police and homebuilt aircraft). Prior to installation of a component on an aircraft the person or approved
M.A.501(a) Installation maintenance organisation shall ensure that the particular component is
eligible to be fitted when different modification and/or airworthiness directive
configurations may be applicable.
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 M.A.501(c)
marked in accordance with Part 21 Subpart Q, unless otherwise specified in
Annex (Part-21) to Regulation (EC) No 748/2012, Annex II (Part-145) or Standard parts shall only be fitted to an aircraft or a component when the
Subpart F, Section A of Annex I to this Regulation. maintenance data specifies the particular standard part. Standard parts shall
only be fitted when accompanied by evidence of conformity traceable to the
AMC M.A.501(a) applicable standard.
1. To ensure a component is in a satisfactory condition, the person referred to M.A.501(d)

under M.A.801 or the approved maintenance organisation should perform
checks and verifications. Material being either raw material or consumable material shall only be used
2. Performance of above checks and verifications should take place before on an aircraft or a component when the aircraft or component manufacturer
the component is installed on the aircraft. states so in relevant maintenance data or as specified in Part-145. Such
3. The following list, though not exhaustive, contains typical checks to be material shall only be used when the material meets the required specification
performed: and has appropriate traceability. All material must be accompanied by
 verify the general condition of components and their packaging in documentation clearly relating to the particular material and containing a
relation to damages that could affect the integrity of the components; conformity to specification statement plus both the manufacturing and
 verify that the shelf life of the component has not expired; supplier source.
 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;
 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.
EASA Form 1 or equalent is described in 145.A.42.

Figure 6. 4: Control of unserviceable components
ISSUE 3, 2014 May 26 Page 157 of 201

M.A.502(d) describes small non commercial aircraft component

M.A.502 Component maintenance maintenance.
Except for components referred to in point 21A.307(c) of the Annex (Part-21) M.A.502(e)
to Regulation (EC) No 748/2012, the maintenance of components shall be
performed by maintenance organisations appropriately approved in Maintenance of components referred to in 21A.307(c) of the Annex (Part-21)
accordance with Section A, Subpart F of this Annex (Part M) or with Annex II to Regulation (EC) No 1702/2003 shall be performed by an A-rated
(Part-145). 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
M.A.502(b) 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
By derogation from paragraph (a), maintenance of a component in maintenance performed in accordance with this paragraph is not eligible for
accordance with aircraft maintenance data or, if agreed by the competent the issuance of an EASA Form 1 and shall be subject to the aircraft release
authority, in accordance with component maintenance data, may be requirements provided for in point M.A.801.
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 M.A.503 Service life limited components
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 Installed service life limited components shall not exceed the approved
may temporarily remove this component for maintenance, in order to improve service life limit as specified in the approved maintenance programme and
access to the component, except when such removal generates the need for airworthiness directives, except as provided for in point M.A.504(c).
additional maintenance not eligible for the provisions of this paragraph.
Component maintenance performed in accordance with this paragraph is not The approved service life is expressed in calendar time, flight hours, landings
eligible for the issuance of an EASA Form 1 and shall be subject to the or cycles, as appropriate.
aircraft release requirements provided for in point M.A.801.
At the end the approved service life, the component must be removed from
M.A.502(c) the aircraft for maintenance, or for disposal in the case of components with a
certified life limit.
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 Control of components is described in Annex II.
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 M.A.504 Control of unserviceable components
(Part-145) only whilst such components are fitted to the engine/APU.
Nevertheless, such B rated organisation may temporarily remove this Requirements similiar to the requirements in Part-145 (for large,
component for maintenance, in order to improve access to the component, commercial operated a/c) and Part-M Subpart F (for non large, not
except when such removal generates the need for additional maintenance not comercial operated a/c).
eligible for the provisions of this paragraph.
ISSUE 3, 2014 May 26 Page 158 of 201

Sub Part G Continuous Airworthiness Management Organisation  the title(s) and name(s) of person(s) referred to in M.A.706(b) and
(CAMO) M.A.706(c), and;
 an organisation chart showing associated chains of responsibility
M.A.701 Scope between the person(s) referred to in M.A.706(b) and M.A.706(c), and;
(What is Sub Part G)  a list of M.A.707 airworthiness review staff, and;
 a general description and location of the facilities, and;
Sub Part G contains the requirements for an organisation to qualify for an  procedures specifying how the continuing airworthiness management
approval for the management of aircraft continuing airworthiness. organisation ensures compliance with this Part, and;
 The continuing airworthiness management exposition amendment
Commercial Air Transport (CAT) Operator and Sub Part G procedures.
An Air Operators Certificate (AOC) holder must have his own Continuing The continuing airworthiness management exposition and its amendments
Aiworthiness Management Organization (CAMO); it cannot be contracted in shall be approved by the competent authority. Minor amendments to the
its entirety to an independent organisation (although he can contract out exposition may be approved through an exposition procedure (hereinafter
certain tasks of the CAMO). called indirect approval).
An operator must have an AOC. To obtain an AOC the operator’s application M.A.703 Extent of approval describes approvals
must contain:
The approval is indicated on a certificate issued by the competent authority.
 The Continuing Airworthiness Management Exposition (CAME); For commercial air transport, the approval shall be part of the air operator
 The operator’s aircraft maintenance programmes; certificate issued by the competent authority, for the aircraft operated.
 The aircraft technical log;
 Maintenance contracts. M.A.704 Continuing Airworthiness Management Exposition
The CAME referred to above has the same contents as the CAME content The continuing airworthiness management organisation shall provide a
shown below for an independent CAMO. continuing airworthiness management exposition containing the following
information:
Independent CAMO 1. a statement signed by the accountable manager to confirm that the
organisation will work in accordance with this Part and the exposition
M.A.702 Application at all times, and;
2. the organisation's scope of work, and;
The application is made on EASA form 2 and shall consist of an Exposition 3. the title(s) and name(s) of person(s) referred to in points M.A.706(a),
(CAME) containing the following: M.A.706(c), M.A.706(d) and M.A.706(i);
4. an organisation chart showing associated chains of responsibility
 a statement signed by the accountable manager to confirm that the between all the person(s) referred to in points M.A.706(a), M.A.706(c),
organisation will work in accordance with this Part and the exposition M.A.706(d) and M.A.706(i),
at all times, and;
 the organisation's scope of work, and;
ISSUE 3, 2014 May 26 Page 159 of 201

5. a list of the airworthiness staff referred to in point M.A.707, specifying,

where applicable, the staff authorised to issue permits to fly in
accordance with point M.A.711(c);
6. a general description and location of the facilities, and;
7. procedures specifying how the continuing airworthiness management
organisation ensures compliance with this Part,
8. the continuing airworthiness management exposition amendment
procedures, and;
9. the list of approved aircraft maintenance programmes, or, for aircraft
not involved in commercial air transport, the list of “generic” and
“baseline” maintenance programmes.
The continuing airworthiness management exposition and its amendments

shall be approved by the competent authority.
M.A.705 Facilities
The continuing airworthiness management organisation shall provide suitable

office accommodation at appropriate locations for the personnel
ISSUE 3, 2014 May 26 Page 160 of 201

M.A.706 Personnel requirements 4.2. a comprehensive knowledge of:

(a). relevant parts of operational requirements and procedures;
AMC M.A.706 (b). the AOC holder's Operations Specifications when applicable;
(c). the need for, and content of, the relevant parts of the AOC holder's
Accountable Manager – For CAT, this can be the Operator’s Accountable Operations Manual when applicable;
Manager. Accountable Manager shall designate a nominated post holder 4.3. knowledge of quality systems;
responsible for the management and supervision of continuing airworthiness 4.4. five years relevant work experience of which at least two years should be
activities. from the aeronautical industry in an appropriate position;
4.5. a relevant engineering degree or an aircraft maintenance technician
1. The person or group of persons should represent the continuing qualification with additional education acceptable to the approving competent
airworthiness management structure of the organisation and be responsible authority. ‘relevant engineering degree’ means an engineering degree from
for all continuing airworthiness functions. Dependent on the size of the aeronautical, mechanical, electrical, electronic, avionic or other studies
operation and the organisational setup, the continuing airworthiness functions relevant to the maintenance and continuing airworthiness of aircraft/aircraft
may be divided under individual managers or combined in nearly any number components;
of ways. However, if a quality system is in place it should be independent The above recommendation may be replaced by 5 years of experience
from the other functions. additional to those already recommended by paragraph 4.4 above. These 5
years should cover an appropriate combination of experience in tasks related
2. The actual number of persons to be employed and their necessary to aircraft maintenance and/or continuing airworthiness management
qualifications is dependent upon the tasks to be performed and thus (engineering) and/or surveillance of such tasks.
dependent on the size and complexity of the organisation (general aviation 4.6. thorough knowledge with the organisation's continuing airworthiness
aircraft, corporate aircraft, number of aircraft and the aircraft types, management exposition;
complexity of the aircraft and their age and for commercial air transport, route 4.7. knowledge of a relevant sample of the type(s) of aircraft gained through a
network, line or charter, ETOPS) and the amount and complexity of formalised training course[. These courses should be at least at a level
maintenance contracting. Consequently, the number of persons needed, and equivalent to Part-66 Appendix III Level 1 General Familiarisation and could
their qualifications may differ greatly from one organisation to another and a be imparted by a Part-147 organisation, by the manufacturer, or by any other
simple formula covering the whole range of possibilities is not feasible. organisation accepted by the competent authority.
“Relevant sample” means that these courses should cover typical systems
3. To enable the approving competent authority to accept the number of embodied in those aircraft being within the scope of approval.
persons and their qualifications, an organisation should make an analysis of For all balloons and any other aircraft of 2730 Kg MTOM and below the
the tasks to be performed, the way in which it intends to divide and/or formalised training courses may be replaced by demonstration of knowledge.
combine these tasks, indicate how it intends to assign responsibilities and This knowledge may be demonstrated by documented evidence or by an
establish the number of man/hours and the qualifications needed to perform assessment performed by the competent authority. This assessment should
the tasks. With significant changes in the aspects relevant to the number and be recorded.
qualifications of persons needed, this analysis should be updated. 4.8. knowledge of maintenance methods.
4.9. knowledge of applicable regulations.
4. Nominated person or group of persons should have:
4.1. practical experience and expertise in the application of aviation safety
standards and safe operating practices;
ISSUE 3, 2014 May 26 Page 161 of 201

M.A.706(f)
The organisation shall have sufficient appropriately qualified staff for the
expected work.
AMC M.A.706(f)
AMC M.A.706(i)
Additional training in fuel tank safety as well as associated inspection The approval by the competent authority of the exposition, containing in
standards and maintenance procedures should be required of continuing M.A.704(a)3 the list of M.A.706(i) personnel, constitutes their formal
airworthiness management organisations’ technical personnel, especially the acceptance by the competent authority and also their formal authorisation by
staff involved with the management of CDCCL, Service Bulletin assessment, the organisation.
work planning and maintenance programme management. EASA guidance is Airworthiness review staff are automatically recognised as persons with
provided for training to Continuing Airworthiness Management Organisations’ authority to extend an airworthiness review certificate in accordance with
continuing airworthiness personnel in Appendix XII to AMC to M.A.706(f) and M.A.711(a)4 and M.A.901(f).
M.B.102(c).
M.A.706(k)
M.A.706(g) For all large aircraft and for aircraft used for commercial air transport the
All paragraph (c) and (d) persons shall be able to show relevant knowledge, organisation shall establish and control the competence of personnel involved
background and appropriate experience related to aircraft continuing in the continuing airworthiness management, airworthiness review and/or
airworthiness. quality audits in accordance with a procedure and to a standard agreed by
M.A.706(h)
The qualification of all personnel involved in continuing airworthiness AMC M.A.706(k)
management shall be recorded. Adequate initial and recurrent training should be provided and recorded to
ensure continued competence.
M.A.706(i)
For organisations extending airworthiness review certificates in accordance
with points M.A.711(a)4 and M.A.901(f), the organisation shall nominate
persons authorised to do so, subject to approval by the competent authority.
ISSUE 3, 2014 May 26 Page 162 of 201

M.A.707 Airworthiness review staff  conducted at least one airworthiness review in the last twelve month
period.
To be approved to carry out airworthiness reviews and, if applicable, to issue
permits to fly, an approvedcontinuing airworthiness management organisation Airworthiness review staff shall be identified by listing each person in the continuing
shall have appropriate airworthiness review staff to issue airworthiness review airworthiness management exposition together with their airworthiness review
certificates or recommendations referred to in Section A of Subpart I and, if authorisation reference.
applicable, to issue a permit to fly in accordance with point M.A.711(c):
The organisation shall maintain a record of all airworthiness review staff, which shall
include details of any appropriate qualification held together with a summary of
Qualifications requirements: relevant continuing airworthiness management experience and training and a copy of
the authorisation. This record shall be retained until two years after the airworthiness
1 For all CAT aircraft, and aircraft above 2 730 kg MTOM, except balloons, review staff have left the organisation.
these staff shall have acquired:
a) at least five years’ experience in continuing airworthiness;
b) an appropriate license in compliance with Part-66 or an aeronautical AMC to M.A.707:
degree or a national equivalent;
c) formal aeronautical maintenance training;  “experience in continuing airworthiness” means any appropriate
d) a position within the approved organisation with appropriate combination of experience in tasks related to aircraft maintenance
responsibilities. and/or continuing airworthiness management (engineering) and/or
e) AML requiriment may be replaced by additional 5 years to point (a) surveillance of such tasks.
2 For NON-CAT Aircraft the same requiriments applies, except  A person qualified to the AMC M.A.706 subparagraph 4.5 should be
a) 3 years of experience considered as holding the equivalent to an aeronautical degree.
b) 4 years additionally
 An appropriate licence in compliance with Annex III (Part-66) is any
Airworthiness review staff nominated by the approved continuing one of the following:
airworthiness organisation can only be issued an authorisation by the - a category B1 licence in the subcategory of the aircraft
approved continuing airworthiness organisation when formally accepted by reviewed, or
the competent authority after satisfactory completion of an airworthiness - a category B2 or C licence, or
review under supervision. - in the case of piston-engine non-pressurised aeroplanes of 2
000 kg MTOM and below, a category B3 licence.
The organisation shall ensure that aircraft airworthiness review staff can It is not necessary to satisfy the experience requirements of Part-66 at the
demonstrate appropriate recent continuing airworthiness management time of the review.
experience.
In order to keep the validity of the airworthiness review staff authorisation, the
airworthiness review staff should have either:
 been involved in continuing airworthiness management activities for at
least six months in every two year period, or
ISSUE 3, 2014 May 26 Page 163 of 201

 To hold a position with appropriate responsibilities means the

airworthiness review staff should have a position in the organisation
independent from the airworthiness management process or with
overall authority on the airworthiness management process of
complete aircraft.
 Independence from the airworthiness management process may be
achieved, among other ways, by:
- Being authorised to perform airworthiness reviews only on aircraft for

which the person has not participated in their management. For
example, performing airworthiness reviews on a specific model line,
while being involved in the airworthiness management of a different
model line.
M.A. Subpart G organisations with Part-145/M.A.Subpart F approval, may

nominate maintenance personnel from their Part-145/M.A. Subpart F
organisation as airworthiness review staff, as long as they are not involved in
the airworthiness.
ISSUE 3, 2014 May 26 Page 164 of 201

M.A.708 Continuing airworthiness management

In the case of commercial air transport, when the operator is not appropriately
All continuing airworthiness management shall be carried out according to the approved to Part-145, the operator shall establish a written maintenance
prescriptions of M.A Subpart C. contract between the operator and a Part-145 approved organisation or
another operator, detailing the functions specified under M.A.301-2, M.A.301-
For every aircraft managed, the approved continuing airworthiness 3, M.A.301-5 and M.A.301-6, ensuring that all maintenance is ultimately
management organisation shall: carried out by a Part-145 approved maintenance organisation and defining
1. develop and control a maintenance programme for the aircraft the support of the quality functions of M.A.712(b).
managed including any applicable reliability programme,
2. Present the aircraft maintenance programme and its amendments to The aircraft base, scheduled line maintenance and engine maintenance
the competent authority for approval, (unless covered by an indirect contracts, together with all amendments, shall be approved by the competent
approval procedure in accordance with point M.A.302(c), and provide authority. However, in the case of:
a copy of the programme to the owner of aircraft not involved in  an aircraft requiring unscheduled line maintenance, the contract may
commercial air transport,) be in the form of individual work orders addressed to the Part-145
3. manage the approval of modification and repairs, maintenance organisation.
4. ensure that all maintenance is carried out in accordance with the  component maintenance, including engine maintenance, the contract
approved maintenance programme and released (in accordance with as referred to in paragraph (c) may be in the form of individual work
M.A. Subpart H,) orders addressed to the Part-145 maintenance organisation.
5. ensure that all applicable airworthiness directives and operational
directives with a continuing airworthiness impact, are applied,
6. ensure that all defects discovered during scheduled maintenance or
reported are corrected by an appropriately approved maintenance
organisation,
7. ensure that the aircraft is taken to an appropriately approved
maintenance organisation whenever necessary,
8. coordinate scheduled maintenance, the application of airworthiness
directives, the replacement of service life limited parts, and
component inspection to ensure the work is carried out properly,
9. manage and archive all continuing airworthiness records and/or
operator's technical log.
10. ensure that the mass and balance statement reflects the current
status of the aircraft.
ISSUE 3, 2014 May 26 Page 165 of 201

M.A.709 Documentation complexity of tasks that will be managed before granting an organisation
approval or change of approval.
The approved continuing airworthiness management organisation shall hold
and use applicable current maintenance data in accordance with point
M.A.401 for the performance of continuing airworthiness tasks referred to in
point M.A.708. This data may be provided by the owner or the operator,
subject to an appropriate contract being established with such an owner or
operator. In such case, the continuing airworthiness management
organisation only needs to keep such data for the duration of the contract,
except when required by point M.A.714.
AMC M.A.709
When using maintenance data provided by the customer, the continuing

airworthiness management organisation is responsible for ensuring that this
data is current. As a consequence, it should establish appropriate procedures
or provisions in the contract with the customer.
“Baseline” maintenance programme: it is a maintenance programme

developed for a particular aircraft type following, where applicable, the
maintenance review board (MRB) report, the type certificate holder’s
maintenance planning document (MPD), the relevant chapters of the
maintenance manual or any other maintenance data containing information
on scheduling.
“Generic” maintenance programme: it is a maintenance programme

developed to cover a group of similar types of aircraft. These programmes
should be based on the same type of instructions as the baseline
maintenance programme. Examples of “generic” maintenance programmes
could be Cessna 100 Series (covering Cessna 150, 172, 177, etc.).
“Baseline” and “generic” maintenance programmes are not applicable to a

particular aircraft registration mark, but to an aircraft type or group of types,
and should be available to the competent authority prior to the initial approval
and prior to the extension of the scope of an existing organisation approval.
The intent is that the competent authority is aware of the scope and
ISSUE 3, 2014 May 26 Page 166 of 201

M.A.710 Airworthiness review  M.A.306 operator’s technical log system

 list of deferred defects, minimum equipment list and configuration
To satisfy the requirement for the airworthiness review of an aircraft referred deviation list if applicable
to in point M.A.901, a full documented review of the aircraft records shall be  aircraft flight manual including aircraft configuration
carried out by the approved continuing airworthiness management  aircraft Maintenance programme
organisation in order to be satisfied that:  maintenance Data
1. airframe, engine and propeller flying hours and associated flight  relevant work packages
cycles have been properly recorded; and  AD status
2. the flight manual is applicable to the aircraft configuration and reflects  modification and SB status
the latest revision status; and  modification and repair approval sheets
3. all the maintenance due on the aircraft according to the approved  list of service life limited component
maintenance programme has been carried out; and  relevant EASA Form 1 or equivalent
4. all known defects have been corrected or, when applicable, carried  mass and balance report and equipment list
forward in a controlled manner; and  aircraft, engine and propeller TC Data Sheets
5. all applicable airworthiness directives have been applied and properly
registered; and As a minimum, sample checks within each document category should be
6. all modifications and repairs applied to the aircraft have been carried out.
registered and are in compliance with the Annex (Part-21) to
Regulation (EC) No 1702/2003; and 2. The M.A. Subpart G organisation should develop procedures for the
7. all service life limited components installed on the aircraft are properly airworthiness review staff to produce a compliance report that confirms
identified, registered and have not exceeded their approved service the above have been reviewed and found in compliance with Part-M.
life limit; and
8. all maintenance has been released in accordance with Annex I (Part- M.A.710(b)
M); and
9. the current mass and balance statement reflects the configuration of The airworthiness review staff of the approved continuing airworthiness
the aircraft and is valid; and management organisation shall carry out a physical survey of the aircraft. For
10. the aircraft complies with the latest revision of its type design this survey, airworthiness review staff not appropriately qualified to Annex III
approved by the Agency; and (Part-66) shall be assisted by such qualified personnel.
11. if required, the aircraft holds a noise certificate corresponding to the
current configuration of the aircraft in compliance with Subpart I of the M.A.710(c)
Annex (Part-21) to Regulation (EC) No 748/2012.
Through the physical survey of the aircraft, the airworthiness review staff shall
AMC M.A.710(a) ensure that:
1. all required markings and placards are properly installed; and
1. A full documented review is a check of at least the following categories of 2. the aircraft complies with its approved flight manual; and
documents: 3. the aircraft configuration complies with the approved documentation; and
 registration papers 4. no evident defect can be found that has not been addressed according to
 M.A.305 aircraft continuing airworthiness record system point M.A.403; and
ISSUE 3, 2014 May 26 Page 167 of 201

5. no inconsistencies can be found between the aircraft and the paragraph (a)
documented review of records.
M.A.710(d) M.A.710(f)
By derogation to point M.A.901(a), the airworthiness review can be A copy of any airworthiness review certificate issued or extended for an
anticipated by a maximum period of 90 days without loss of continuity of the aircraft shall be sent to the Member State of Registry of that aircraft within 10
airworthiness review pattern, to allow the physical review to take place during days.
a maintenance check.
M.A.710(g)
AMC M.A.710(d)
Airworthiness review tasks shall not be sub-contracted.
“Without loss of continuity of the airworthiness review pattern” means that the
new expiration date is set up one year after the previous expiration date. As a M.A.710(h)
consequence, when the airworthiness review is anticipated, the validity or the
airworthiness review certificate is longer than one year (up to 90 days longer). Should the outcome of the airworthiness review be inconclusive, the
This anticipation of up to 90 days also applies to the 12 month requirements competent authority shall be informed as soon as practicable but in any case
shown in M.A.901(b), which means that the aircraft is still considered as within 72 hours of the organisation identifying the condition to which the
being in a controlled environment if it has been continuously managed by a review relates.
single organisation and maintained by appropriately approved organisations,
as stated in M.A.901(b), from the date when the last airworthiness review
certificate was issued until the date when the new airworthiness review is
performed (this can be up to 90 days less than 12 months).
M.A.710(e)
The airworthiness review certificate (EASA Form 15b) or the recommendation

for the issue of the airworthiness review certificate (EASA Form 15a) referred
to in Appendix III to Annex I (Part-M) can only be issued:
1. by airworthiness review staff appropriately authorised in accordance with
point M.A.707 on behalf of the approved continuing airworthiness
management organisation or by certifying staff in cases provided for in point
M.A.901(g); and
2. when satisfied that the airworthiness review has been completely carried
out and that there is no noncompliance which is known to endanger flight
safety.
ISSUE 3, 2014 May 26 Page 168 of 201

M.A.711 Privileges of the organisation
M.A.711 A
CAMO may:
 Manage the continuing airworthiness of non-commercial air transport
aircraft as listed on the approval certificate.
 Manage the continuing airworthiness of commercial air transport
aircraft when listed on its AOC.
 Arrange to have any task of continuing airworthiness carried out with
another organisation that is working under its quality system. (i.e.
subcontract arrangement),
 extend, under the conditions of point M.A.901(f), an airworthiness
review certificate that has been issued by the competent authority or
by another continuing airworthiness management organisation
approved in accordance with Section A, Subpart G of this Annex (Part
M)
There is no obligation on a CAMO to take on this extra task. Further

information on the issuing of ARCs is contained in M.A.710 and M.A.711.
M.A.711(c)
A continuing airworthiness management organisation whose approval

includes the privileges referred to in point M.A.711(b) may additionally be
approved to issue a permit to fly in accordance with Part 21A.711(d) of the
Annex (Part-21) to Regulation (EC) No 1702/2003 for the particular aircraft for
which the organisation is approved to issue the airworthiness review
certificate, when the continuing airworthiness management organisation is
attesting conformity with approved flight conditions, subject to an adequate
approved procedure in the exposition referred to in point M.A.704.
ISSUE 3, 2014 May 26 Page 169 of 201

7. A report should be raised each time an audit is carried out describing

M.A.712 Quality system what was checked and the resulting findings against applicable
requirements, procedures and products.
To ensure that the approved CAMO continues to meet the requirements of it 8. The independence of the audit should be established by always
shall establish a quality system and designate a quality manager to monitor ensuring that audits are carried out by personnel not responsible for
compliance. Compliance monitoring shall include a feedback system to the the function, procedure or products being checked.
accountable manager. 9. An organisation should establish a quality plan acceptable to the
competent authority of approval to show when and how often the
Quality system shall monitor compliance with approved procedures, activities as required by M.A. Subpart G will be audited.
contracted maintenance (i.a.w contract),continuing compliance with
requiriments of Part M. The records of these activities shall be stored for at least two years.
AMC M.A.712(b) Quality systems may be combined with another Parts (if approved).
1. The primary objectives of the quality system are to enable the M.A. In case of CAT the M.A. Subpart G quality system shall be an integrated part
Subpart G organisation to ensure airworthy aircraft and to remain in of the operator's quality system.
compliance with the Part-M requirements.
2. An essential element of the quality system is the independent audit. In the case of a small organisation not managing the continuing airworthiness
3. The independent audit is an objective process of routine sample of aircraft used in CAT, the quality system may be replaced by regular
checks of all aspects of the M.A. Subpart G organisation’s ability to organisational reviews subject to the approval of the competent authority,
carry out continuing airworthiness management to the required except when the organisation issues airworthiness review certificates for
standards. It includes some product sampling as this is the end result aircraft above 2 730 kg MTOM other than balloons. In the case where there is
of the process. no quality system, the organisation shall not contract continuing airworthiness
4. The independent audit represents an objective overview of the management tasks to other parties.
complete continuing airworthiness management related activities. It is
intended to complement the M.A.902 requirement for an airworthiness
review to be satisfied that all aircraft managed by the organisation
remain airworthy.
5. The independent audit should ensure that all aspects of M.A. Subpart
G compliance are checked annually, including all the sub-contracted
activities, and may be carried out as a complete single exercise or
subdivided over the annual period in accordance with a scheduled
plan.
6. Where the organisation has more than one location approved the
quality system should describe how these are integrated into the
system and include a plan to audit each location every year.
ISSUE 3, 2014 May 26 Page 170 of 201

M.A.713 Changes to the approved continuing airworthiness

organisation Where continuing airworthiness management of an aircraft is transferred to
another organisation or person, all retained records shall be transferred to the
In order to enable the CA to determine continued compliance with this Part, said organisation or person. The time periods prescribed for the retention of
the approved CAMO shall notify it of any proposal to carry out any of the records shall continue to apply to the said organisation or person.
following changes, before such changes take place:
1. the name of the organisation. Where a continuing airworthiness management organisation terminates its
2. the location of the organisation. operation, all retained records shall be transferred to the owner of the aircraft.
3. additional locations of the organisation.
4. the accountable manager. M.A.715 Continued validity of approval
5. any of the persons specified in M.A.706(c).
6. the facilities, procedures, work scope and staff that could affect the An approval shall be issued for an unlimited duration. It shall remain valid
approval. subject to:
In the case of proposed changes in personnel not known to the management 1. the organisation remaining in compliance with this Part, in accordance with
beforehand, these changes shall be notified at the earliest opportunity. the provisions related to the handling of findings as specified under M.B.705
and;
M.A.714 Record-keeping
2. the competent authority being granted access to the organisation to
The CAMO shall record all details of work carried out. determine continued compliance with this Part,
If the continuing airworthiness management organisation has the privilege to 3. the approval not being surrendered or revoked.
issue or recomend to issue ARC it shall retain a copy of each airworthiness
review certificate and recommendation issued with all related documentation. Upon surrender or revocation, the approval certificate shall be returned to the
Camo must keep all related data with Permit to Fly (if issued)
M.A.716 Findings
The above mentioned documents must be kept for 2 years after AC
withdrawn from service. Reffer to M.A.905 of these notes.
The records shall be stored in a manner that ensures protection from

damage, alteration and theft. Actions should be taken not to loose these
documents.
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.
ISSUE 3, 2014 May 26 Page 171 of 201

Sub Part H - Certificate of Release to Service
This section details the requirements for release to service for non- (d) A certificate of release to service shall contain basic details of the
commercial small aircraft serviced either by a Sub Part F organisation a maintenance carried out, the date such maintenance was completed
licensed engineer or the pilot owner. and:
M.A.801 Aircraft Certificate of Release to Service 1. the identity including approval reference of the M.A. Subpart F
approved maintenance organisation and certifying staff issuing
(a) Except for aircraft released to service by a Part-145 organisation, the such a certificate; or
certificate of release to service shall be issued according to this
Subpart. 2. in the case of subparagraph (b) 2:
 The identity and if applicable licence number of the certifying
(b) A certificate of release to service shall be issued before flight at the staff must be annotated on the CRS.
completion of any maintenance. When satisfied that all maintenance  Regarding the complex maintenance tasks , these are
required has been properly carried out, a certificate of release to accomplished by an approved Sub Part F organisation
service shall be issued:
(e) Notwithstanding paragraph (b) in the case of incomplete maintenance,
 By appropriate certifying staff on behalf of the M.A. Subpart F such fact shall be entered in the aircraft certificate of release to
approved maintenance organisation; or service before the issue of such certificate.
 Except for complex maintenance tasks listed in Appendix VII, by (f) A certificate of release to service shall not be issued in the case of any
certifying staff in compliance with the requirements of Part-66; or known non-compliance which hazards seriously the flight safety.
 By the M.A.803 pilot-owner.
(c) In the case of a release to service under (b) 2 the certifying staff may
be assisted in the execution of the maintenance tasks by one or more
persons under his direct and continuous control.
ISSUE 3, 2014 May 26 Page 172 of 201

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 on an aircraft component whilst off the aircraft.
(b) The authorised release certificate identified as EASA Form 1 for the
Member States constitutes the aircraft component certificate of
release to service.
M.A.803 Pilot-owner authorisation
(a) The pilot-owner is the person who owns or jointly owns the aircraft
being maintained and holds a valid pilot licence with the appropriate
type or class rating.
(b) For any privately operated aircraft of simple design with a maximum
take-off mass of less than 2730 kg, glider and balloon, the pilot-owner
may issue the certificate of release to service after limited pilot owner
maintenance listed in Appendix VIII to this part.
(c) Limited pilot owner maintenance shall be defined in the M.A.302

aircraft maintenance programme.
(d) The certificate of release to service must be entered in the logbooks

and contain basic details of the maintenance carried out, the date
such maintenance was completed and the identity and pilot licence
number of the pilot-owner issuing such a certificate.
ISSUE 3, 2014 May 26 Page 173 of 201

Sub Part I - Aircraft Airworthiness Review and Airworthiness (e) For aircraft not used in CAT of 2 730 kg MTOM and below, and balloons,
Review Certificate any CAMO) and appointed by the owner or operator may:
1. issue the airworthiness review certificate
M.A.901 2. for airworthiness review certificates it has issued, when the aircraft has
To ensure the validity of the aircraft airworthiness certificate an airworthiness remained within a controlled environment under its management, extend
review of the aircraft and its continuing airworthiness records shall be carried twice the validity of the airworthiness review certificate for a period of one
out periodically. year each time;
(a) An airworthiness review certificate is issued in accordance with EASA (f) CAMO may extend twice for a period of one year each time the validity of
Form 15a or 15b (a – for CA, b – for CAMO) on completion of a satisfactory an ARC that has been issued by the CA or by another CAMO.
airworthiness review. The certificate is valid one year;
(g), for ELA1 aircraft not used in CAT and not affected by point M.A.201(i),
(b) An aircraft in a controlled environment is an Aircraft: the airworthiness review certificate may also be issued by the competent
(i) continuously managed during the previous 12 months by a unique CAMO authority upon satisfactory assessment, based on a recommendation made
by certifying staff formally approved by the competent authority.
(ii) which has been maintained for the previous 12 months by maintenance
organisations approved (Part-M Subpart F or Part 145) and appropriate CRS (h) Whenever circumstances reveal the existence of a potential safety threat,
issued. the competent authority shall carry out the airworthiness review and issue the
airworthiness review certificate itself;
(c) For all aircraft CAT, and aircraft above 2 730 kg MTOM, except balloons,
that are in a controlled environment, CAMO may, if appropriately approved: (i) In addition to paragraph (h), the competent authority may also carry out the
1. issue an airworthiness review certificate airworthiness review and issue the airworthiness review certificate itself when
2. for the airworthiness review certificates it has issued, when the aircraft has CAMO is of third country, for all balloons and any other aircraft of 2 730 kg.
remained within a controlled environment, extend twice the validity of the
airworthiness review certificate for a period of one year each time; (j) When the CA carries out the airworthiness review and/or issues the ARC
itself, the owner or operator shall provide the competent authority with:
(d) For all aircraft used in CAT and aircraft above 2 730 kg MTOM, except 1. the documentation required by the competent authority; and
balloons, that (i) are not in a controlled environment, or (ii) which continuing 2. suitable accommodation at the appropriate location for its personnel;
airworthiness is managed by CAMO that does not hold the privilege to carry 3. when necessary, the support of personnel appropriately qualified in
out airworthiness reviews, the airworthiness review certificate shall be issued accordance with Part-66 or equivalent personnel requirements laid down in
by the competent authority upon satisfactory assessment based on a Part 145.
recommendation made by a CAMO, sent together with the application from
the owner or operator. This recommendation shall be based on an (k)An airworthiness review certificate cannot be issued nor extended if
airworthiness review. there is evidence or reason to believe that the aircraft is not airworthy
ISSUE 3, 2014 May 26 Page 174 of 201

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

M.A.902 Airworthiness Review Certificate (ARC) Validity
When importing an aircraft onto a Member State register from a third country,
The ARC is invalidated when: the applicant shall:
 ARC is suspended or revoked 1. apply to the Member State of registry for the issuance of a new
 Airworthiness Certificate is suspended or revoked airworthiness certificate in accordance with the Part 21
 The aircraft is not on the register of an EU member state or
 The Type Certificate (TC) is suspended or revoked 2. for aircraft other than new, have a airworthiness review carried out
satisfactorily
Note that the Airworthiness Certificate is valid indefinitely providing a valid
ARC is attached. 3. have all maintenance carried out to comply with the approved maintenance
programme
An aircraft must not fly if the airworthiness certificate is invalid or if:
 Continuing airworthiness does not meet requirements When satisfied that the aircraft is in compliance with the relevant
 Aircraft does not remiant within Type Design requirements, the CAMO, if applicable, shall send a documented
 AC was used beyond the limitatios of flight manual ar airworthiness recommendation for the issuance of an ARC to the MS of registry.
certificate (without actions being taken)
 AC has been involved in accident or incident (without airworthiness The owner shall allow access to the aircraft for inspection by the MS of
restorage actions) registry.
 Modification/repair not in compliance with Part 21
A new airworthiness certificate will be issued by the MS of registry when it is
satisfied the aircraft complies with the prescriptions of Part-21.
If surendered or revoked – ARC must be returned to CA.
The MS shall also issue the ARC valid normally for one year unless the MS
M.A.903 Transfer of aircraft registration within the EU has safety reason to limit the validity.
When transferring an aircraft registration within the EU, the applicant shall:
See AMC M.A.904(a)2, -904(b)
 inform the former Member State in which MS it will be registered,
M.A.905 Findings
then;
 apply to the new MS for the issuance of a new airworthiness
Level 1 – significant non compliance with Part-M
certificate in accordance with Part 21.
Level 2 – any other non compliance.
After report receipt – corrective actions plan must be submitted to CA
The former airworthiness review certificate shall remain valid until its expiry
(including root cause and preventive actions). Later on evidence shown that
date.
corrective/preventinve actions were implemented.
ISSUE 3, 2014 May 26 Page 175 of 201

SECTION B - Procedures for competent authorities M.B.102 Competent Authority
NOTE: Numbering doesn‘t nesessarily correspond to M.A. numbering! Desinated by Member State – with allocated responsibilities for issuane,
continuation, change, suspensijon or revocation of certificates and oversight
of Continuing Airworthiness.
Structure
Must be Appropriately staffed
• Subpart A: General  Number (adequate, redundancy)
• Subpart B: Accountability  Qualification and training (initial, continuation)
• Subpart C: Continuing airworthiness
• Subpart D: Maintenance standards (TBD) Inspectors requirimenets:
• Subpart E: Components (TBD)  practical experience of safety standards application and safe
• Subpart F: Maintenance organisations operating practices
• Subpart G: CAW management organisations  Knowledge of parts/ IR‘s, CS‘s, GM‘s, CA procedures, rights of his,
• Subpart H: Certificate of release to service (TBD) quality systems, CA managements, operational procedures.
• Subpart I: Airworthiness review certificate - Training on auditing Techniques.
 5 years experience experience to work independently
 relevant Engineering degree or maintenance technician qualification
Subpart A  knowledge of AC types (Gen Fam), FTS, maintenance standards.
 Integrity, understanding of human nature.
M.B.101 Scope
Procedures shall be established by CA.
This Section establishes the administrative requirements to be followed by
the competent authorities in charge of the application and the enforcement of
Section A of this Part.
ISSUE 3, 2014 May 26 Page 176 of 201

M.B.302 Exemptions
M.B.104 Record-keeping
All exemptions i.a.w Basic regulation article 14(4) shall be recorded.
A record keeping system must be created by the CA.
All records should must be accessible whenever needed within reasonable M.B.303 Aircraft continuing airworthiness monitoring
time.
Retension periods The competent authority shall develop a survey programme to monitor the
Oversight of Part-M approved organisations records– at least 4 years. airworthiness status of the fleet of aircraft on its register.
Oversight of Aircraft records– at least 2 years (from permanent withdrawn).
The survey programme shall include sample product surveys of aircraft.
M.B.105 Mutual exchange of information (in depth surveys, ramp surveys, in-flight surveys)
In order to contribute to the improvement of air safety, the competent Programme shall be developed for surveys. Findings raised must be in writing
authorities shall participate in a mutual exchange of all necessary information to accountables.
(in accordance with Article 11 of the basic Regulation) i.e AC transfer inside
EU A physical inspection of the aircraft is necessary during each ACAM survey
(ramp or in-depth).
Subpart B
When performing a ramp survey, the inspector(s) should make all possible
M.B.201 Responsibilities efforts to avoid an unreasonable delay of the aircraft inspected.
The CA‘s are responsible for conducting inspections and investigations in AMC2 M.B.303(b) IN-DEPTH SURVEY
order to verify that the requirements of this Part are complied with.
1. An ACAM in-depth survey is a sample inspection of the key risk elements
Subpart C (KREs) and should be performed during scheduled/extensive maintenance.
Appendix III to GM 1 to M.B.303(b) provides guidance on KREs that can be
M.B.301 Maintenance programme used for planning and/or analysis of the inspections.
2. The survey should be a ‘deep cut’ through the elements or systems
The competent authority shall verify the maintenance programmes. (surveyor selected.
doing this – must have received training on MP development and control)
3. The record of an ACAM inspection should identify which KREs were
The maintenance programme and its amendments shall be approved directly inspected.
by the competent authority. (with exceptions)
In the case of indirect approval, the maintenance programme procedure shall AMC3 M.B.303(b)*
be approved by the competent authority through the CAME.
(all needed data must be accesible) KEY RISK ELEMENTS
1. The following KREs should be used for aircraft continuing airworthiness
monitoring:
ISSUE 3, 2014 May 26 Page 177 of 201

a) Type design and changes to type design M.B.304 Revocation, suspension and limitation
b) Airworthiness limitations
Certificates may be suspended, revoked or limted when not meeting the
c) Airworthiness Directives requiriments within Part M.
d) Aircraft documents
e) Flight Manual Subpart F - maintenance organisation (small aircratf)
f) Mass & Balance
M.B.601 Application
g) Markings & placards
h) Operational requirements Where maintenance facilities are located in more than one Member State the
i) Defect management investigation and continued oversight of the approval shall be carried out in
conjunction with the competent authorities designated by the Member States
j) Aircraft Maintenance Programme in whose territory the other maintenance facilities are located.
k) Component control
l) Repairs M.B.602 Initial Approval
m) Records Provided the requirements of M.A.606(a) and (b) are complied with, the
competent authority shall formally indicate its acceptance of the M.A.606(a)
2. These KREs and their detailed components should be adapted to the and (b) personnel to the applicant in writing.
complexity of the aircraft type being surveyed by retaining only those items
that are applicable and relevant for the particular aircraft type. A meeting with the accountable manager shall be convened at least once
during the investigation for approval to ensure that he/she fully understands
KEY RISK ELEMENTS the significance of the approval and the reason for signing the commitment of
The KREs define the scope of continuing airworthiness. The list of KREs is the organisation to compliance with the procedures specified in the manual.
intended to provide the basis for planning and control of the ACAM survey
programme. It will ensure that the programme covers all aspects of continuing All findings shall be confirmed in writing to the applicant organisation.
airworthiness. While it is not required to cover all KREs during a given
inspection, the ACAM survey programme needs to ensure that there is no
omission, i.e. certain KRE are never inspected.
* See Appendices to Part-M - Appendix III to GM 1 M.B.303(b)
ISSUE 3, 2014 May 26 Page 178 of 201

M.B.603 Issue of approval M.B.605 Findings
The competent authority shall issue to the applicant an EASA Form 3 When during audits or by other means evidence is found showing non-
approval certificate (Appendix V) which includes the extent of approval, when compliance to the Part-M requirement, the competent authority shall take the
the maintenance organisation is in compliance with the applicable paragraphs actions immediately.
of this Part.
M.B.606 Changes
The competent authority shall indicate the conditions attached to the
approval. The CA shall comply with the applicable elements of the initial approval for
The reference number shall be included on the EASA Form 3 approval any change to the organisation. (Conditions of operation may be prescribed)
certificate in a manner specified by the Agency.
M.B.607 Revocation, suspension and limitation of an approval
M.B.604
CA shall Suspend/revoke or limit an approval on reasonable grounds in the
The plan must be made and updated for all MTO (dates of audit made and case of potential safety threat.
planned)
Organisations must be completeley audited not exceeding 24 months period.

Findings- in writting.
ISSUE 3, 2014 May 26 Page 179 of 201

Subpart G - continuing airworthiness management organisation Subpart I - airworthiness review certificate
M.B.701 Application M.B.901 Assessment of recommendations
For CAT - Application and applicable documents (MOE, AMP, Tech Log, Upon receipt of an application and associated airworthiness review certificate
contracts) are required to get an AOC. recommendation in accordance with M.A.901:
1. Appropriate qualified personnel from the competent authority shall verify
(for locations in more than 1 MS – oversight audit required in conjuctions with that the compliance statement contained in the recommendation
that MS CA) demonstrates that a complete M.A.710 airworthiness review has been carried
out.
For initial approval – meeting with Accountable required. 2. The competent authority shall investigate and may request further
information to support the assessment of the recommendation.
Findings must be recorded.
M.B.902 Airworthiness review by the competent authority
Procedures for oversight as well must be in place.
When the competent authority carries out the airworthiness review and issues
Initial approval, Continuing oversight, findings, change,revocation/suspension the airworthiness review certificate EASA Form 15a (Appendix III), the
to approval requiriments are similar to other SUBPARTS. competent authority shall carry out an airworthiness review in accordance
with point M.A.710.
The competent authority shall have appropriate airworthiness review staff to
carry out the airworthiness reviews.
M.B.903 Findings
If during aircraft surveys or by other means evidence is found showing non-

compliance to a Part-M requirement, the competent authority shall take the
following actions:
1. for level 1 findings, the competent authority shall require appropriate
corrective action to be taken before further flight and immediate action shall
be taken by the competent authority to revoke or suspend the airworthiness
review certificate.
2. for level 2 findings, the corrective action required by the competent
authority shall be appropriate to the nature of the finding.
ISSUE 3, 2014 May 26 Page 180 of 201

Module 10.7 Applicable National and International Requirements

(if not superseded by EU requirements)
General
This section discusses national and international requirements that have not
yet come under the auspices of EASA.
Classification of aircraft as “EASA Aircraft” and “Non-EASA Aircraft”

Regulation (EC) No.216/2008 has transferred to the European Aviation
Safety Agency (EASA) the responsibility for the regulation of the
airworthiness of the majority of the civil aircraft registered in the Member
States of the European Union. However, the regulation also stipulates that
certain classes of aircraft remain subject to national regulations. Therefore, a
significant effect of this European legislation is to divide aircraft registered
within the EU into two categories. These notes follow this classification for the
identification of mandatory requirements.
EASA Aircraft – Aircraft that are subject to regulation of airworthiness by

EASA under Regulation (EC) No. 216/2008
Non-EASA Aircraft – Aircraft that remain subject to regulation of

airworthiness at a National level.
ISSUE 3, 2014 May 26 Page 181 of 201

Approved Maintenance Programs, Checks and Inspections
The approved maintenance program (AMP) is structured in respect to flight-

hours, cycles and time controlled maintenance tasks. One or more of these For commercial air transport, operating to EASA requirements, the Regulation
parameters can be applied for tasks assigned to aircraft, engines and 2042/2003 Annex 1 (Part M.A.302) requires that aircraft are maintained in
components. accordance with an Approved Maintenance Programme.
In accordance with Delegation Agreement on the implementation of
The aircraft checks are divided into: Article 83 bis of Chicago Convention MP shall be approved by CAA of
registration with approval of CAA of operator.
Line maintenance checks including:
 Pre-flight inspection The term Maintenance Programme, is intended to embrace both scheduled
 Daily check maintenance tasks and the associated procedures (including reliability
 Weekly check monitoring).
 A-check
The term Maintenance Schedule is intended to embrace a document which
Base maintenance checks including: includes the maintenance tasks alone it would not normally include
 C-checks maintenance procedures.
 D-checks
 Special structural inspections
Note: Different manufacturers may use different designators for checks and
inspections.
ISSUE 3, 2014 May 26 Page 182 of 201

Maintenance Schedule Contents iii) Periods at which the item shall, as appropriate, be checked, cleaned,
lubricated, adjusted and tested;
The Schedule which is submitted to the CAA for Approval shall contain the iv) Periods at which the item shall be overhauled or replaced by a new or
basic information prescribed below. overhauled item, expressed in terms of:
General  a criterion related to usage, e.g. a period of time, number of cycles,

number of landings
 Reference number, issue number and date;  a criterion related to conditions, e.g. limits of wear, limiting
dimensions.
 Registered name(s) and address(es) of the Owner(s)/Operator(s);
v) The Mandatory Life Limitations, to which certain parts of aircraft,
 Type and model(s) of aircraft, engines, auxiliary power-units, and, engines, propellers, auxiliary power units and systems, the failure of
where applicable, propellers; which could have a hazardous effect on the aircraft, are subject. For
foreign products these limitations, unless otherwise agreed by CAA,
 Areas of operation of the aircraft; shall be identical to those specified in the Mandatory Life Limitations
section of the Manufacturer’s Recommended Maintenance Programme
 Class of work in relation to the areas of operation; The limitations may be itemised in the schedule, or included by
reference to the appropriate airworthiness data;
 Registration Marks of aircraft maintained in accordance with the
schedule; vi) Such other processes as are agreed by the CAA, e.g. condition
monitoring.
 Details of any arrangements involving the co-operation of more than
one Operator, or which involve the combination of information from Record of Amendments - Provision for a record of the amendments
other aircraft fleets for the purpose of providing additional statistical incorporated in the Schedule.
and sampling material:
Reference to the source of the content of the schedule e.g. MRB, MPD, and
Primary Maintenance Processes Aircraft Maintenance Manual (AMM).
In respect of each part of the aircraft, its engines and auxiliary power-units, Check cycle criteria - The criteria for ‘packaging’ checks shall be described
propellers, components, accessories, equipment, instruments, electrical and (e.g. A Check – 400 FH, B Check – 800 FH etc.).
radio apparatus, and all associated systems and installations , a list of the
primary maintenance processes in terms of i) to vi).
i) Cross reference, where applicable, to the source of the task (e.g.

Maintenance Review Board Report (MRB) and Maintenance Planning
Document (MPD));
ii) Periods at which the item shall be inspected, together with the type and
degree of inspection;
ISSUE 3, 2014 May 26 Page 183 of 201

Airworthiness Directives (ADs)
ADs consist of particular airworthiness requirements which are mandatory for

specific aircraft, engines and components. The ADs may be issued either by When an airworthiness directive has to be issued by the agency to correct the
the civil aviation authority of the manufacturer’s state or by the national unsafe condition referred to above, or to require the performance of an
authority of the registered aircraft. inspection, the holder of the type- certificate, restricted type- certificate,
supplemental type-certificate, major repair design approval, ETSO
The authority of the aircraft certification manufacturer state is obliged to authorisation or any other relevant approval deemed to have been issued
transmit to the CAA any mandatory airworthiness information. An AD comes under this Regulation, shall:
under the heading of Mandatory Airworthiness Information.
 Propose the appropriate corrective action or required inspections, or
EASA’s view on Airworthiness Directives both, and submit details of these proposals to the Agency for
approval.
Part 21A.3B  Following the approval by the Agency of the proposals, make
available to all known operators or owners of the product, part or
An airworthiness directive means a document issued or adopted by the appliance and, on request, to any person required to comply with the
Agency which mandates actions to be performed on an aircraft to restore an airworthiness directive, appropriate descriptive data and
acceptable level of safety, when evidence shows that the safety level of this accomplishment instructions.
aircraft may otherwise be compromised.
An airworthiness directive shall contain at least the following information:
The Agency shall issue an airworthiness directive when:
 An identification of the unsafe condition;
 an unsafe condition has been determined by the Agency to exist in an  An identification of the affected aircraft;
aircraft, as a result of a deficiency in the aircraft, or an engine,  The action( s) required;
propeller, part or appliance installed on this aircraft; and  The compliance time for the required action( s);
 that condition is likely to exist or develop in other aircraft.  The date of entry into force.
ISSUE 3, 2014 May 26 Page 184 of 201

Service Bulletins, Manufacturers Service Information
All aircraft and aircraft parts must be maintained according to approved

documents and programs. Despite this fact, there are always incidents,
damages, malfunctions and defects. To inform and prevent these items from
happening again the operators and Part-145/Part-M Organisations will be
informed by the manufacturer.
This will normally be done in form of Service Letters (SL), Service Bulletins
(SB) or Alert Service Bulletins (ASB) and other relevant documents as
necessary.
SLs, SBs and ASBs will be selected and evaluated for modification by the
responsible aircraft operator and/or the Part-M CAMO and/or Part-145
organisation
A Service Bulletin or Alert Service Bulletin is generally established with an

equal standard and contains the following information:
 Transmittal or cover sheet if additional information may be necessary

with the bulletin
 Planning information
 Compliance
 Approval
 References
 Publication affected
 Material information
 Accomplishment instruction
 Appendices as required Modifications and repairs
Figure 7.1: Service Bulletins (SBs) come from the manufacturer
ISSUE 3, 2014 May 26 Page 185 of 201

Modifications and Repairs
Part-21 Sub Part D/E/J
Modification and repairs must always be accomplished in accordance with

approved maintenance data to ensure that the aircraft or aircraft component Activities allowed by a design organisation includes the design of minor and
can be maintained in a condition such that the airworthiness of the aircraft, major modifications, repairs to products, parts and appliances as defined in
the engines and the aircraft components is assured. the scope of work of the design organisation handbook.
Modifications and repairs as defined in the approved maintenance data of the Modifications and repairs are treated the same as changes to the relevant
manufacturer may be accomplished as shown in the respective data without type certificate or supplement type certificate and must be approved
further approvals. according Part-21 subpart D and Part-21 Sub Part E respectively.
Approved maintenance data means: After each maintenance action performed on aircraft, engine and component
a Certificate of Release to Service/CRS in accordance with Part-145.A.50
 Aircraft maintenance manual must be issued and signed by an appropriately authorised certifying staff
 Structure repair manual
 Component maintenance manual Article 10 (a) of the Air Navigation Order 2005 (as amended), provides that a
 Engine manual Certificate of Airworthiness issued in respect of an aircraft shall cease
 Wiring diagram to be in force if the aircraft, or such of its equipment as is necessary for the
 Non-destructive testing manual airworthiness of the aircraft, is overhauled, repaired or modified, or if any
 Service Bulletin part of the aircraft or of such equipment is removed or is replaced, otherwise
 Alert Service Bulletin than in a manner and with material of a type approved by the Authority either
 Airworthiness Directive generally or in relation to a class of aircraft or to the particular aircraft.
Modifications and repairs not included in the approved data may not be
performed without the required approval from the responsible authority. An
organisation wishing to design its modifications and repairs must be approved
in accordance with Part-21 - Aircraft Certification, and define all the relevant
policies and procedures in a design organisation handbook.
ISSUE 3, 2014 May 26 Page 186 of 201

NDTM Non-destructive Test Manual

Maintenance Documentation SL Service Letter
This documentation includes all registered instructions held as approved

data, which must be available at the Part-145 organisation. The Part-145
organisation must assure that all requirements defined in the maintenance
documentation can be fulfilled during the maintenance work.
Maintenance documentation can be in the form of manuals, microfiches,

microfilms, CD-Rom or other computer based data.
Maintenance documentation is classified on the standardised ATA2200 code.
Compliance with the maintenance documentation is established through the

independent quality system by auditing the processes as defined in Part-
145.A.65.
Maintenance documentation overview
The documentation used normally by the operator and the Part-145

maintenance are as follows:
MME Maintenance Management Exposition

AFM Aircraft Flight Manual
RFM Rotorcraft Flight Manual
EMPM ETOPS Maintenance Procedure Manual
MP Maintenance Program Figure 7.2: Aircraft documenatation in paper and electronic
MEL Minimum Equipment List versions
AD Airworthiness Directive
ASB / SB Alert Service Bulletin / Service Bulletin
MOE Maintenance Organisation Exposition
AMM Aircraft Maintenance Manual
SID Supplemental Inspection Document
WM/WDM Wiring (Diagram) Manual
IPC Illustrated Parts Catalogue
SRM Structure Repair Manual
CMM Component Maintenance Manual
EM Engine Manual
ISSUE 3, 2014 May 26 Page 187 of 201

Aircraft Maintenance Manuals (AMM) Engine Manual (EM)
The Maintenance Manual contains the information necessary to enable the The Engine Manual / CIR (Cleaning-Inspection-Repair) Manual Specification
mechanics to service, functionally check and repair all systems and is to provide technical data requirements for information needed to maintain
equipment installed in the aircraft. It includes information necessary for the the engine and the maximum potential number of parts that could remain with
mechanic to perform maintenance practices or make minor repairs to any unit the engine when it is removed from the aircraft. Additionally, the data file shall
in the aircraft normally requiring such action during line or base maintenance. include coverage for those interrelated parts (e.g. thrust reverser, cowling,
It covers the configuration of the aircraft as delivered to the customer. The mounts, electrical looms, etc.) that while remaining with the aircraft when the
Maintenance Manual does not contain information relative to work normally QEC unit (Quick Engine Change unit) is dropped, can be removed for
performed on units or assemblies away from the aircraft. maintenance purposes at the time the engine is removed.
Structural Repair Manual (SRM) The EM / CIR Manual is a double-document set, which may be offered by
manufacturers as an alternate to the single-document Engine Manual. The
The SRM shall contain descriptive information for identification and repair of terms ‘CIR Manual’ and ‘EM’ are also applicable to the Airborne Auxiliary
the aircraft's primary and secondary structure. The manual shall serve as a Power Plants (engines).
medium for advising operators of repair procedures developed by the
manufacturer or by operators. Wiring (Diagram) Manual (WM/WDM)
Illustrated Parts Catalogue (IPC) The Wiring Manual is provided to illustrate all aircraft, engine, and component
electrical / electronic circuits. The wiring and schematic diagrams, lists, and
The Illustrated Parts Catalogue is intended for use in the identification and location charts shall sufficiently describe the circuits to enable fault isolation
requisition of replaceable aircraft parts and units. The AIPC is a companion and servicing of electrical systems during maintenance.
document to the Aircraft Maintenance Manual and shall contain all parts
information for which maintenance practices coverage has been provided.
Component Maintenance Manual (CMM)
Procedures contained within a component maintenance manual are intended

for work on the applicable components in a workshop environment. The
manual shall contain sufficient detail for the return of the component to a
serviceable condition.
ISSUE 3, 2014 May 26 Page 188 of 201

MMEL/MEL
Master Minimum Equipment Lists (MMEL), Minimum Equipment List
(MEL), Dispatch Deviation Lists The operator shall establish rectification intervals for each inoperative
instrument, item of equipment or function listed in the MEL. The rectification
Although the MEL is a document that the decision of whether accepting or interval (RI) in the MEL shall not be less restrictive than the corresponding
not a MEL tolerance normally remains the responsibility of the operating rectification interval in the MMEL;
crew, because the MEL is a tool that the personnel involved in maintenance
have to be familiar with in order to ensure proper and efficient communication Operator may only operate the aircraft after expiry of the rectification interval
with the crew in case of a defect rectification to be deferred. specified in the MEL when:
(i) the defect has been rectified; or
In the case of commercial air transport the operator should have a system to (ii) the rectification interval has been extended.
ensure that all defects affecting the safe operation of the aircraft are rectified
within the limits prescribed by the approved minimum equipment list (MEL) or Subject to approval of the Competent Authoritie, the operator may use a
configuration deviation list (CDL) as appropriate. procedure for the one time extension of category B, C and D rectification
intervals (RI), provided that:
- the extension of the RI is within the scope of the MMEL
- the extension of the RI is, as a maximum, of the same duration as the
rectification interval specified in the MEL;
- the RI extension is not used as a normal means of conducting MEL item
rectification and is used only when events beyond the control of the operator
have precluded rectification;
ISSUE 3, 2014 May 26 Page 189 of 201

Procedures for the extension of rectification intervals should only be applied Rectification Interval Categories
under certain conditions, such as a shortage of parts from manufacturers or
other unforeseen situations (e.g. inability to obtain equipment necessary for The Rectification Interval Categories are defined in JAR-MMEL/MEL.040 as
proper troubleshooting and repair), in which case the operator may be follows:
unable to comply with the specified rectification intervals.
Category A
Any item in the MEL requiring an operational or maintenance procedure to No standard interval is specified, however, items in this category shall be
ensure an acceptable level of safety should be so identified in the ‘remarks’ rectified in accordance with the conditions stated in the MMEL. Whenever the
or ’exceptions’ column/part/section of the MEL. time interval is specified in calendar days, it shall start at 00:01 on the
This will normally be ‘(O)’ for an operational procedure, or ’(M)’ for a calendar day following the day of discovery.
maintenance procedure. ‘(O)(M)’ means both operational and maintenance
procedures are required. Category B
Items in this category shall be rectified within three consecutive calendar
Normally, maintenance procedures are accomplished by the maintenance days, excluding the day of discovery.
personnel; however, other personnel may be qualified and authorised to
perform certain Functions. Unless specifically permitted by a maintenance Category C
procedure, an inoperative item may not be removed from the aircraft. Items in this category shall be rectified within 10 consecutive calendar days,
excluding the day of discovery
Note:
The satisfactory accomplishment of all procedures, regardless of who Category D
performs them, is the responsibility of the operator. Items in this category shall be rectified within 120 consecutive calendar days,
excluding the day of discovery.
Note: Certification Specification-MMEL is in rulemaking stage.

Purpose: JAA material to be transferred under EASA requirements.
ISSUE 3, 2014 May 26 Page 190 of 201

Configuration Deviation List (CDL)

(Large Aeroplanes)
Operation of the aeroplane without certain secondary airframe and

engines parts is allowed through the use of an approved CDL. The
CDL should be included in the Aircraft Flight Manual as a separate
appendix. The parts or combinations of parts permitted to be missing,
together with the associated performance penalties and other limitations
should be determined and presented in the same format as the
Master Minimum Equipment List (MMEL).
No more than one part for any one system may be missing, unless specific co
mbinations are indicated in the CDL. Unless otherwise specified, parts
from different systems may be missing. The performance penalties are
cumulative, unless specifically designated penalties are indicated for the
combination of missing parts.
ISSUE 3, 2014 May 26 Page 191 of 201

Test Flights The suitability of pilots conducting maintenance check flights and appropriate
safety precautions must be addressed.
Full Flight Tests
Before any test flight it must be positively assured throughout investigations,
Airworthiness Flight Tests are made periodically on each aircraft having a inspections, corrective work or ground testing, as applicable that any
Certificate of Airworthiness, for which continued certification is required to complained condition and/or function has been as far as possible corrected.
ensure that:
A reduced flight test may be requested after corrective maintenance actions
 handling characteristics are satisfactory and have not deteriorated or modifications on important items which may affect the flight characteristic,
with time; the performance of the aircraft or flight environments such as airspeed, mach
 aircraft performance remains as scheduled; number, altitude, temperature, operational loads or elastic deformation which
 the aircraft and its equipment function correctly. can not be forecasted by ground checks and/or measurements.
Test Flights are a mandatory requirement prior to the issue of a Certificate of A certificate of release to service must be provided before a test flight. A copy
Airworthiness for an aircraft being imported into an EASA Member State. of the flight test report must be kept by the CAMO and Part-145 organisation.
All flight tests are established in accordance with the applicable Aircraft Flight Check Flight Results
Manual (AFM) and the production flight test manual provided by the aircraft
manufacturer. After each check flight, the pilot who conducted the flight should complete the
post flight certificate, which lists all the defects found during the flight, as
Flight tests are performed under the authority of the operator by a special detailed in the Check Flight Handbook. This, together with the completed
qualified crew based on flight test criteria established under the responsibility Schedule, comprises the Check Flight Report.
of the operator. A full flight test may be necessary after major maintenance
work or after any important work following an incident or accident. .
Maintenance Check Flights
The EASA Regulations in M.A.301 (8) identify maintenance check flights as

part of the continuing airworthiness tasks necessary to ensure the
serviceability of operational and emergency equipment.
For some maintenance tasks, the manufacturer prescribes in the aircraft's

Maintenance Manual the need for check flights to be carried out. For other
tasks involving, for example, work carried out on a system or component the
correct functioning of which is affected by flight dynamics, air loads, airflows,
or low temperatures and pressures, the certifying engineer will need to
determine if a maintenance check flight is required to verify its operation.
ISSUE 3, 2014 May 26 Page 192 of 201

Extended Operations (ETOPS)
Summary
Extended Operation (ETOPS) is defined as an operation available for two-

engines aircraft conducted over a route that contains a point further than
approved threshold time at the approved one-engine out cruise speed (under
standard conditions) from an adequate airport. The operators ETOPS flights
are conducted in accordance with the aircraft manufacturers approved
standards for ETOPS. These standards present aircraft design configuration,
maintenance tasks, crew procedures and dispatch limitations for ETOPS.
There are thse operational criteria: 60-minutes to 120-minutes, and 120-

minutes to 180-minutes.
The ETOPS requirements are integrated into the relevant manuals which
include the:
 Aircraft maintenance manual Figure 7.3: 120- and 180-minute ETOPs zones
 Aircraft flight manual
 Minimum equipment list
 Route manual
 ETOPS manual
The ETOPS requires special attention for the maintenance work to be

performed on aircraft operating under these rules. Certain maintenance task
may not be performed during the same ground time on ETOPS related
systems. In addition if same tasks need to be performed it has to be assured
that not the same person performs the same task on equal aircraft systems or
components.
ISSUE 3, 2014 May 26 Page 193 of 201

If the requirements as specified above may not be guaranteed, a verification

flight has to be performed. A verification flight is planned as a non-ETOPS
flight. If all aircraft system work properly after the takeoff and for the
prescribed time in cruise, that flight may than be continued under ETOPS
rules.
The maintenance work affected by ETOPS rules are defined in the ETOPS
manual.
Maintenance work which is defined as ETOPS related must be marked on the

work paper as such.
The ETOPS manual is approved by the responsible authority and contains

the definitions, guidance and special procedures to support the intended
operation.
The maintenance and reliability program needs to be supplemented in

consideration of the special requirements of ETOPS.
Figure 7.4: ETOPS approval requires a specially controlled

maintenance programme
ISSUE 3, 2014 May 26 Page 194 of 201

ETOPS Requirements
The Technical Log should be reviewed and documented as appropriate to
Extended range operations are those operations intended to be, or actually, ensure proper MEL procedures, deferred items and maintenance checks, and
conducted over a route that contains a point further than one hour’s flying that system verification procedures have been properly performed.
time (in still air) at the normal one-engine-inoperative cruise speed from an
adequate aerodrome. When, alternatively, a Threshold Distance has been ETOPS Manual
agreed with the Authority, all non-ETOPS flights shall remain within the
Threshold Distance of an adequate aerodrome. The operator should develop a manual for use by personnel involved in
ETOPS. This manual need not include, but should at least reference, the
ETOPS Maintenance Requirements maintenance programme and other requirements described by this Appendix,
and clearly indicate where they are located in the operator’s manual system.
The maintenance programme should contain the standards, guidance, and All ETOPS requirements, including supportive programme procedures, duties
direction necessary to support the intended operations. Maintenance and responsibilities, should be identified and be subject to revision control.
personnel involved should be made aware of the special nature of ETOPS This manual should be submitted to the Authority 30-days before
and have the knowledge, skills and ability to accomplish the requirements of implementation of ETOPS flights. Alternatively the operator may include this
the programme. information in existing manuals used by personnel involved in ETOPS.
ETOPS Maintenance Programme Oil Consumption Programme
The basic maintenance programme for the aircraft being considered for The operator’s oil consumption programme should reflect the manufacturer’s
ETOPS is the continuous airworthiness maintenance schedule currently recommendations and be sensitive to oil consumption trends. It should
approved for that operator, for the make and model airframe/engine consider the amount of oil added at the departing ETOPS stations with
combination. This schedule should be reviewed to ensure that it provides an reference to the running average consumption; i.e. the monitoring must be
adequate basis for development of ETOPS maintenance requirements. continuous up to, and including, oil added at the ETOPS departure station. If
These should include maintenance procedures to preclude identical action oil analysis is meaningful to this make and model, it should be included in the
being applied to multiple similar elements in any ETOPS critical system (e.g. programme. If the APU is required for ETOPS operation, it should be added
fuel control change on both engines). to the oil consumption programme.
ETOPS related tasks should be identified on the operator’s routine work Engine Condition Monitoring
forms and related instructions.
This programme should describe the parameters to be monitored, method of
ETOPS related procedures, such as involvement of centralised maintenance data collection and corrective action process. The programme should reflect
control, should be clearly defined in the operator’s programme. manufacturers’ instructions and industry practice. This monitoring will be used
to detect deterioration at an early stage to allow for corrective action before
An ETOPS service check should be developed to verify that the status safe operation is effected. The programme should ensure that engine limit
of the aircraft and certain critical items are acceptable. This check margins are maintained so that a prolonged single-engine diversion may be
should be accomplished and signed off by an ETOPS qualified conducted without exceeding approved engine limits (i.e. rotor speeds,
maintenance person immediately prior to an ETOPS flight. exhaust gas temperatures) at all approved power levels and expected
ISSUE 3, 2014 May 26 Page 195 of 201

environmental conditions. Engine margins preserved through this programme Propulsion System Monitoring
should account for the effects of additional engine loading demands (e.g. anti-
ice, electrical, etc.) which may be required during the single-engine flight The operator’s assessment of propulsion systems reliability for the extended
phase associated with the diversion. range fleet should be made available to the Authority (with the supporting
data) on at least a monthly basis, to ensure that the approved maintenance
Rectification of Aircraft Defects programme continues to maintain a level of reliability necessary for extended
range operations. Any adverse trend would require an immediate evaluation
The operator should develop a verification programme, or procedures should to be accomplished by the operator in consultation with the Authority. The
be established, to ensure corrective action following an engine shutdown, evaluation may result in corrective action or operational restriction being
primary system failure, adverse trends or any prescribed events which require applied.
verification flight or other action and establish means to assure their
accomplishment. A clear description of who must initiate verification actions Maintenance Training
and the section or group responsible for the determination of what action is
necessary should be identified in the programme. Primary systems or Maintenance training should focus on the special nature of ETOPS. This
conditions requiring verification actions should be described in the operator’s programme should be included in normal maintenance training. The goal of
ETOPS manual. this programme is to ensure that all personnel involved in ETOPS are
provided the necessary training so that the ETOPS maintenance tasks are
Reliability Programme properly accomplished and to emphasise the special nature of ETOPS
maintenance requirements. Qualified maintenance personnel are those that
An ETOPS reliability programme should be developed or the existing have completed the operator’s extended range training programme and have
reliability programme supplemented. This programme should be designed satisfactorily performed extended range tasks under supervision, within the
with early identification and prevention of ETOPS related problems as the framework of the operator’s approved procedures for Personnel
primary goal. The programme should be event-orientated and incorporate Authorisation.
reporting procedures for significant events detrimental to ETOPS flights. This
information should be readily available for use by the operator and the
Authority to help establish that the reliability level is adequate, and to assess
the operator’s competence and capability to safely continue ETOPS. The
Authority should be notified within 96 hours of events reportable through this
programme.
ISSUE 3, 2014 May 26 Page 196 of 201

ETOPS Parts Control
The operator should develop a parts control programme that ensures the
proper parts and configuration are maintained for ETOPS. The programme
includes verification that parts placed on ETOPS aircraft during parts
borrowing or pooling arrangements as well as those parts used after repair or
overhaul, maintain the necessary ETOPS configuration for that aircraft.
Figure 7.5: ETOPS approval requires propulsion system

monitoring
ISSUE 3, 2014 May 26 Page 197 of 201

 An automatic approach coupler or a flight director system with display

All Weather Operations at each pilot’s station (or an alternative giving equivalent performance
and safety).
Issues such as All Weather Operations (AWOPS), Reduced Vertical
Separation Minimal (RVSM) etc. are operational issues, not used by
everyone. They do, however, have specific maintenance requirements in
order to maintain their accuracy. As such, any of these maintenance
requirements must be included in the Maintenance Schedule.
Category 2/3 Operations and Minimum Equipment Requirements
Category 2 Operations
Airworthiness Certification of Aeroplanes for Operations with

DecisionHeights (DH) below 60 m (200 ft) and Down to 30 m (100 ft)
General
An aeroplane with basic airworthiness approval for IFR operations is eligible
to perform ILS precision approaches down to a decision height of 60 m (200
ft), assuming that the necessary ILS receiver(s) and instruments and their
installation have been approved.
The purpose of this Subpart is to specify the supplementary airworthiness

requirements for the performance of ILS precision approaches with decision
heights below 60 m (200 ft) down to 30 m (100 ft). This material may not be
appropriate to other precision approach aids.
Equipment
CS-AWO 221 Installed Equipment
The approach guidance system must include:
 Two ILS glide path and localiser receivers with indication at each
pilot’s station.
ISSUE 3, 2014 May 26 Page 198 of 201

 A radio altimeter with displays at each pilot’s station of:
1. radio altitude, and

2. the selected decision height (e.g. An index on an analogue scale
or a digital indication).
 Clear the visual indication at each pilot’s station (e.g. An alert light)
when the aeroplane reaches the pre-selected decision height
appropriate to the approach.
 Automatic or flight director go-around system or acceptable altitude

indicators.
 Audible warning of automatic pilot failure (for automatic approach).
 An automatic throttle system where necessary (see CS-AWO 206).
 An appropriate equipment failure warning system.
 Excess-ILS-deviation alert at each pilot’s station (e.g. Amber flashing

light).
Figure 7.6: ILS use ground and airbone equipment
ISSUE 3, 2014 May 26 Page 199 of 201

Category 3 Operations 3. Clear visual indication at each pilot’s station (e.g. An alert light) when
the aeroplane reaches the pre-selected decision height appropriate
Airworthiness Certification of Aeroplanes for Operations with Decision to the approach.
Heights (DH) below 30 m (100 ft) or no Decision Height
4. An appropriate equipment failure warning system,
General
5. An excess-G/S-deviation alert at each pilot’s station (e.g. Amber
An aeroplane with basic airworthiness approval for IFR operation is eligible to flashing light).
perform ILS precision approaches down to a decision height of 60 m (200 ft),
assuming that the necessary ILS receiver(s) and instruments and their In the case of aeroplanes having a minimum flight crew of two pilot’s, an
installation have been approved. The supplementary airworthiness criteria for automatic voice system, which calls when an aeroplane is approaching the
aeroplanes to perform ILS precision approaches down a decision height decision height (or when approaching the ground during a no decision height
below 60 m (200 ft) and down to 30 m (100 ft) is contained in Subpart 2. approach) and when it reached decision height.
The purpose of this Subpart is to specify the supplementary airworthiness

criteria for aeroplanes to perform ILS precision approaches with decision Note: The number of ILS receivers and radio altimeters may need to be
heights below 30 m (100 ft) or with no decision height. increased in order to provide fail-operational capability where
required.
Equipment
CS-AWO 321 installed Equipment
The following items of equipment must be installed for certification to the

decision heights specified unless it is shown that the intended level of safety
is achieved with alternative equipment, or the deletion of some items:
NOTE: This list is based on experience with conventional medium and large
jet transports and it is recognised that changes may be appropriate in
significantly different applications.
a. All decision heights below 30 m (100 ft) or no decision height:
1. Two ILS glide path and localizer receivers with the first pilot’s station
receiving information from one, and the second pilot’s station
receiving information from the other.
2. One radio altimeter with display at each pilot’s station.
ISSUE 3, 2014 May 26 Page 200 of 201

b. Decision height 15 m (50 ft) or greater: 4. Fail-operational or fail-passive automatic ground roll control or head-up
ground roll guidance (see CS-AW0 304 and 305); and
1. Fail-passive automatic landing system or fail-passive automatic
approach system without automatic landing, provided that: 5. Anti-skid braking system.
 It is demonstrated that manual landings can be made without

excessive workload in the visibility conditions; and
 The aeroplane has a low approach speed, and is
manoeuvrable and the height of the pilot’s eyes above the
wheels is small.
2. Automatic throttle control, unless it can be shown that the speed

control does not add excessively to the crew work-load; and
3. Automatic or flight director go-around system or suitable attitude

indicators.
c. Decision height below 15 m (Soft):
1. Fail-operational automatic landing system or fail-operational hybrid

landing system.
2. Fail-passive automatic go-around.
3. Automatic throttle control; and:
4. Automatic ground roll control or head-up ground roll guidance (see CS-
AWO 304 and 305) as appropriate to the limitations on visibility
conditions or RVR.
d. No decision height:
1. Fail-operational automatic landing system.
2. Fail-passive automatic go-around.
3. Automatic throttle control.
ISSUE 3, 2014 May 26 Page 201 of 201

Aviation Legislation Training Manual Issue 6 Issue Date 2014 July 21 PDF

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Aviation Legislation

In accordance with Part-66

ISSUE 6, 2014 July 21 Page 1 of 201

Table of Contents Sub Part B - Type Certification................................................................ 127

Module 10.1 Regulatory Framework

Figure 1. 1: The ICAO Headquarters in Montreal,

ISSUE 6, 2014 July 21 Page 3 of 201

The constitution of ICAO is the Convention on

ISSUE 6, 2014 July 21 Page 4 of 201

What is safety oversight ?

ISSUE 6, 2014 July 21 Page 5 of 201

ISSUE 6, 2014 July 21 Page 6 of 201

ISSUE 6, 2014 July 21 Page 7 of 201

Role of European Commission

Commission is independent of national governments was set up in the 1950s

The European Commission has five main roles:

The European Commision adopts the Implementing Rules (proposed by

Commission politically accountable to Parliament. Commission is appointed

ISSUE 6, 2014 July 21 Page 8 of 201

ISSUE 6, 2014 July 21 Page 9 of 201

The European Aviation Safety Agency is the centrepiece of the European

EASA’s tasks are as follows

1. To assist the European Commission in preparing legislation, and

ISSUE 6, 2014 July 21 Page 10 of 201

Relationships with Other Organizations

The EASA works closely with representatives of other organizations to ensure

1. Interested parties in industry, which are subject to rules drafted by the

ISSUE 6, 2014 July 21 Page 11 of 201

Role of Member States and National Aviation Authorities

ISSUE 6, 2014 July 21 Page 12 of 201

Figure 1. 8 Scheme of European Civil Aviation

ISSUE 6, 2014 July 21 Page 13 of 201

 Aeroplanes, helicopters and powered parachutes having no more than

The definition of the word aircraft is found in article 2 of Regulation (EC) No

 Aircraft used by the Military, Customs, Police (Government Aircraft)

Appendix II aircraft: • Figure 1. 9: Homebuilt aircraft, like this 90%

ISSUE 6, 2014 July 21 Page 14 of 201

EU parliament and Council or European Comission are the EU institutions

The drafting and approval of rules (“rulemaking”) is a lengthy process of

i.e Regulation 2042/2003 consists of Annexes which are called Parts.

Each Part consists of two sub-sections, A and B.

Sub-section A contains the implementing rules for personnel and

Sub-section B contains implementing rules to enable the Competent

The Sub-section paragraphs can be recognized by the inclusion of the letters

ISSUE 6, 2014 July 21 Page 15 of 201

Regulation (EC)No 216/2008 and its implementing rules Regulation (EC)

The basic regulation establishes common essential requirements to provide

The amended Regulation (EC) No.216/2008 established regulations

-Flight Crew Licensing (EU-FCL)

ISSUE 6, 2014 July 21 Page 16 of 201

Figure 1. 11: Basic Regulation structure

ISSUE 6, 2014 July 21 Page 17 of 201

Acceptable Means of Compliance (AMC) and Guidance Material (GM)

ISSUE 6, 2014 July 21 Page 18 of 201

Relationships between the various Annexes (Parts) such as Part- Explanation:

Part-145 organisations require Licensed Engineers to carry out release to

Part-145 and Part-M organizations require liaison with Part-21 Design

Finally flight crews have an airworthiness responsibility under Part-M in that

ISSUE 6, 2014 July 21 Page 19 of 201

Module 10.2 Certifying Staff - Maintenance

These subcategories are::

ISSUE 6, 2014 July 21 Page 20 of 201

The category B3 is applicable to piston-engine non-pressurised aeroplanes of